2024 Audi RS 6-RS 7 Performance_front 3-4 profile

Whether it’s a first-drive feature from the sun-soaked California coast, a quick news story about an off-road pickup that may (or may not) be coming to your local dealership or a review of a hot new sports sedan, somewhere Lee Bailie is writing about cars and car culture, something he’s been doing for almost a decade. A car guy to the core, he went on his first automotive plant tour at age seven.

HELENA, CA. – If you’re considering an Audi RS 6 Avant purchase, but are wondering if an even spicier, faster version of the hot wagon exists, I have good news.

Thanks to Audi Sport engineers at the mothership in Neckarsulm, Germany, who have laboured to birth the RS 6 Avant Performance, your dreams have been made real.

As the name suggests, it’s the same car, only faster. Two-tenths faster, to be precise. It can rocket to 100 km/h from rest in 3.4 seconds thanks mostly to an extra 30 horsepower and 37 lb-ft. of torque from the 4.0-litre twin-turbo V8. More on that, and other performance tweaks, shortly.

But if the sleek RS 7 Sportback sedan is more your speed, your prayers have been answered too. The RS 7 Sportback Performance also goes from 0-100 km/h in 3.4 seconds thanks to the same upgrades.

The fourth-gen RS 6 Avant and second-gen RS 7 Sportback both debuted in 2019 as 2020 models so there’s no mid-cycle styling or content update for either just yet. But there’s a lot to unpack with the Performance offerings, so let’s dive in.

<img class="aligncenter size-full wp-image-176838" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/2024-Audi-RS-6-RS-7-Performance_engien-compartment-1-scaled.jpg" alt="Audi RS 7 performance" width="2560" height="1440" />

On the powertrain front, the 4.0-litre twin-turbo V8 produces 621 horsepower and 627 lb-ft. of torque, increases of 30 and 37 respectively, due to the use of larger turbochargers and increased boost pressure.

Both cars are also roughly eight kilograms (17.6 pounds) lighter than the base models thanks to the removal of some sound insulation. Audi has also equipped each with a self-locking centre differential with a 40:60 rear bias torque split, but more torque can be sent to the axle with more grip if slippage is detected. Audi notes that up to 70 percent of torque can flow to the front axle and 85 percent to the rear.

Special wheels and tires are also part of the Performance package. Both cars come with standard 21-inch wheels and 273/35R21 summer tires. Optional 22-inch wheels are about five kg lighter per corner.

<img class="aligncenter size-full wp-image-176840" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/2024-Audi-RS-6-RS-7-Performance_front-fender-wheel-1-scaled.jpg" alt="2024 Audi RS 7 performance" width="2560" height="1440" />

Both cars come with four main drive modes – efficiency, comfort, auto, and dynamic – along with programmable RS1 and RS2 modes. These modes cover aspects such as engine and transmission performance, power steering, dynamic all-wheel steering, quattro sport differential and engine sound, all of which can be adjusted individually and stored in the MMI (multimedia interface) and can be changed via a shortcut button located on the steering wheel. A 48-volt mild hybrid system is also standard.

The RS Dynamic Package, which is optional in Canada increases maximum speed to 280 km/h (180 mph). Steel brakes are standard on both cars, but RS ceramic brakes are optional and reduce unsprung weight by about 34 kg (75 pounds) and can be paired with red, blue, or grey calipers.

<img class="aligncenter size-full wp-image-176843" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/IMG_E9351-scaled.jpg" alt="2024 Audi RS 7 performance" width="2560" height="1440" />

Okay, so how do these cars drive? I’ll get right to it – they’re blindingly fast, handle like they’re on rails and have incredible braking power. Steering is precise, the 22-inch wheel and tire combo sheds weight yet provide loads of grip and the twin-turbo V8 sounds magnificent, especially under hard acceleration. The shedding of some sound insulation also allows the V8 to fill the cabin with a louder soundtrack, which is delightful to these ears.

For context, the cars I drove differed in that the matte Ascari blue RS 7 tester was outfitted with ceramic brakes and dynamic ride control (optional in Canada), while the Mythos black metallic RS 6 came with steel brakes and an air suspension. Both were European spec pre-production models, so there were no Pop Rocks or Lithium tunes on the Bang &amp; Olufsen sound system, as SiriusXM isn’t offered in Europe.

I drove the RS 7 first and toggled frequently with the drive mode selector to get a sense of the delta between the drive modes. Except for efficiency, which really limits the engine’s power, the other modes deliver varying degrees of heightened aggression. Dialled to dynamic in all settings, throttle mapping is at its most sensitive, the eight-speed automatic in its most aggressive shift pattern, and suspension damping at its firmest. It’s white-knuckle stuff.

<img class="aligncenter size-full wp-image-176836" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/2024-Audi-RS-6-RS-7-Performance_rear-3-4-profile-scaled.jpg" alt="2024 Audi RS 7 performance" width="2560" height="1440" />

<img class="aligncenter size-full wp-image-176845" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/IMG_E9451-scaled.jpg" alt="2024 Audi RS 6 Avant performance" width="2560" height="1440" />

But on winding and undulating Napa Valley roads, I found the RS 7 to be especially more hospitable with the drive mode set to auto, where damping is a bit softer, the engine doesn’t wail as much, and the transmission keeps revs around 2,000 rpm.

The RS 6, with its air suspension and steel brakes, is just as fast as the RS 7, but calmer drive modes, such as auto and comfort, feel further apart regarding performance, which is something Audi has done deliberately via updated software in the transmission’s control unit. This is true for both cars, by the way, but I noticed the spread more in the RS 6. With that said, tapping the RS mode button instantly turns the car back into a piping hot wagon that blurs scenery without hesitation.

<img class="aligncenter size-full wp-image-176844" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/IMG_E9382-scaled.jpg" alt="2024 Audi RS 7 performance" width="2560" height="1440" />

In sum, it’s pleasing to see Audi cram so much performance into cars that have such practical form factors. A 3.4-second 0-100 km/h time tends to obscure other attributes, but the RS 6 and RS 7 remain finely crafted, comfortable, spacious, and tech-laden cars that are fun to drive year-round thanks in part to their quattro all-wheel drive systems.

For an extra $2,265 for the RS 6 Avant Performance, and another $2,365 for the RS 7 Sportback Performance, both present a compelling value proposition. The base cars carry MSRPs well north of $100K, so what’s a few thousand more to fully unlock their performance potential? If you have the means, it seems like a no-brainer.

The 2024 Audi RS 6 Avant Performance and RS 7 Sportback Performance are available for order now.
<h3>2024 Audi RS 6 Avant Performance / Audi RS 7 Sportback Performance </h3>
BODY STYLE: mid-size high-performance wagon and liftback sedan
DRIVE METHOD: Front-engine, all-wheel drive, 8-speed automatic transmission
ENGINE: 4.0-litre twin-turbocharged V8 (621 hp / 627 lb-ft.)
FUEL ECONOMY: (Premium 91+) TBA
CARGO VOLUME: RS 6 – 1,680 / 565 litres (59.3 / 20 cu ft.), RS 7 – 1,390 / 535 (49.1 / 18.9 cu ft.) (behind first / second row)
PRICE: $135,215 / $140,515 (RS 6 / RS 7) base, excl. freight, taxes, and fees
WEBSITE: <a href="http://www.audi.ca">www.audi.ca</a>

2024 Audi RS 6 Avant Performance and RS 7 Sportback Performance First Drive

2023 Aston Martin DB12 front 3q main

For over half a decade, Dan Heyman has written professionally about cars and car culture, specializing in luxury/performance vehicles, 4 x 4s and pickup trucks, with a micro city car or two thrown in for good measure. If he's not striking a spacebar, he's likely out photographing cars on the twists and turns of the Coast Mountain roads outside his hometown of Vancouver, BC, or cutting a line on a racetrack.

The 2024 Aston Martin DB12 Super Tourer is the latest entrant into the long line of DB touring cars that Aston has built over the years, cars that were driven by the likes of Carroll Shelby, Rafael Nadal, Elle Macpherson and of course, James Bond.

That’s the obvious part.

Less obvious is the DB12’s “Super Tourer” nomenclature. Not just that but according to Aston, it’s the world’s first Super Tourer. We’ve heard about “grand tourers” or “grand touring automobiles” before, and the DB12 fits the mold: long-hooded, big wheels, gutsy V8 power, 2 + 2 cabin, traditional trunk, and so on. It’s a body style that Aston has mastered over the decades – it’s celebrating its 110th anniversary this year – but it’s what’s under the hood and in the details that add the “super” to the formula.

<img class="aligncenter size-full wp-image-176776" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/IMG_0004.jpg" alt="2024 Aston Martin DB12" width="2000" height="1333" />

Take the brakes, for example; for the first time in a DB, they’ve fitted carbon ceramic items, and more than that, they’re standard. They’re shrouded by lightweight wheels wrapped in Michelin Pilot Sport 5 S rubber, which is a first for a road car. They’ve also added a rear e-differential, variable traction control and have tweaked the suspension’s springs and Bilstein active dampers to give you the performance of a sports car. Think up to 1.1 g of lateral acceleration with the chassis compliance you need over long drives.

We’ll see how all that comes together on the spidery roads around France’s Côte d’Azur in a minute but for now, just look the thing. The hood is the perfect length, the cab just rearward enough to strike a perfectly balanced profile while the new wheels – measuring 21”, another DB first – are works of art themselves, finished to look as if milled from a single slab of whatever precious metal you can imagine.

<img class="aligncenter size-full wp-image-176786" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/IMG_9984.jpg" alt="2024 Aston Martin DB12" width="2000" height="1333" />

This being an Aston, appealing details abound; the instantly recognizable grille has been pulled wider but is thinner along the x-axis for a squatter look, the headlight housings feature a trifecta of LED DRL bulbs designed to line up with the tops of the side grilles, items that are available in carbon fibre or aluminum with an oh-so-perfect “Aston Martin” inscription. The roof can either be body-coloured or finished in exposed carbon fibre and the rear comes to a beautiful taper punctuated by thin wraparound taillights. A newly-designed Aston Martin logo – each one handcrafted by jewelers in Birmingham, UK – is the perfect cherry on top of an exquisite exterior.

Inside, the diamond-print leather seating is the first detail that meets the eye, while the generous offerings of mechanical buttons and dials as opposed to a touch surfaces are welcome. The flat-bottomed steering wheel is just the right size and now sprouts shift paddles, and the 15-speaker, 1,170-watt Bowers and Wilkins audio system would work in a three-row SUV, let alone a barely four-person sports car. Everything is placed within easy reach of the driver, including the 10.25” infotainment display which features an all-new OS with wireless Apple CarPlay and Android Auto. The whole affair is an exercise in tight packaging; the way the drive mode selector takes the form of a bezel ‘round the glassy start button is smart, as is the toggle-like shifter that, while very Porsche-like, does well to reduce overall clutter.

<img class="aligncenter size-full wp-image-176783" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/IMG_0050.jpg" alt="2024 Aston Martin DB12" width="2000" height="1333" />

<img class="aligncenter size-full wp-image-176780" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/IMG_0038.jpg" alt="2024 Aston Martin DB12" width="2000" height="1333" />

The seating position is right on, just back enough so you know you’re in something special, with controls falling nicely to hand. It’s all good, but I was disappointed to find that the gauge cluster is now a digital display, meaning there are no ultra-elegant analogue dials that Astons are so well known for. You can choose from between two gauge styles, but unfortunately neither feature the counter-clockwise tachometer seen on the DB9 or One-77. That’s a shame, but this is a car that will make you forget about all that right quickly once you hit the road and open the taps.

Power from the twin-turbo V8 is rated at 671 horsepower and 590 pound-feet of torque, all sent to the rear wheels via an eight-speed automatic that features a shorter final drive than the outgoing DB11. It’s enough for a 0-100 km/h sprint of a ridiculous 3.6-seconds, a 12 per cent reduction over the DB11 and about the same as what you’d get from a bonafide hypercar not too long ago.

You will feel it, indeed – even in the new, relaxed “wet” drive mode, the DB12 surges forward like something with a big-hearted V8 slung out ahead of it should, in an almost effortless manner, but not so effortless that you get the feeling the car’s bored; redline is at 7,000 RPM after all. For those wondering about how much “Aston” is in the engine and how much “Mercedes-AMG”: the lump does come from the latter, but Aston chooses its own turbos, cams and compression rating.

<img class="aligncenter size-full wp-image-176779" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/IMG_0022.jpg" alt="2024 Aston Martin DB12" width="2000" height="1333" />

<img class="aligncenter size-full wp-image-176774" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/IMG_0001.jpg" alt="2024 Aston Martin DB12" width="2000" height="1333" />

Activate either “Sport” or “Sport Plus” – as I did for most of my drive – and you’re rewarded with an incredibly sticky and predictable affair. It’s to the point you’re able to push harder and harder and have the car shrink around you as the pace quickens. It’s an almost eerie feeling, just how sorted the DB12 is through the bends that pepper the Route Napoleon and its surroundings; a new version of the smaller Vantage is on the way, and it will be very interesting to see how much tauter it could possibly feel than this.

Then you leave the B-roads and hit the highway, activate the more relaxed GT mode and the DB12 changes hats, rolling along in comfort as you would in a Bentley Continental GT. The DB12 may not be quite as cushy as the Bentley, but it’s far better looking and will surely be a rarer bird. It’s a stonking return to form for the DB series and with the new Vantage, the Valhalla, and possibly even a new DBS on the way – not to mention the success Aston is currently enjoying in top-tier motorsport -- it signals the start of an exciting new era for Aston, and what a start it is.
<h3>2024 Aston Martin DB12</h3>
BODY STYLE: Two-door performance coupe

DRIVE METHOD: front-engine/rear-wheel drive

ENGINE: 4.0-litre twin-turbo V8, 671 hp, 590 lb-ft of torque

FUEL ECONOMY CITY/HIGHWAY/COMBINED: N/A

TRANSMISSION: 8-speed automatic

Cargo Room: 262 Litres

Base MSRP: $281,800

WEBSITE: <a href="https://www.astonmartin.com/en-us/models/db12">Aston Martin DB12</a>

2024 Aston Martin DB12 First Drive Review

2024 JEEP WRANGLER-FIRST DRIVE-main1

Rob Beintema is an Auto Journalist for Metroland Media

ST. GEORGE, UTAH - There was another shuddering crunch, as the iron-laden red rock of Utah met the tubular steel rock rails and skid plates of the 2024 Jeep Wrangler. I don’t know how many rocks and ridges there are along the Sand Hollow trails but I seemed to be bumping and grinding over most of them.

Only blue sky was showing through the windshield as we climbed, except for two hands raised into eye-line and pointing out my driving directions. All you can do then is steer and trust.

Faith is a belief in the unknown. Trust is built on experience.

I knew that the trail guides had that knowledge and experience. And the Jeep I was driving has earned a lot of trust in its 80-plus years of off-road journeying through a pain-staking progress of evolutionary changes following Jeep’s four pillars of forward-focused design - capability, safety, technology and refinement.

That trust has just been rewarded with the introduction of the latest 2024 Jeep Wrangler.

The Wrangler is the iconic military descendant you think of when you hear the Jeep name, and you can’t help but wonder how they can continue to find things to improve upon. There’s a lot to cover here with two new trim additions (Sport S 4xe and Rubicon X) adding to the slate of now 18 different Wrangler models - five two-door versions and thirteen four-door configurations including six trim levels of 4xe electrified plug-in hybrid models.

<img class="aligncenter size-full wp-image-176760" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/2024-JEEP-WRANGLER-FIRST-DRIVE-main2-scaled.jpg" alt="2024 Jeep Wrangler" width="2560" height="1964" />

Yes, the new Wrangler looks pretty much the same as the old one with only slight size and detail changes made to the classic seven-slot grille, with the floppy antenna replaced by a stealth antenna built into the top of the windshield, and with 10 new wheel designs. There are new colour choices inside and out and some of the other changes and additions for 2024 include:
<ul>
 	<li>New structural side impact improvements and new standard first- and second-row side-curtain airbags added to the 85 available active and passive safety and security features.</li>
 	<li>In Sport S and above trim levels, standard forward collision warning and standard advanced cruise control with automatic braking.</li>
 	<li>A new available factory-installed 3,628 kg (8,000 lb) Warn winch for Wrangler Rubicon, along with an up to 100:1 crawl ratio and new Dana 44 HD Full Float solid rear axle that allows for tire upsizing and up to 2,268 kg (5,000 lb) maximum towing. Normal towing for other models including 4xe is 1,587 kg (3,500 lb)</li>
 	<li>A refined interior treatment with more tech and amenities, including new available 12-way power adjustable front seats (not that easy to do with up to 34-inch water-fording capabilities).</li>
 	<li>An all-new instrument panel featuring a best-in-class 12.3-inch touchscreen utilizing Uconnect5 infotainment and standard wireless Apple CarPlay and Android Auto.</li>
 	<li>First factory application of a Trails Offroad package that delivers comprehensive off-road trail guides (mostly U.S. trails) loaded directly into the Uconnect 5 system.</li>
 	<li>A new Jeep 4xe Power Box for Wrangler Willys and above 4xe models, featuring four 120-volt 30 amp outlets to power external devices.</li>
</ul>
The 2024 Wrangler 18 model lineup offers a wide range of pricing and performance choices, ranging from a $43,770 entry-level two-door Sport model, through higher trims and electrified PHEV 4Xe models, culminating with a fully-loaded $114,270 four-door V8-powered 392 model that sounds and feels pretty much like a muscle car stuffed into a Jeep shirt.

<img class="aligncenter size-full wp-image-176763" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/2024-JEEP-WRANGLER-FIRST-DRIVE-engine-392-scaled.jpg" alt="2024 Jeep Wrangler" width="2560" height="1964" />

Powertrain choices include:
<ul>
 	<li>3.6-litre Pentastar V-6 with 285 hp and 260 lb-ft via 6MT or 8AT</li>
 	<li>2.0-litre turbocharged I-4 - 270 hp and 295 lb-ft via 6MT or 8AT</li>
 	<li>2.0-litre turbocharged I-4 plus two electric motor PHEV 4xe -375 hp, 470 lb-ft via 8AT</li>
 	<li>6.4-litre V-8 - 470 hp and 470 lb-ft via 8AT</li>
</ul>
And, realizing the scope of demands from a broad customer base ranging from Jeep fans wanting just a little all-weather security in an iconic package, to the die-hard off-roaders looking to squeeze out every ounce of rough trekking advantage, those Wrangler power level choices can be further tailored through four varying 4X4 systems:
<ul>
 	<li>Command-Trac part-time transfer case</li>
 	<li>Rock-Trac part time transfer case</li>
 	<li>Rock-Trac full-time transfer case</li>
 	<li>Selec-Trac full-time transfer case</li>
</ul>
Pushed to the furthest limits of Jeep abilities, the Wrangler offers capability levels that include unmatched crawl ratios of up to 100:1 (which feels like idling up and over obstacles), along with up to 34 inches (86 cm) of water fording ability in a package with up to almost 13 inches (32.8 cm) of ground clearance, a 47.4 degree approach angle, 40.4 degree departure angle and 27.8 degree breakover angle.

Okay, enough with the lists.

<img class="aligncenter size-full wp-image-176764" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/2024-JEEP-WRANGLER-FIRST-DRIVE-main3-scaled.jpg" alt="2024 Jeep Wrangler" width="2560" height="1886" />
<img class="aligncenter size-full wp-image-176754" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/2024-JEEP-WRANGLER-FIRST-DRIVE-sand2-scaled.jpg" alt="2024 Jeep Wrangler" width="2560" height="1912" />

Canadian journalists travelled to Utah to attend this launch of the latest version of this 5th generation JL Wrangler model and we put different versions of the 2024 model through its paces on highway runs, urban roads, a trailering demo pulling a 19-foot 1,950 kg (4,300 lb) Airstream and across gruelling off-road trails to prove its well-rounded abilities.

Sure, if you’re looking for a silky smooth cruiser or grand tourer, you are shopping in the wrong aisle, buddy. You will still feel the bumps, lumps, and road expansion joint thumps in the Wrangler but the ride and handling behaviour is mainly the result of customer tire choice and the specific off-road potential of the model selected. It’s more civilized than ever. But when it comes down to the crunch, literally, of off-roading demands, the Wrangler can still surprise with its eye-raising abilities.

<img class="aligncenter size-full wp-image-176748" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/2024-JEEP-WRANGLER-FIRST-DRIVE-interior-scaled.jpg" alt="2024 Jeep Wrangler" width="2560" height="1708" />

Inside, the four-door Wrangler, the main seller of the lineup, always feels a little smaller than it looks from the outside, courtesy of a high floor raised for ground clearance, but there is enough comfortable accommodation for five, a lot more than the tight configuration of the two-door with its limited space for four passengers and maybe a case of beer in back.

Up front, the new 12.3-inch touchscreen with Uconnect5 looks like it always should have been there, a vast improvement over dated 5- and 7-inch predecessors, and it is loaded with all the mod cons, driver infotainment, and apps needed.

Open-air options include a new standard premium soft-top, two available hardtops, the exclusive Sky One-Touch powertop, the Sunrider for Hardtop and dual-door group with half doors to customize any off-road adventure.

<img class="aligncenter size-full wp-image-176747" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/2024-JEEP-WRANGLER-FIRST-DRIVE-down-scaled.jpg" alt="2024 Jeep Wrangler" width="2560" height="1955" />

Forced to choose, I would probably go for the lower-priced but not rock bottom Sport S, or stroke my eco-consciousness with a 4xe plug-in hybrid with its up to 40 km of electric-only drive and overall improved fuel economy without sacrificing off-road abilities.

More than 30 percent of consumers are choosing the 4xe and that number is growing steadily, keeping in mind that all Jeep products will attain some level of electrification by the end of 2025. By 2030, half of all Jeeps sold in Canada will be fully electric.

But, in the meantime, I’m squirting through another plume of sand and dust, thumping over boulders and my trail guide spotter is gesturing the Rubicon forward to the edge of yet another precipice . . .
<h3>2024 Jeep Wrangler </h3>
BODY STYLE: two-door four-passenger compact SUV, four-door five-passenger mid-size SUV

DRIVE METHOD: 6MT or 8AT with part-time or full-time 4WD depending on model

ENGINES: 3.6-litre Pentastar V-6 (285 hp, 260 lb-ft), 2.0-litre turbo I-4 (270 hp, 295 lb-ft), 2.0-litre turbo I-4 plus two electric motor PHEV 4xe (375 hp, 470 lb-ft) , 6.4-litre V-8 (470 hp, 470 lb-ft)

FUEL ECONOMY: TBD

CARGO VOLUME: (behind 2nd row/behind 1st row) - 2 dr 365/898 litres; 4dr 897/2,050 litres; 4dr 4xe 784/1,909 litres

TOW RATING: 1,587 kg (3,500 lb) or 2,268 kg (5,000 lb) with Dana 44 HD Full Float solid rear axle

WEBSITE: <a href="http://jeep.ca">jeep.ca</a>

PRICING: $43,770 - $114,270

2024 Jeep Wrangler First Drive Review               

2024 Subaru Impreza RS_front 3-4 profile

WHISTLER, B.C. – During a recent product presentation for the all-new 2024 Subaru Impreza, one slide really captured the current state of affairs for passenger cars these days.

On it, the Impreza’s key competitors in the compact car segment were arranged to include the following: <a href="https://www.wheels.ca/vehicle-reviews/first-drive-2022-honda-civic-hatchback-sport-touring">Honda Civic</a>, <a href="https://www.wheels.ca/vehicle-reviews/review-2022-mazda3-sport-gt-turbo-hatchback">Mazda3</a>, and <a href="https://www.wheels.ca/news/first-look-2023-toyota-corolla-lineup">Toyota Corolla</a>.

A decade ago, a Subaru PR person would have had to shrink competitor photos to thumbnails to fit them all on the same slide, but now they can be placed at a comfortable distance orbiting the Impreza in the shape of a perfect triangle.

Another slide showed the downward spiral of compact car sales more starkly, with a line graph showing their volume in Canada shrinking by more than half since 2018, from almost 350,000 units then to less than 150,000 last year.

With such a massive decline, cars like the Impreza are fortunate to be renewed for new generations. But despite falling demand, Subaru has brought the sixth generation of its eponymous small car to life, and with several big changes.

<img class="aligncenter size-full wp-image-176634" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/2024-Subaru-Impreza-RS_side-profile-scaled.jpg" alt="2024 Subaru Impreza RS" width="2560" height="1440" />

Most significant among these is the 2024 Impreza, which is on sale now across Canada, is available only as a five-door hatchback. The sedan has been retired globally, including in the U.S., where it was much more popular than it was in Canada. Here, the hatch accounted for more than 70 per cent of Impreza sales.

The second big news item is the entire Impreza line is now CVT only. The manual is no longer offered.

Lastly, like its redesigned 2024 Crosstrek crossover sibling, the Impreza can be had with a bigger 2.5-litre horizontally opposed Boxer four-cylinder engine that produces 182 horsepower and 178 lb-ft. of torque. Like the Crosstrek, the two upper Impreza trims receive the 2.5, while the bottom two get the 2.0-litre Boxer four-cylinder (145 hp / 152 lb-ft.). All-wheel drive is standard.

<img class="aligncenter size-full wp-image-176636" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/IMG_E8352-scaled.jpg" alt="2024 Subaru Impreza RS" width="2560" height="1440" />

There are four main grades of Crosstrek: Convenience, Touring, RS, and Sport-tech. The latter is a Canadian-market exclusive. Incidentally, the RS pays homage to the 1998 Impreza 2.5RS which was a forerunner for the arrival of the WRX in North America.

Dimensionally, the new Impreza is essentially the same size as its predecessor. The Impreza remains spacious on the inside, however, with 1,586 litres of maximum cargo volume with the rear seatbacks folded down and 578 litres when they’re upright.

With that said, the new Impreza has a larger hexagonal grille with a triangular mesh structure, smaller LED headlights, a new hood with raised outer sections, sloping rear door glass, bulging front and rear fenders, new combination c-shaped LED taillights, and an aerodynamic rear bumper, among its styling updates.

<img class="aligncenter size-full wp-image-176628" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/2024-Subaru-Impreza-RS_dashboard-centre-console-scaled.jpg" alt="2024 Subaru Impreza RS" width="2560" height="1440" />

Plenty of updating is afoot in the cabin, where the Impreza now looks a lot like the Crosstrek, boasting similar angular design elements, a larger centre console with improved storage and seat fabrics that are trim-specific, with unique coloured inserts and patterns. All are cloth, save for the Sport-tech, which are leather. Of note, seat rails are now bolted directly to the chassis to reduce seat swaying and improve comfort and ride quality.

The biggest change in terms of tech is the 11.6-inch multimedia display becoming standard on all trims beginning with Touring. Dual seven-inch screens are standard on Convenience. The system now supports wireless Apple CarPlay and Android Auto. A wireless charge pad with 10-watt charging is available on RS up.

<img class="aligncenter size-full wp-image-176631" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/2024-Subaru-Impreza-RS_rear-3-4-profile-scaled.jpg" alt="2024 Subaru Impreza RS" width="2560" height="1440" />

Our drive route wound east from Whistler through Pemberton to Lillooet and back, Subaru Canada brought a fleet of Pure Red RS testers for our group to sample.

The RS, which is the sportiest Impreza one can buy, not only in terms of appearance but driving character, handled the tight and twisty roads along the roughly four-hour 260-kilometre round trip from Whistler to Lillooet and back with ease.

While its suspension tuning isn’t any different from that of the rest of the Impreza lineup, the extra kick the 2.5 Boxer delivers combined with AWD and steering gear borrowed from the WRX makes the RS a reasonably fun car to carve canyon passes with.

The non-turbo 2.5 Boxer is responsive, delivering abundant power as engine revs are wound up quickly before steps in Subaru’s Lineartronic CVT are engaged to drop them back down to hustle the car along. Speaking of the CVT, which I still don’t love, Subaru has improved 80 per cent of its parts for reduced vibration and better durability. I can’t say I noticed a huge difference between this one and CVTs I’ve experienced in other Subarus, but this didn’t groan and wasn’t too rubber-banding for most of the drive.

<img class="aligncenter size-full wp-image-176635" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/IMG_E8273-scaled.jpg" alt="2024 Subaru Impreza RS" width="2560" height="1440" />

Performance from the dual-pinion steering is impressive, as it helped the RS track effectively through a variety of corners, including switchbacks, decreasing radius and even a couple of hairpins.

The only thing that would have made the experience any better is a manual transmission, which doesn’t exist for the same reason there are few competitors left in the Impreza’s segment: people don’t buy them.

Bottom line, you can’t have it all. But with the Impreza you can have a lot: a fun-to-drive car at a reasonable price, with a lot of standard kit and good looks to boot. Like a car from another time.

2024 Subaru Impreza pricing

Convenience – $26,795
Touring – $29,995
RS – $31,795
Sport tech – $34,795
<h3>2024 Subaru Impreza </h3>
BODY STYLE: compact hatchback
DRIVE METHOD: Front-engine, all-wheel drive, CVT
ENGINE: 2.0-litre horizontally opposed 4-cylinder (152 hp / 145 lb-ft.)
FUEL ECONOMY: (Regular 87) 8.8 / 6.9 L / 100 km (city/highway)
CARGO VOLUME: 1,586 / 578 litres (56 / 20.4 cu ft.) (behind first/second row)
PRICE: $26,795 / $31,795 base /as tested, excl. freight, taxes, and fees
WEBSITE: <a href="http://www.subaru.ca">www.subaru.ca</a>

2024 Subaru Impreza RS First Drive Review

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The Ford F-250, F-350, and F-450 have ranked at or near the top of the 3/4- 1 tonne pickup game for decades now, always jostling for position with the likes of the <a href="https://www.wheels.ca/reviews/2023-ram-2500-rebel-first-drive-review">Ram HD</a> or <a href="https://www.wheels.ca/news/first-look-2024-gmc-sierra-hd-at4x">GM HD</a> trucks for towing supremacy, hauling supremacy, and more recently, everyday use supremacy. Today, even heavy-duty trucks like this are having to serve duty on multiple fronts, from powering a job site to whisking the family comfortably to the campsite or the fishing lodge.

With all that in mind, Ford has redesigned the Super Duty for 2023, adding a host of practicality and capability features as well as on-board tech and comfort to make keeping the family happy that much easier, as well as keeping your load and trailer true through the various twists and turns life on the road throws one’s way.

<img class="aligncenter size-full wp-image-176597" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/IMG_0125.jpg" alt="2023 Ford Super Duty" width="2000" height="1333" />

The numbers alone are staggering: 40,000—that’s the number of pounds the Super Duty can tow if specced correctly, including the fitment of a new 6.7-litre high-output V8 turbodiesel Powerstroke motor. 1,200: the number of torques said motor makes, and it can be had on any Super Duty truck – XL, XLT, Lariat, King Ranch, Platinum or Limited – but with it comes another big number: $13,475, or the least expensive way to spec that motor for your Super Duty. If you opt for a base XL model (4 x 2: $58,479; 4 x 4: $61,979) the cost of the engine jumps $500 to $13,975.

If that’s a little too heavy – both financially and in terms of actual weight, as it tips the scales at about 1,000 lbs. – then there are three other motors to choose from: a standard output 7.3-litre diesel good for 1,050 lb-ft of torque as well as two V8 gas engines, a 6.8-litre and a 7.3-litre good for 405-430 hp and 445-485 lb-ft of torque. Regular, crew, and super crew cabs are available as well as either a 6.75- or 8-foot box.

Indeed, if you don’t need the whole 40,000 lbs. of pulling power then the standard F-250 diesel and its ability to tow up to 22,000 lbs. with a gooseneck trailer is still a generous dose; opting for a dual rear-wheel F-350, meanwhile, will return over 35,000 lbs. with a gooseneck, depending on spec. If hauling’s more your bag, then the 8,000 lb. max haul capacity is well suited to the task and since the SD can be had with an on-board 2.0-kW power generator, you don’t need to waste any of that capacity on a heavier diesel unit.

<img class="aligncenter size-full wp-image-176599" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/IMG_0158.jpg" alt="2023 Ford Super Duty" width="2000" height="1333" />

Customers have the ability to customize their truck with a variety of grille styles ranging form a blacked-out affair to a bright chrome number whose headlight surrounds look a little like the snake logos made famous by the King Ranch truck, which is a nice touch. Three new appearance packages – STX, Sport, and Black – allow for even more personalization with unique wheels and trim elements.

If you really want to make a statement, meanwhile, there’s the Tremor package which lifts the truck, and provides 35” off-road tires and a unique fascia of its own. If that’s too much but you still need a little bit of off-road capability, then a new off-road package lifts the XL and adds 33” Bridgestone Dueller tires and a shortened front clip.

At the other end of the Super Duty spectrum, of course, we find the Limited version, which provides all manner of niceties both inside and out, such as chrome brightwork on the grille and tailgate as well as diamond-print leather seating and carbon inserts. The King Ranch and Platinum trims are no slouches, either, though the King Ranch’s western bent ads a unique twist that the Platinum doesn’t quite match, making it feel more like a Limited-lite and somewhat out of place in the line-up.

<img class="aligncenter size-full wp-image-176616" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/IMG_0345.jpg" alt="2023 Ford Super Duty" width="2000" height="1333" />

<img class="aligncenter size-full wp-image-176612" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/IMG_0308.jpg" alt="2023 Ford Super Duty" width="2000" height="1333" />

Inside, there’s an optional new 12” infotainment display (an eight-incher is standard) and while SYNC4 and apps like wireless Apple CarPlay or Android Auto are great, there’s so much more to be found here that’s more conducive to work.

Take, for example, the back-up camera. We’ve seen those before, but never have we seen one that continues to work once tailgate is down as this one does. That means if you’re using the gate as a sort of bed extension, you don’t have to sacrifice a back-up camera. Then there’s the on-board scale app, which shows you how much you’re hauling as well as your tongue weight distribution. Add a blind spot cam that covers your trailer and the ability to automatically have the truck line up to a conventional hitch, and you have a great look at how even workaday pickups can be tech stars, too.

While not the most powerful of the motors, the 7.3-litre V8 is a smooth affair that provides an almost muscle car-like report through its twin-exit exhaust. The SD is by no means a lightweight in any of its configurations but the 7.3 disguises the heft well and along with the standard 10-speed automatic transmission and springs and dampers that have been tuned for comfort, it makes a good choice for those that plan on using their SD as a daily driver.

<img class="aligncenter size-full wp-image-176602" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/IMG_0189.jpg" alt="2023 Ford Super Duty" width="2000" height="1333" />

For those that need their truck to work, however, there’s nothing like the high-output diesel. We were given the chance to test that 40,000 lb. tow capacity at Ford’s Michigan Proving Grounds, which provide challenges like roundabouts and 12-degree grades. We went up, down, and around all this and while you are going to feel some bob when towing such a heavy load, the fact that the SD can start from nothing on a 7 per cent grade and get going with hardly a shudder is astonishing. You just get the feeling that there is a never ending well of torque at your disposal. If towing 40,000 lbs. felt like that, boats, horse trailers, etc., would be a breeze. I can say after having done all of that as well, this is a truck that has hauling and towing chops for days no matter the configuration.

The latest Ford Super Duty is a revelation. To be able to coddle so well one moment and drag a load through rain, sleet, and snow the next is a testament to just how far the HD pickup has come. There are of course others in the segment, but the bar has been set and has been set high.
<h3>2023 Ford F -Series Super Duty</h3>
BODY STYLE: Two or four-door 3/4-1 tonne pickup

DRIVE METHOD: front-engine/rear or four-wheel drive
ENGINES: 6.8-litre V8, 405 hp, 445 lb-ft; 7.3-litre V8, 430 hp, 485 lb-ft; 6.7-litre turbodiesel V8, 475 hp, 1,050 lb-ft; 6.7-litre high output turbodiesel V8, 500 hp, 1,200 lb-ft

FUEL ECONOMY CITY/HIGHWAY/COMBINED: TBD

TRANSMISSION: 10-speed automatic

BED LENGTH: 6.75 feet, 8 feet

BASE MSRP: $58,479 (F-250), $60,979 (F-350), $75,859 (F-450)

WEBSITE: <a href="https://www.ford.ca/trucks/super-duty/?gnav=header-trucks-vhp">Ford Super Duty</a>

2023 Ford Super Duty First Drive Review

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Having worked in the automotive industry in many roles for over 15 years and currently the Content Strategist for Wheels.ca - Kunal's obsession with cars goes back to his early childhood. Even now his insatiable thirst to be in the know of anything with wheels and a motor continues, and will likely never fade. His idea of bliss is the open road,  good tunes and a manual gearbox. Kunal is a member of AJAC (Automobile Journalists Association of Canada)

OJAI, CA - When Acura revealed the <a href="https://www.wheels.ca/reviews/review-2023-acura-integra-a-spec-mt">new Integra</a> it was met with mixed reactions, but the Civic-based liftback was about as good as you’d expect from the brand. With just 200 hp it was never meant to set your hair on fire, but as an overall package, the Integra offered nimble handling, an excellent manual gearbox, and a nicer interior than the Civic. Just like it always did.

The Integra itself needs little introduction. It’s quickly become a great success for Acura, leading the premium compact segment in sales and drawing in the youngest buyers with an average age of 36. This is hardly surprising considering that these same buyers were teenagers when the Integra was last sold 20 years ago.

The Integra has always been based on the Civic platform and the Type S gets all the performance enhancements that the <a href="https://www.wheels.ca/reviews/2023-honda-civic-type-r-first-drive-review">new Civic Type R</a> has including its 2-litre turbocharged 4-cylinder that makes 320 hp (5 more than in the Civic Type R) and 310 lb-ft of torque, mated to a 6-speed manual. Along for the ride is the same dual-axis front suspension and a limited-slip differential that makes it possible to put down all that torque through just the front tires with barely any torque steer.

<img class="aligncenter size-full wp-image-176556" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/DSC04636.jpg" alt="2024 Acura Integra Type S" width="2048" height="1365" />

The Type S is 2.8 inches wider than a standard grade Integra with puffed-out fenders at all four corners that neatly wrap around some seriously meaty 265-width, 19-inch Michelin Pilot Sport 4S tires. The Type S sits lower to the ground, has a larger, more open grille to flow up to 170 per cent more air, and a new hood with a large functional air scoop that helps reduce high-speed lift.

Aero trickery can be found in other places too, like hidden canards behind the front bumper and a large rear diffuser. With a top speed of 269 km/h (167 mph) these enhancements are welcome and necessary.

<img class="aligncenter size-full wp-image-176540" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/DSC04670.jpg" alt="2024 Acura Integra Type S" width="2048" height="1365" />

Changes are subtler inside. You get to choose between black or red and the seats have black perforated suede centres and a colour-matched lower dash on the passenger side. The upgraded seats are firmer, offer more support than those in the standard Integra, and held me firmly in place through the tightest of corners. And they were comfortable even after hours behind the wheel. They’re less restrictive than the seats in the Civic Type R, but I still longed for those bright red thrones.

The other interior addition worth mentioning is a very good 16-speaker ELS 3D sound system that I cranked up for the better part of my drive. It delivers clear bass and tingly highs and is a big upgrade from what you get in the Civic.

To sum it up, the 2024 Acura Integra Type S is a luxury Civic Type R, but luxury is a relative term here, lest you think the drive is anything less than visceral.

<img class="aligncenter size-full wp-image-176552" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/DSC04650.jpg" alt="2024 Acura Integra Type S" width="2048" height="1365" />

Once in the driver’s seat, you’ll find the same digital information cluster you get in the Civic along with a 9-inch centre infotainment screen. Like the Civic with which it shares nearly everything, the controls are very easy to figure out. The knobs are large and tactile and all the most important functions have a button. The back seat will accommodate taller people with a generous amount of space and legroom and because the Integra is a liftback sedan, cargo space is enormous.

Getting down to business means rowing one of the best manual gearboxes ever conceived. An automatic is not offered. Gear changes are precise, wonderfully mechanical, and addictive. There's a rev-matching system and it works flawlessly but can be turned off if you prefer. The Integra inspires confidence and feels instantly familiar. It is exceedingly easy to drive quickly in.

<img class="aligncenter size-full wp-image-176538" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/DSC04673.jpg" alt="2024 Acura Integra Type S" width="2048" height="1365" />

Southern California has some of the best scenery and roads anywhere on the planet, and the hills surrounding Ojai are especially spectacular. Serpentine ribbons of tarmac ebb and flow through the valley disappearing around grassy hills, folding in on themselves over and over as far as the eye can see. With only a few straight sections stitching the corners together, it’s a driver’s Garden of Eden.

The 2-litre turbo four under the hood is eager, and with an exhaust system exclusive to the Type S, it lets out a louder roar too. There are three main drive modes (Comfort, Sport, and Sport Plus) and an Individual mode that tweaks everything from throttle response to chassis stiffness. The Type S gets specially tuned adaptive dampers that make it more compliant and more comfortable than a Civic Type R in nearly all situations.

<img class="aligncenter size-full wp-image-176560" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/DSC04642.jpg" alt="2024 Acura Integra Type S" width="2048" height="1365" />

In “Sport Plus” mode, aggressive shifts from first to second gear will overwhelm the front tires, especially if the road is cold or wet. Angry pops from the exhaust speak to my inner child, and I couldn’t get enough of them. Of course, I spent most of my drive time in Sport Plus.

The real magic of the Integra Type S lies in how confidently it will slink through challenging canyon roads like the ones minutes from our hotel. It’s here where it really comes into its own. The steering is as good as it gets in a front-wheel drive car, offering up crystal clear levels of feedback, and the Brembo-sourced brakes didn’t fade even after bouts of spirited driving. Then there’s the god-like chassis tuning which is perfectly neutral through long sweepers, hairpin turns, and heavy braking. You can enter a corner hot, trail brake in, and feel confident that the car will slingshot you out on the other side with a gut punch of power and torque that doesn’t let up till the 7000 rpm redline.

<img class="aligncenter size-full wp-image-176535" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/DSC04677.jpg" alt="2024 Acura Integra Type S" width="2048" height="1365" />

<img class="aligncenter size-full wp-image-176537" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/DSC04675.jpg" alt="2024 Acura Integra Type S" width="2048" height="1365" />

The face-pulling levels of grip are, frankly, astonishing. The same goes for the lack of understeer. Some of the credit here is undoubtedly due to the sticky Michelin tires but I had to keep reminding myself I was in a front-wheel drive vehicle based on a Civic, which was still an economy car last time I checked.

Now, the bad news: there are only about 300 of these Integras allotted for Canada this year, and as of this writing most if not all are spoken for which will make getting one at MSRP very difficult.

Priced at $58,196 including freight and PDI, the Type S is about $6000 more than a Civic Type R, which makes the decision of which one to pick a difficult one. What makes it even more difficult is that the GR Corolla exists and will definitely trouble the Integra and the Civic with its rally-inspired all-wheel drive system and slightly lower price of entry.

Is the <a href="https://www.wheels.ca/features/does-the-gr-corolla-live-up-to-the-hype">GR Corolla</a> as good to drive? Honestly, no. The Integra Type S like the Civic Type R is executed so well and just feels more special inside and out, like a car you never want to stop driving. If you're lucky enough to have one on order, you’re in for a treat. If not, there's always next year.
<h3>2024 Acura Integra Type S</h3>
BODY STYLE: 5-passenger, 5-door compact lift-back sedan

CONFIGURATION: Front-engine, front-wheel drive

ENGINE: 2.0-L turbocharged inline-4; Power: 320 hp @6500 rpm; 310 lb-ft @2600-4000 rpm

TRANSMISSION: 6-speed manual

FUEL ECONOMY: (Premium Gasoline in L/100 km):TBD

CARGO CAPACITY: 688 litres

PRICE: $ 58,196 (MSRP) including freight and PDI

WEBSITE: <a href="https://www.acura.ca/en/">Acura Canada</a>

2024 Acura Integra Type S First Drive Review

2024 Porsche Cayenne_front 3-4 profile copy

LOS ANGELES, CA – After twenty-plus years and three generations, the Cayenne SUV has firmly entrenched itself as the nameplate that keeps the lights on at Porsche. It is the Stuttgart automaker’s most important car and there are few who would disagree. Even Porsche purists see which way the wind is blowing.

In 2022, Porsche sold more than 300,000 units worldwide and more than 95,000 of those were Cayennes. It’s a similar story in Canada, where the Cayenne’s 2,872 units sold accounted for almost one-third of the company’s sales volume last year. Lifetime, the Cayenne has sold more than 1.25 million units worldwide.

So, it’s a big deal when Porsche’s volume car receives a facelift, which is what’s in store for the 2024 Cayenne which is slated to begin arriving at Canadian dealers later this summer.

<img class="aligncenter size-full wp-image-176418" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/2024-Porsche-Cayenne_side-profile-scaled.jpg" alt="" width="2560" height="1920" />

The third-gen Cayenne has been around since the 2019 model year, so it was due for some updating, and as mid-cycle refreshes go, this one is extensive.

First up, the grade walk has been reorganized into four models: Cayenne, E-hybrid, S, and Turbo GT, with the latter being offered only in the coupe body style as it was previously. The three others can be had in either SUV or coupe.

Big changes loom on the powertrain front, as well. For the base Cayenne, the 3.0-litre single turbo V6 remains, but its output has been increased to 348 horsepower and 368 lb-ft. of torque, which represents gains of 13 hp and 34 lb-ft. respectively.

Up next is the E-Hybrid PHEV, which pairs the 3.0-litre turbo V6 with an electric motor and a new 25.9-kWh high-voltage battery and produces a total output of 468 horsepower and 479 lb-ft. of torque. The former is a gain of 15 hp over the outgoing model, while the latter is 37 lb-ft. less.

An 11-kW onboard charger reduces charge times to roughly two hours and 18 minutes with a maximum electric range of between 77 and 90 kilometres. Of note, final NRCan testing figures had not been published at the time of writing.

<img class="aligncenter size-full wp-image-176412" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/2024-Porsche-Cayenne_engine-compartment-scaled.jpg" alt="2024 Porsche Cayenne" width="2560" height="1920" />

Perhaps the biggest impact of the Cayenne’s model reorganization is for the S trim, which receives a big power boost. Unlike the outgoing model, the new S is powered by a 4.0-litre twin-turbo V8 (468 hp / 442 lb-ft.), which replaces a 2.9-litre twin-turbo V6 (434 hp / 405 lb-ft.). Porsche says the switch to the V8 was driven to a large extent by customer feedback.

Finally, for those searching for the ultimate in Cayenne performance, there’s the Turbo GT, which is powered by the same 4.0-litre twin-turbo V8 as the S, but with 650 hp and 627 lb-ft of torque

As for design changes, Porsche has used a light touch on the outside but has made sweeping changes to the cabin.

On the outside, the Cayenne receives a new power-domed hood, flatter front grille, new LED headlights, a new arched front wing and a front apron with bigger air intakes. At the rear, the Cayenne sports a new LED taillight graphic, a new apron with integrated plate holder, a redesigned tailgate and eight new wheel designs.

The headlights are especially noteworthy as Matrix LEDs are standard across the range, and HD Matrix LEDs are optional. Both use pixel technology but the latter consists of two high-definition modules and 32,000 pixels per headlight. Porsche says they can differentiate between different road users (pedestrians, cyclists, other motorists, etc.) and block the high beam with “pixel accuracy” so as not to temporarily daze them. Module brightness can also be adjusted to more than 1,000 levels that vary depending on driving conditions.

<img class="aligncenter size-full wp-image-176411" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/2024-Porsche-Cayenne_dashboard-centre-console-scaled.jpg" alt="2024 Porsche Cayenne" width="2560" height="1920" />

On the inside, Porsche has taken big swings with the Cayenne’s design, layout and available content. For the latter, notable changes are the adoption of a 12.6-inch curved instrument cluster display, a 12.3-inch multimedia touchscreen which houses the PCM (Porsche Communication Management), and a redesigned centre console that offers a combination of physical buttons and a touch panel for climate functions. The gear shift lever has been relocated to the dash panel left of the instrument cluster, like on the Taycan.

The ’24 Cayenne also receives a new multifunction steering wheel, engine start button, control lever for driver assistance systems, and an optional 10.9-inch Head-up Display and 10.9-inch passenger display located in the dash panel. A cooled smartphone charge pad with up to 15 watts of wireless charging is standard issue.

On the design front, the Cayenne sports a redesigned dashboard, door panels, more interior colours, redesigned air vents, and a new air quality system.

<img class="aligncenter size-full wp-image-176420" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/IMG_6970-scaled.jpg" alt="2024 Porsche Cayenne" width="2560" height="1920" />

For the media drive, I spent time behind the wheel of two Cayennes: S and Turbo GT. I will note that both were European-spec pre-production units that differed in several ways from what will be available in Canada. Among the differences are a motorized trailer hitch and amber turn signals, both of which are not offered in North America. Our test vehicles also came without SiriusXM satellite radio, which is standard issue on Cayennes bound for North America.

I’ll be brief regarding styling and content updates – I like how they both modernize the Cayenne offering, without being too busy or aggressive. The interior updates make the car easier to interact with while also being attractive to look at, while the exterior changes are subtle, yet functional and feel like a natural evolution for Cayenne design.

As for the drive, I come away impressed with both cars, as I’ll explain below.

For 2024, all Cayennes come equipped with a steel spring suspension that includes Porsche Active Suspension Management (PASM) and new shock absorbers with two valves for separate rebound and compression. Porsche says the change was made to improve the Cayenne’s performance in all driving situations, particularly at slow speeds and in dynamic cornering. Ride quality is quite firm in all modes, but not exhausting, even on longer drives.

<img class="aligncenter size-full wp-image-176415" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/2024-Porsche-Cayenne_rear-3-4-profile-scaled.jpg" alt="2024 Porsche Cayenne" width="2560" height="1920" />

Both Cayenne S and Turbo GT both feel very well planted to the tarmac, with precise steering feedback, little understeer and no body lean or flexing of note. Both were also reasonably quiet during my test, with well suppressed wind and road noise, with the former rising due only to some rough roads on the drive route. I should note that was the experience in normal mode. In sport and sport plus the exhaust note, especially in the titanium exhaust-equipped Turbo GT, does get noticeably louder.

As for the engines, I’m usually fond of a big turbo V8 because of their linearity, power delivery, abundant torque and, of course, the sounds they make up and down the powerband. In both cars, Porsche’s 4.0-litre twin-turbo V8 struck all the right notes (pun intended). From its ability to press occupants into their seat backs – 0-100 km/h in 4.7 seconds for the S, and a blinding 3.3 seconds for the Turbo GT – to its smooth linear power delivery with loads of useable torque and a delightful wail it emits when one mashes the throttle from rest, this turbo V8 really delivers a visceral experience one would expect from a Porsche engine. The smooth-shifting eight-speed automatic transmission is also a big plus.

Yes, Porsche has confirmed the Cayenne will be offered as an EV by mid-decade, which could partly explain why the current offering is being pared back to just four grades, and seven total models. But putting the twin-turbo V8 into the S is intriguing. Perhaps the half-decade-old third generation has more time to run than its age may suggest, with a future EV model co-existing alongside a glorious V8, at least in the short term. That would be a welcome development.

2024 Porsche Cayenne pricing

Cayenne – $89,800
E-hybrid – $104,800
S – $107,500
Turbo GT – $218,300

The 2024 Porsche Cayenne is available for order now and is slated to go on sale this summer. 

2024 Porsche Cayenne S

BODY STYLE: mid-size high performance premium SUV
DRIVE METHOD: Front-engine, all-wheel drive, 8-speed automatic transmission
ENGINE: 3.0-litre turbo V6 (348 hp / 368 lb-ft.)
FUEL ECONOMY: (Premium 91+) TBA
CARGO VOLUME: 1,708 / 772 litres (60.3 / 27.2 cu ft.) (behind first / second / third row)
MAXIMUM TOWING: 7,716 pounds (3,500 kg)
PRICE: $89,800 base, excl. freight, taxes, and fees
WEBSITE: <a href="http://www.porsche.ca">www.porsche.ca</a>

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2024 Porsche Cayenne First Drive

grand highlander wheels (11 of 21)

Evan is an East Coast based automotive journalist and a Certified Engineering Technologist. He is an avid autocrosser, hack mechanic, and a member of AJAC. If you don't find him driving or writing about cars, you'll probably find him in the garage breaking one.

The big three-row crossover segment has been around for more than a decade, but until recently it didn't have many players. The Ford Taurus X (nee Freestyle) was the first, the Flex the second, but neither was a smashing success. Chevrolet's Traverse, along with its corporate siblings, ruled this rugged minivan replacement class for almost 10 years until Hyundai and Kia brought the heat in a big way in 2018. Volkswagen is here now and Mazda launched a big triple for drivers earlier this year, but now it is Toyota's turn. So say hello to the 2024 Toyota Grand Highlander.

It shares a name with the long-running Highlander but that's about all. The Grand has almost nothing in common with its namesake. Even the styling of the Grand Highlander is more rugged 4Runner than it is its stylish shorter sibling.

<img class="aligncenter size-full wp-image-176364" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/grand-highlander-wheels-19-of-21-scaled.jpg" alt="toyota grand highlander" width="2560" height="1707" />

So what is Grand? 96 mm of extra wheelbase and 234 mm more overall length. Cargo space jumps from 453 to 583 L behind the third row, enough for seven carry-on bags. Fold the rearmost seats and you get 1,640L while with all of the seats folded you get 2,761. That leaves it just about four litres behind the class-leading Chevrolet Traverse and well ahead of everything else.

There's more than just rear cargo space, space for people is also up. Six-foot adults can sit in the back row (and a handy step and grab handle helps them get back there. 851 mm of legroom is a rounding error away from a tie with Traverse for best in class.

Third-row legroom is up 140 mm from the <a href="https://www.wheels.ca/vehicle-reviews/review-2020-toyota-highlander-xle-awd-v6">standard Highlander</a>. It's the difference between coach and business, and it will leave anyone back there feeling a lot grander than the smaller ute.

Headroom is up in all three rows thanks to the more upright roofline that makes this crossover look more like a rugged body-on-frame unit. It's enough of a change that the Grand Highlander's third row offers nearly as much as the standard Highlander's front seats. After sitting in both, it's bigger and more comfortable than even Toyota's <a href="https://www.wheels.ca/reviews/head-to-head-2023-toyota-sequoia-vs-2023-jeep-wagoneer-l">mammoth Sequoia</a> and buyers looking at that unit should definitely give this Grand Highlander a look.

<img class="aligncenter size-full wp-image-176356" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/grand-highlander-wheels-13-of-21-scaled.jpg" alt="2024 Toyota Grand Highlander" width="2560" height="1707" />

<img class="aligncenter size-full wp-image-176355" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/grand-highlander-wheels-12-of-21-scaled.jpg" alt="2024 Toyota Grand Highlander" width="2560" height="1707" />

Of course, there is one more thing about this model that is Grand, and that's the addition of Toyota's new power-focused hybrid system. It's badged as Hybrid Max, like in the Crown, though Max is more of a name than a specific product. Tundra, Sequoia, and Tacoma all have various Max systems, all of which are quite different.

Grand Highlander Hybrid Max means the same 2.4L turbo-four as in the base model (I'll get back to the engine) but with two hybrid motors. Total system output is an impressive 362 hp, a huge figure for the segment. It makes the Grand Highlander positively quick, with torque steer and everything.

Toyota's usual hybrids use its fancy virtual CVT (called e-cvt it's actually not a belt and pulley transmission). This Max system has a six-speed automatic and that transforms the feel of the system.

It's more direct and it's quick. The Hybrid Max blasts out of intersections and makes quick work of passing maneuvers. We weren't able to test it fully loaded, but it should still perform strongly when you take advantage of the 5,000 lb towing capacity thanks to all of that torque.

<img class="aligncenter size-full wp-image-176347" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/grand-highlander-wheels-4-of-21-scaled.jpg" alt="2024 Toyota Grand Highlander" width="2560" height="1707" />

Hybrid Max will hit 100 km/h in 6.5 seconds, 2.3 quicker than the normal hybrid and it should still hit 8.8 L/100 km. I saw 8.4 on my winding route that took me up (and back down) the pass between two of Hawaii's Big Island's biggest volcanoes.

It's just a shame that most buyers won't be able to get it. In Canada, Hybrid Max is exclusive to Platinum grade Grand Highlanders. It's the only powertrain on that trim because Toyota told us it expects only its high-end buyers will want the extra performance in Canada.

Not that the rest of the drivelines are lacking. Gas versions get the 2.4L turbo-four without all the electronic extras and it makes 265 hp. That makes the Grand Highlander perfectly adequate in this segment.

Gas models can still tow 5,000 lbs thanks in part to the eight-speed automatic. This transmission feels a bit more sluggish than the six-speed in the Max, but with more gears to pick from that isn't much of a surprise. It's tough to match a six with eight much the same as it's tough to make a V6 feel like a V8.

Fuel mileage for the gas four isn't as good as the Hybrid, with the official numbers at 10 L/100 combined for XLE or a much worse 10.7 combined for Limited. But in a Platinum trim gas (these were US-spec cars) I saw 9.8 L/100 km showing that the official figures should be achievable.

<img class="aligncenter size-full wp-image-176365" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/grand-highlander-wheels-20-of-21-scaled.jpg" alt="toyota grand highlander" width="2560" height="1707" />

Toyota expects the standard hybrid grade to be the most popular though it is the least powerful with just 245 hp. This is not the quick version of the Grand Highlander, and I dare say that it would be a slug with a full load of people and cargo. But most people won't drive like that most of the time.

It returns 7.0 L/100 km combined, and that's what you should care about. A three-row crossover that can match the fuel economy of a subcompact is an impressive bit of engineering. It can also still tow up to 3,500 lbs, should you need to move small trailers or campers around.

Toyota uses both lithium-ion and the "older" nickel-metal hydride battery chemistries in its hybrids, and this one gets the latter instead of the shiny and fancy former. The reasons make sense, and those are that NimH cells cost less but thanks to continued development still deliver solid power-to-weight ratios. The chemistry also doesn't need some of the rare metals that are tough to find and are better used in full EVs.

So what does the Grand Highlander feel like? In a word, good. I've been critical of Toyota over the last decade for delivering vehicles that felt like the automaker was riding on its reputation rather than delivering solid ergonomics (it was still doing solid reliability and adequate performance) but its last few models and new infotainment system showed that the brand was turning around.

Like the Corolla Cross hybrid and the latest Prius, the Grand Highlander is a return to classic Toyota. Not too flashy but just right. The Goldilocks of the auto world, it is a smooth and comfortable large crossover. The steering is heavily weighted (but ok for parking) and that is the only thing notable about it.

Need to turn into a curve? Fine. Hit a heavy bump? Sure, why not. Throw it into a corner with some extra speed? Well, ok, maybe you shouldn't do that. You're more likely to hear "Are we there already?" than "Are we there yet?"

<img class="aligncenter size-full wp-image-176360" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/grand-highlander-wheels-17-of-21-scaled.jpg" alt="2024 Toyota Grand Highlander" width="2560" height="1707" />

Inside, Grand Highlander is well laid-out with controls that are intuitive and, for the most part, easy to use. Yes, it has Toyota's typical button pad on the lower left dash, but these are features you're not going to use often.

There is a center console that can probably swallow a carry-on suitcase and three cup holders for the front seats. Toyota's only miss here is the steering column, which in typical brand fashion doesn't have nearly enough upward tilt or telescope movement for my liking.

Front and centre is the standard 12.3-inch infotainment screen. It uses Toyota's latest software with excellent voice commands and points of interest from the cloud. It has wireless Android Auto and Apple CarPlay, too, and standard wireless device charging.

There are loads of USB ports, with one for each passenger and one conveniently located beside the phone shelf in the dash. That one is perfect for front-seat passengers. Below the big screen, Toyota has physical buttons and dials for almost everything. They aren't as fancy as the ones Hyundai is using these days, but they feel more rugged. And, frankly, more durable.

Toyota won't have cloth-seat Grand Highlanders in Canada. Our range starts with the XLE trim that comes with Softex faux leather. It also has heated front seats and steering wheel as standard, a power hatch, and blind spot monitoring.

<img class="aligncenter size-full wp-image-176355" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/grand-highlander-wheels-12-of-21-scaled.jpg" alt="2024 Toyota Grand Highlander" width="2560" height="1707" />

The company usually holds back Blinds spot monitoring for top trims, including only Toyota Safety Sense for the basic models, so here the basic ones won't be missed. TSS 3.0 gets goodies like pre-collision assist, adaptive cruise (and adaptive regen on the hybrids), and new for this year Proactive Driving Assist.

Proactive Driving Assist is designed to slow the car down if it thinks you're coming into a corner too quickly. Especially when using adaptive cruise. It will also help slow and/or steer to avoid pedestrians and cyclists.

XLE comes as gas ($50,490) or hybrid ($53,790). Next up in the range is Limited, which will also come with both drivelines ($57,690/$61,190). Limited trims add ventilation to the front seats and heat to the second row, both of which are now leather. Limited seats seven instead of eight thanks to captain's chairs in the second row. It will also get parking sensors, ambient lights, and a digital dash.

At the top of the line is Platinum ($65,450) which is, somewhat ironically, finished with bronze accents inside. This one comes only with the Hybrid Max driveline and it adds terrain modes, ventilated second-row seats, a digital mirror, and a head-up display.

Hybrid Grand Highlanders have a little bit of the market to themselves. The crossover is notably larger than the only other hybrid in the segment (<a href="https://www.wheels.ca/vehicle-reviews/review-2021-ford-explorer-limited-hybrid">Ford's Explorer</a>) and the similarly-sized <a href="https://www.wheels.ca/reviews/2024-mazda-cx-90-first-drive-review">Mazda CX-90</a> is a PHEV.

<img class="aligncenter size-full wp-image-176344" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/grand-highlander-wheels-1-of-21-scaled.jpg" alt="2024 Toyota Grand Highlander" width="2560" height="1707" />

Price-wise, the Grand Highlander slots into the middle being slightly above the Kia and Hyundai twins and well below most trims of the larger Chevrolet Traverse. Again it offers hybrid power, something none of those competitors do.

Grand Highlander is more of a minivan replacement than ever. Offering nearly the interior space of a Sienna along with a better driving experience and more capability both for off-pavement driving and for towing. With Hybrid and Hybrid Max drivelines, it doesn't even suffer the fuel penalty that normally goes along with something this big.

Toyota says it expects this "long-trip" crossover segment to grow over the coming years. This Grand Highlander should no doubt help the company snag a healthy piece of the pie. The 4Runner styling, hybrid power, and loads of interior space make this a solid choice amidst healthy competition.
<h3>2024 Toyota Grand Highlander</h3>
BODY STYLE: Five-door full-size CUV

DRIVE METHOD: front-engine, all-wheel drive
ENGINE(S): 2.5L I4 hybrid 245 hp; 2.4L turbocharged I4; 265 hp; 2.4L turbocharged I4 Hybrid Max 362 hp

TRANSMISSION: 2.5L (e-CVT), 2.4L Turbo (eight-speed automatic), 2.4L turbo hybrid (six-speed automatic).

FUEL ECONOMY CITY/HIGHWAY/COMBINED: XLE Gas 11.2/8.6/10.0 L/100 km; XLE Hybrid 6.6/7.4/7.0l; Hybrid Max 9.0/8.6/8.8

CARGO CAPACITY: 583 L behind rear seat, 1,640L with rear seats folded, 2,761 with all seats folded

TOWING CAPACITY: 3,500 lbs (2.5 hybrid); 5,000 lbs (2.4T, Hybrid Max)

Base MSRP: XLE $50,490, Hybrid $53,790; Limited $54,690, Hybrid Max $61,190; Platinum $65,450

2024 Toyota Grand Highlander First Drive Review

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Ever since his dad started bringing home a weekly Matchbox or Hot Wheels toy as a toddler, Matthew has had a slightly unhealthy obsession with everything motorized. When an opportunity was presented in 2006 to start writing about his experiences, he jumped at the chance and hasn’t looked back. And while he still relishes every chance he gets behind the wheel of something with a performance bent (and preferably three pedals), his happy place is being somewhere, anywhere on a motorcycle.

Prince Edward County, ON – In just three short years, Kia’s Seltos has become the brand’s best-selling vehicle. Last year, that translated to 25% of all Kia vehicles sold in Canada being one of the diminutive SUVs named after the son of Hercules. And while that may not surprise anyone – given its price point, size and the fact that it resides in one of the fastest-growing automotive segments in Canada – what’s most impressive is that the Seltos is the market’s leader.

To fend off competitors and stay atop the lists of Canadian shoppers, Kia has given the Seltos a fairly extensive refresh for the 2024 model year. The aesthetics have been tweaked both inside and out to be sure, but safety features and improved tech have been added, too. Spring rates, compression and damping have been re-tuned to deliver a better ride, the 1.6L Turbo-GDI found in top trims has been given a 20 horsepower bump and it transmits power through an 8-speed automatic transmission (instead of the 7-speed DCT).

<img class="aligncenter size-full wp-image-176238" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/2024_Kia_Seltos_SX-21.jpg" alt="2024 Kia Seltos" width="1500" height="1000" />

With keys to a Neptune Blue ($250) SX in hand and plenty of empty, too-early-for-tourist-season PEC roads ahead, I forged out from the hipsterrific Drake Devonshire Hotel to explore the region and play around with the 2024 Seltos SX.

Pretty on the Outside

The Seltos has always had an attractive design, at least in my eyes. Short overhangs, taut lines and a pseudo-Hofmeister kink can go a long way. For 2024, very little has changed to its overall silhouette but I think the touches it has received work in its favour.

Up front, there is a lot less going on. Many of the unnecessary horizontal lines from the original have been binned. The bisected grill is gone and the gaping maw of black that remains delivers a simpler, less busy appearance. The front splitter gets a similar, simpler design and the foglights are no longer connected by black trim.

<img class="aligncenter size-full wp-image-176254" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/2024_Kia_Seltos_SX-06.jpg" alt="2024 Kia Seltos" width="1500" height="1000" />

A similar approach was taken in the rear with a general “tidying up” of some overwrought elements.

All in all, it's a less is more approach that works to both modernize and mature the Seltos enough that I think it will age better than the original when the next refresh cycle hits.

An Interior that Works

The Seltos’ interior is well laid out and attractively presented. In SX guise (also standard on EX Premium models) the new, expansive dual 10.25” infotainment and gauge cluster is well integrated into the dash and offers crisp visuals. The touchscreen was a bit laggy in its response time, but fairly easy to negotiate. I was surprised to learn that both CarPlay and AndroidAuto are a wired affair in the upper trims, while the base EX gets wireless connectivity.

I am happy to note that beneath the central touchscreen display there are proper HVAC buttons and radio control knobs that muscle memory can easily log for less distracted drives.

<img class="aligncenter size-full wp-image-176249" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/2024_Kia_Seltos_SX-10.jpg" alt="2024 Kia Seltos" width="1500" height="1000" />

The powered, heated, and cooled seats are well-bolstered and comfortable and the reach to the flat-bottomed steering wheel is easily tailored. Depending on your preferred setup, you may have to look over and around bits of the steering wheel for a full view of the gauges, but there is a head-up display for the essentials.

Rear seats can fit an adult frame and will also fold flat for an extra 1,000-litres of storage (1,778 down, 752 up).

I’m less impressed by the decision to push the all-black hue across nearly the entire fleet. There is a “gentle brown” interior option that does a lot of heavy lifting to lighten the mood inside, but it isn’t available on Neptune Blue models – in fact it can only be picked if you go with some boring shade of grey, white or black – which is both a shame and a crime against fashion. Black shoes with a blue suit? Trying to dress up like a bruise, are we?

Regardless, the insides are functional, comfortable and attractive. And, provided you’re willing to accept hard plastics over a steeper MSRP, it should serve drivers and passengers well.

Speaking of Drivers

Plant your right foot and the 1.6L Turbo GDI propels the Seltos with enough gusto to impress. The engine develops 195 horsepower (up from 175), matching its Hyundai Kona platform-mate. An equal measure of torque hits nice and low on the tachometer (1,600 rpm) and carries steadily until the ponies take over (4,500 rpm).

<img class="aligncenter size-full wp-image-176243" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/2024_Kia_Seltos_SX-16.jpg" alt="2024 Kia Seltos" width="1500" height="1000" />

Pop the Seltos SX into Sport Mode and the eight-speed automatic transmission will cling to each gear just a little bit longer. The engine mapping feels a little sharper here too and, despite the few pennies it would likely cost at the pumps, is likely where I’d leave my Seltos for daily driving. It’s not that there's anything wrong with “Normal” mode, but the shifts did feel a bit muddled at points and if you can make something feel a little more alive with the touch of a button, why wouldn’t you?

The retuned suspension is on the firmer side for a small SUV. Bumps and imperfections are still absorbed without alarm or crash but if you prefer plushness over performance, this may not be your ideal ride. Personally, I found the handling to be better and more engaging than I had expected – as if some of Hyundai’s N-tech found its way into the Kia mix – which is no bad thing.

The steering is well weighted and there is some communication from the tires, but the system errs toward the numb side of things. The perforated leather-wrapped tiller packs just enough chunk to feel appropriately sporty and I’m a sucker for a flat-bottomed wheel. Essential controls for the radio and baked-in safety tech can be found at your thumbs.

The Seltos SX comes fully loaded with collision avoidance, lane keep assist, lane follow assist, blind spot assist (which are standard on all models) and adds cross traffic avoidance assist, smart cruise control and collision avoidance with junction turning as well.

<img class="aligncenter size-full wp-image-176257" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/2024_Kia_Seltos_SX-01.jpg" alt="2024 Kia Seltos" width="1500" height="1000" />

Final Thoughts

Clearly, Kia had the recipe for success with its Seltos right from the start and Canadian consumers were quick to spot it. This mid-cycle refresh has enhanced what was already good (the looks, ride and handling), fixed what was most nagging (a lack of power and herky-jerky DCT) and tackled that with only a slight increase in MSRP (~$1,500) and a minor decrease in mileage. The only misstep I could spot with this Seltos was the lack of towing capability, especially in the “ruggedized” X-Line trim. But if the toys you bring with you are mostly stuffies for the kids or dog in the back seats, that probably won’t matter much at all.
<h3>2024 Kia Seltos SX</h3>
Body Style: 4-door, 5-passenger, compact SUV

Price as tested: $35,795

Engine: 1.6 Litre, Turbo, inline-4 cylinder

Transmission / Drive: 8-speed automatic / All Wheel Drive

Power: 195 HP / 195 lb-ft of torque
Fuel Economy (Premium Gasoline in L/100 km): N/A
Cargo Capacity: 752 litres (1,778 litres total)

Website: <a href="https://www.kia.ca/en/vehicles/2024/seltos">Kia Canada</a>

2024 Kia Seltos First Drive Review

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The Lamborghini Huracán Sterrato is the culmination of a series of one-off teases and concepts that Lamborghini has been dangling in front of enthusiasts for a few years – a high(er) riding, knobby-tired and off-road ready take on the car that’s helped Lamborghini increase its market share by leaps and bounds over the last few years. It’s also one of the most insane Lambos we’ve ever seen, and considering some of the bonkers production vehicles that have come out of Sant‘Agata in the past, that’s saying something,

Coupling the knowledge gained in developing the Urus SUV – much of the Urus’ team pivoted to the Sterrato (“dirt road”)—with a mid-engined supercar has culminated in a supercar-slash-dune buggy that has the chops to obliterate both the warm tarmac at the Chuckwalla raceway in central California, and the desert that surrounds it.

<img class="aligncenter size-full wp-image-176221" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_9040-scaled.jpg" alt="2024 Lamborghini Huracan Sterrato" width="2560" height="1707" />

To enable it to do so, Lamborghini has softened the dampers, lengthened the springs, and added some reinforced plastic underbody protection. Now, you’re looking at just under seven inches of ground clearance. Add a set of plastic fender flares and – optional – front rally lights plus Bridgestone Dueler AT002 tires developed specifically for the Sterrato wrapped with special 19” wheels, and it points to the Sterrato being much more than smoke and mirrors. Yes; the roof-mounted light bar seen on the concept is now gone as it obstructed the top-mounted air intake, but that’s OK as it seemed a little too try-hard even for a vehicle this wild.

<img class="aligncenter size-full wp-image-176215" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_8971-scaled.jpg" alt="2024 Lamborghini Huracan Sterrato" width="2560" height="1707" />

While you might think this means a whole lot more added weight, it's only about 10 kilos, and there’s a good reason why. You see, the Sterrato has been built to conquer fast fine gravel and sand, not ultra-choppy off-road trails. As a result, Chief Technical Officer Rouven Mohr and his team didn’t have to add a load of heavy chassis mods to make the Sterrato excel in its intended environment.

“The biggest thing was to find the perfect balance,” says Mohr. “We’re always coming from the street side and doing as much on the off-road side as needed, but as little as possible because we didn’t want to lose the character of the car.”

We’ll get to the juicy on- and off-road stuff in a minute. What you feel as soon as you set off in the Sterrato is a supercar that, thanks to a softer chassis setup, is much more usable on everyday roads. Speedbumps are more easily dispatched, while road imperfections (including potholes) and steep driveways aren’t as much of a problem. Since Lamborghini worked so closely with Bridgestone, the tires aren’t as loud as you may think considering their offroad-ready tread pattern. According to Bridgestone, they delivered a specifically-tweaked tire compound and precision sipes for more traction on the rougher stuff, as well as a W-rating and 270 km/h top speed – a first on a production car.

<img class="aligncenter size-full wp-image-176220" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_9031-scaled.jpg" alt="2024 Lamborghini Huracan Sterrato" width="2560" height="1707" />

Power from the 5.2-litre V10 is rated at 602 horsepower and 413 pound-feet of torque, enough to have the Sterrato grab you and slam you into the seatback whether on the track or the trail.

Lamborghini has recalibrated the perfectly-named Lamborghini Dinamica Veicolo system that decides which axle gets the most torque. They made it so that with lighter throttle inputs, more power is sent rearwards to get the tail swinging, then gets bumped forward to help control the drift. The result is a mid-engined supercar that is a masterclass on just how far you can take the platform.

That all sounds fantastic on paper, but what’s truly mind-boggling is just how well it works in practice.

Lamborghini turned Chuckwalla into both a dirt and tarmac track for this event, mimicking a world rally stage involving both surfaces on a single run.

<img class="aligncenter size-full wp-image-176228" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_9078-scaled.jpg" alt="2024 Lamborghini Huracan Sterrato" width="2560" height="1707" />

In “sport”, the Sterrato feels almost exactly like the EVO AWD version with which it’s most closely linked. Power comes on absolutely immediately, the naturally-aspirated V10 sending the tach needles spinning ‘round to the 8,500 RPM redline in a hurry. You have to be quick with the enormous shift paddles to stay on top of this thing – it will get away from you. It does all this with no shortage of drama – you could imagine (actually, you can’t – not really) the banshee howl a naturally aspirated V10 makes as it hollers its way to redline and forward progress is so fast (the 0-97 km/h sprint takes just 3.4 seconds) that you’d have no idea you were in something off-roady.

While you start to feel the slightly higher centre of gravity and softened suspension through the bends, a good Sterrato driver will learn to use that to their advantage for an even more engaging drive.

<img class="aligncenter size-full wp-image-176218" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_9001-scaled.jpg" alt="2024 Lamborghini Huracan Sterrato" width="2560" height="1707" />

“We started with the character of a super sports car,” said Mohr. “We went so far in all the disciplines that the car is capable to transfer as much as possible of that feeling in sliding conditions.” In other words: they built this car for the driver to have some fun.

Which they will have no problem doing – especially on the slippery stuff, where the Sterrato is almost telepathic in its execution.

Transitioning from the tarmac to the dirt and flipping the wheel-mounted drive mode button to “rally”, it’s almost as if the car starts thinking for you, and drifts start happening without you even realizing it, or having to drop gobs of opposite lock.

<img class="aligncenter size-full wp-image-176219" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_9012-scaled.jpg" alt="2024 Lamborghini Huracan Sterrato" width="2560" height="1707" />

This is where the Sterrato differs from the offroad-ready <a href="https://www.wheels.ca/reviews/2023-porsche-911-dakar-first-drive-review">Porsche 911 Dakar</a>, a car it will inevitably be compared with. As we found out when we drove one, the Dakar is an absolute riot in the sand but compared to the Sterrato, it just feels more serious. Indeed, having won the Paris-Dakar Rally outright twice, the Porsche has a bit of a reputation to uphold: excelling in a vast array of off-road conditions. That’s why when we tested that vehicle, we swapped the track for some slower, steeper off-roading and some more serious gravel, not to mention the sand dunes.

With the Sterrato, Lambo hasn’t set out to build another Dakar. “The intention was not to be an off-road Huracán where you can climb (rocks),” remarked Mohr. They’ve built a supercar that can cover just that much more ground and put ear-to-ear grins not just on the driver, but on whoever comes in contact with it.

Which, I have to say, is 100 per cent job done.
<h3>2024 Lamborghini Huracán Sterrato</h3>
BODY STYLE: Two-door performance coupe

DRIVE METHOD: mid-engine/ all-wheel drive
ENGINE: 5.2-litre V10, 602 hp, 413 lb-ft of torque

FUEL ECONOMY CITY/HIGHWAY/COMBINED: N/A
TRANSMISSION: 7-speed dual-clutch automatic

CARGO CAPACITY: 100 litres

Base MSRP: $364,550

WEBSITE: <a href="https://www.lamborghini.com/en-en/models/huracan/huracan-sterrato">Lamborghini Huracán Sterrato</a>

2024 Lamborghini Huracán Sterrato First Drive Review

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Living in rural Nova Scotia, Matthew Guy has immersed himself in car culture for over 30 years and relishes the thought of a good road trip. A certified gearhead, he enjoys professionally writing about cars and is very pleased to contribute for wheels.ca.

His work has also appeared on Car Throttle, The Truth About Cars, and in CAA Magazine. Find him on Twitter @matthewkguy

Readers of a certain vintage may recall annual school assemblies in which various and sundry teachers would dole out honours for year-long achievements such as perfect attendance, highest marks in a particular subject, and the ability to swap sugar for salt in the principal’s tea.

The last one actually did happen in this author’s high school, though the prize was seeing the top administrator spit his drink across the room like Old Faithful, not a shiny trophy.

But I digress. If the automotive community awarded a “Most Improved Award”, the 2024 Chevrolet Trax would be a top contender. For this model year, the Trax is 11 inches longer than the old model, roughly 2 inches wider, has a thoroughly modern interior with the latest tech, and wears dandy new styling. Ditching the dorky tall-n-narrow proportions has helped the Trax immensely, but it’s those new threads which really leave the old model to the pages of history.

<img class="aligncenter size-full wp-image-176159" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_7116-scaled.jpg" alt="2024 Chevrolet Trax" width="2560" height="1920" />

The front end is all Chevy, with LED running lights bookending a grille bifurcated with a spear of plastic on which the brand’s bowtie resides. There are enough character lines on its flanks to provide visual interest, while the de rigeur black plastic cladding does its job of making the Trax look taller than its dimensions imply, though ground clearance does check in at a respectable 7.3 inches. These jaundiced eyes think the taillamps are too far apart but that’s subjective.

Under the hood is a 1.2L turbocharged engine, packing just a trio of cylinders good for 137 horsepower and 162 lb.-ft of torque. Chevy told us a full 90 percent of torque is on tap by just 1,700 rpm, with all the twist showing up by 2,500 rpm and remaining present until just a few strokes short of the redline. Caning the mill through Quebec hill and dale near the St. Lawrence River exposed no real holes in the power band, with the little 1.2L spinning dutifully as it pulled us through rural areas of La Belle Province.

<img class="aligncenter size-full wp-image-176158" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_7113-scaled.jpg" alt="2024 Chevrolet Trax" width="2560" height="1920" />

The three-banger doesn’t provide any aural delight, but nor are any expected. Fuel economy is rated by the feds at 7.9L/100km in combined driving, a figure we had no trouble matching after cruising Quebec City and its rural environs. We saw 5.8L/100km on a 45-minute highway run. General Motors has wisely paired this engine with an honest-to-Detroit six-speed automatic which, while sometimes slow to downshift, places the old continually variable transmission in the bin where it belongs.

Chevrolet has made the decision to offer the Trax solely as a front-wheel drive proposition, meaning customers will have the same number of driven wheels no matter how much cheddar they spend (or finance over 72 months). Every Trax also gets the likes of heated seats, a raft of USB ports, and wireless CarPlay. Trims range from mainstream LS and LT to blacked-out RS models, plus an Activ which brings knobbier 18-inch tires and a smattering of offroad-esque styling cues.

<img class="aligncenter wp-image-176142 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_7217-scaled.jpg" alt="2024 Chevrolet Trax" width="2560" height="1920" />

The interior is a massive walk from last year’s Trax, the type of glow-up not seen since Drake hopped off Degrassi and onto the rap scene. Gone are the acres of rental-grade black plastic and dour switchgear, replaced with large screens and spears of colour darting through the cabin like lasers (the hue depends on trim: blue for LS/LT, yellow for Activ, red for RS). Ventilation controls are smartly placed where they can be twirled without lifting one’s hand off the shifter and are trimmed with a reasonable facsimile of real metal.

Legroom was more than adequate in the front row while hard and scratchy plastic appears on door cards and console caps, and surfaces on which one’s knee will rest whilst driving was sufficiently padded. This is a detail with which some car companies struggle; not GM, this time around. This 6’6” writer found satisfactory headroom up front, even with the optional sunroof. Note well: the power seat found in the top rung Activ could be placed lower than the manual chair found in other trims. Be sure to sample both if you’re concerned about noggin space during Trax shopping.

<img class="aligncenter size-full wp-image-176150" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_7100-scaled.jpg" alt="2024 Chevrolet Trax" width="2560" height="1920" />

One of our test units, an Activ trim with chunky 18-inch tires and zesty yellow interior accents, had infotainment software that spazzed out on two occasions, eventually bricking the system and rendering the central touchscreen useless save for the backup camera. It was explained our Activ was an early build running old programming; fair enough, but this hiccup is worth mentioning since GM is making noise about ditching Apple CarPlay and Android Auto to go it alone. If they wish to take on Silicon’s finest, they’ll need to bring the heavy darts and exterminate the bugs.

There were no such problems in a 2RS trim example, exhibiting crisp graphics and reasonable response times. Main functions such as heated seats still have a physical button on the dashboard, which is pleasant, but going into a menu to reset the trip odometer takes some adjustment. An 8-inch infotainment tablet is slightly canted towards the driver and standard on the base LS and next-rung 1RS, while our testers had the 11-incher. Wireless smartphone integration plays nicely with the wireless charging that’s part and parcel of most trims in an option package or as standard.

<img class="aligncenter size-full wp-image-176151" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_7099-scaled.jpg" alt="2024 Chevrolet Trax" width="2560" height="1920" />

Rear seat room is about what one would expect for a small crossover, though this long-of-limb author was able to ride in those quarters without first removing his legs, largely thanks to the extra three inches of legroom – a product of that 11-inch stretch compared to last year. Make sure to take the whole brood on a test drive before signing the note. Cargo space is up as well, offering 25.6 cubic feet (725 litres) behind the back seat and 54.1 cubes (1,532 litres) when those seats are folded flat.

All told, the 2024 model vaults to join other podium finishers in this segment, a claim the old Trax simply could not muster. And before anyone complains that declaration is damning with sardonic praise, know the small crossover field is bursting with entries – some of which make a great case for your hard-earned dollars. After all, the Kia Soul, Hyundai Venue, and Nissan Kicks acquit themselves well in this very crowded group. Our buying advice is to sample the base LS and add the $295 so-called Driver Confidence Package (blind spot monitoring and cross-traffic alerts). This keeps the tab under 25 grand, which is tremendous value.

<img class="aligncenter size-full wp-image-176154" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_7124-scaled.jpg" alt="2024 Chevrolet Trax" width="2560" height="1920" />

It is not disingenuous to suggest the new Trax is so many leaps and bounds over the previous generation that Old GM would have probably given this variant a new name (witness the parade of Cavalier-Cobalt-Cruze as Exhibit A of this uniquely GM phenomenon). That they didn’t speaks to the confidence they have in the Trax, its construction, and the value proposition it provides. For a vehicle that is affordable enough to mark a gateway to new car ownership, we call that a win. Break out the “Most Improved” trophies.

The 2024 Chevrolet Trax is assembled in Korea and scheduled to arrive in dealers this year before the calendar flips into summer.
<h3>2024 Chevrolet Trax</h3>
BODY STYLE: five-door crossover

DRIVE METHOD: front engine, front-wheel drive

POWER: 1.2L turbocharged inline-three, 137 hp, 162 lb.-ft

FUEL ECONOMY: 8.3 / 7.4 / 7.9 (L/100km, city/highway/combined)

CARGO VOLUME: 25.6 / 54.1 (cu.ft, behind rear seat / rear seat folded)

PRICE: $24,498 (LS); $25,998 (1RS); $28,698(LT); $30,798(2RS); $30,798(Activ)

WEBSITE: www.chevrolet.ca

2024 Chevrolet Trax First Drive

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The 2024 Alfa Romeo Tonale is an important vehicle for Alfa for a number of reasons; Alfa Romeo – like so many other brands – has plans to electrify their line-up, and the Tonale luxury compact crossover is their first foray into that world. It’s also their first entrant in the competitive subcompact/compact luxury segment, one that by Alfa’s own admission, is set to continue to grow at a fever pitch – to the tune of 231 percent by 2025.

With a base MSRP of $44,995 for the gas version and $54,995 for the plug-in hybrid (PHEV), it’s also the least expensive way to get into an Afla and if all goes to plan, should open up a whole new segment of buyers for the brand. So, yeah – there’s quite a lot riding on the (admittedly quite cool-looking) shoulders of this baby Italian crossover.

[caption id="attachment_176086" align="aligncenter" width="2560"]<img class="size-full wp-image-176086" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_8873-scaled.jpg" alt="2024 Alfa Romeo Tonale" width="2560" height="1707" /> The Alfa Romeo Tonale is the brand’s first compact crossover. (DAN HEYMAN)[/caption]

It is indeed very “Italian”, starting with where it’s built: Alfa’s Pomigliano production facility just outside of Naples, Italy. That factory has existed since before even Fiat owned the brand and while that may seem like a trivial thing, if there’s one thing Alfa knows how to do, it’s tap into their heritage when it comes to designing and engineering their cars.

Even the Tonale, an entry into a new segment, wasn’t going to make the grade without the requisite Alfa-ness. You can see it in the way they’ve shaped the LED DRLs – squinting shows hints of the old 147 and 155 sedans – the “telephone dial” wheels with red brake calipers behind them, and the way the rear fascia gets a full-length light bar. Alfa says it’s designed to recall the modern Brera hatch; for me, I couldn’t help but see a callback to the 164, a unique forward-looking design from the ‘80s. The classic Scudetto grille and mirror caps with Italian flags painted on them just screams Alfa, as does the Verde Fangio (green), Rosso (red) and Misano (blue) paintjobs. The classic Alfa serpent emblem remains, but on the PHEV model it appears in certain areas with its head replaced by an electrical plug. Get it?

<img class="aligncenter size-full wp-image-176089" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_8879-scaled.jpg" alt="2024 Alfa Romeo Tonale" width="2560" height="1707" />

The Tonale rides a little lower than the likes of the BMW X1 or Mercedes-Benz GLA, but that’s the point; by Alfa’s own admission, they really wanted the Tonale to look like a tall hot hatch and if we’re honest, how much ground clearance does someone with a subcompact crossover really need? The result is a crossover that looks suitably squat, ready to dispatch the curves if not the backcountry.

Inside, the new Tonale continues the Alfa trend of designing interiors that provide a flash of modernity, but are more of a black-tie affair. The dash of our tester has a splash of brushed silver here and bright trimwork there, but it is mainly a deep black affair. Alfas are drivers’ cars and they don’t want to distract too much from that; case in point: at 12.3 inches, the gauge cluster display is larger than the infotainment display, which measures 10.25". The reason? Simple. In a driver’s car, the instruments are what matter most, less so the widgets on your media screen (or UConnect 5 and wireless Apple CarPlay/Android Auto) though those can be customized to your liking. There are also supplementary gauges for oil pressure and power meters. The standard digital gauge cluster has multiple styles including “Classic”, styled to look just like the analogue gauges found on classic Alfas – heritage, remember?

<img class="aligncenter size-full wp-image-176098" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_8907-scaled.jpg" alt="2024 Alfa Romeo Tonale" width="2560" height="1707" />

In addition to looking classic-cool, the interior also offers the most front- and rear legroom and storage behind the rear seats in the segment; there’s actually more room behind the Tonale’s rear seats than there is in Alfa’s own (larger) Stelvio because that SUV gets such a steep rake to its rear window.

Alfa says the Tonale can transport four 6’4” adults comfortably; I found the legroom to be fine, but headroom is such that I barely cleared the headliner, especially with the $1,495 moonroof option. Since said mooroof is a full-length version, rear seat occupants don’t fare much better. Good that you can opt out of it no matter which trim you choose without losing any other features.

We spent the duration of this test in the top trumps PHEV Veloce model, which provides 285 horsepower and 347 pound-feet of torque from a turbo 1.3-litre inline-4 plus rear axle-mounted 90 KW EV motor. It provides 50 km of EV range, so if you can plug-in at night (with charge times in and around the 2.5 hour range on a level II charger), your Tonale PHEV could, ostensibly, become a Tonale EV.

<img class="aligncenter size-full wp-image-176087" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_8875-scaled.jpg" alt="2024 Alfa Romeo Tonale" width="2560" height="1707" />

Here’s the thing, though; with that kind of power as well as standard all-wheel-drive and a 9-speed gearbox with column-mounted paddle shifters (built big, so they can be reached no matter the steering wheel angle), there’s too much fun to be had to really make that efficiency claim. You want to drive with gumption, meaning dynamic drive mode, meaning heavy reliance on the EV motor.

Power is enough to get you to 100 km/h from a standstill in about 6.5 seconds, but the real thrill comes as speeds increase. The torque curve is such that you’ve got good acceleration in most any gear to comfortably perform your everyday at-speed manoeuvres such as highway passes.

<img class="aligncenter size-full wp-image-176083" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_8855-scaled.jpg" alt="2024 Alfa Romeo Tonale" width="2560" height="1707" />

As the world turns and the road begins to twist, the Tonale returns very – VERY – quick steering response, although I would like a little more road feel; in this day of over-boosted EPAS, of course, that’s not really a surprise. I’ll take that turn-in response, though, and even with the extra weight from the 15 kWh battery and EV system, the body is kept nicely in-check through the turns. For most of my drive, I kept it in dynamic mode (which joins advanced efficiency and natural drive modes, likely named as such because of the catchy “DNA” acronym), which allows drivers to choose from between two damper settings and even with 20” wheels and the firm dampers, I didn’t feel myself pogoing across the tarmac. Alfa vehicles need to be able to handle as well as – if not better than – the competition to set them apart, and from my limited time in the Tonale, it answers the bell.

It had better; it’s got a couple of fronts on which to do battle in that Alfa buyers buy for style and driving experience, but compact luxury CUV drivers often buy for comfort and features. The Tonale has the style and it has the drive, and when similarly equipped, it’s actually better priced than the likes of the X1 or Audi Q3.

In short, there could very well be some future Alfisti ready to jump aboard.
<h3>2024 Alfa Romeo Tonale</h3>
BODY STYLE: Five-door subcompact luxury crossover

DRIVE METHOD: front-engine/rear EV motor OR 2.0-litre turbo four-cylinder, all-wheel drive
ENGINE (PHEV): 1.3-litre four-cylinder turbo, 90kW EV motor, 285 hp, 347 lb-ft of torque

ENGINE (2.0L): 2.0-litre four-cylinder turbo, 268 hp, 295 lb-ft of torque

FUEL ECONOMY CITY/HIGHWAY/COMBINED: N/A
TRANSMISSION: 9-speed automatic

CARGO CAPACITY: 648-1,430 litres

Base MSRP (2.0L): $44,995

Base MSRP (PHEV): $54,995

WEBSITE: <a href="https://www.alfaromeo.ca/en/tonalephev">Alfa Romeo Tonale</a>

&nbsp;

2024 Alfa Romeo Tonale First Drive

Crosstrek front 18

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

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

2024 Subaru Crosstrek First Drive Review

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The midsize pickup truck segment, once largely given up for dead by several manufacturers, is currently hotter than a three-dollar pistol. No fewer than four all-new models are on tap from different brands this year, ranging from Detroit stalwarts to the top sales dog <a href="https://www.wheels.ca/reviews/2023-toyota-tacoma-access-cab-review">Tacoma</a>. One of the first to appear? A fresh GMC Canyon, complete with a powerful new engine and a variety of trims to suit an array of personal tastes.

You know how some kids rummage through the closets of their bigger siblings, trying to find a cool outfit or a better pair of shoes? That’s essentially the tack taken by the Canyon, which has – erm – borrowed the engine from big-bro <a href="https://www.wheels.ca/reviews/2023-gmc-sierra-at4x-review">Sierra</a> and tuned it to its liking. Gone are the V6 and diesel options, replaced with a 2.7L turbocharged four-cylinder making 310 horsepower and 430 lb.-ft of torque, all hooked to an 8-speed automatic and four-wheel drive. Unlike its midsize cousin at Chevy, which offers the same engine in three different states of tune, all trims of the Canyon show up with a single selection of power – the best one.

Sampling an Elevation trim on a series of crowded paved highways and twisty simple dirt roads confirmed this was the right decision. It was easy to goose one’s way around traffic-choked by construction bottlenecks before turning onto a loose gravel surface which showed off the truck’s willingness to act with a personality larger than its cylinder count. The mill doesn’t offer much in the way of aural gratification but this is the reality of most four-banger engines.

<img class="aligncenter size-full wp-image-175991" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_6601-scaled.jpg" alt="" width="2560" height="1920" />

All trims – Elevation, Denali, and AT4 – not only get the primo power tune but they also get equal face time in terms of height and stance. Where other brands make customers pay extra to amp the visual aggression via a factory lift and flared widetrack fenders, GMC simply installs these cues as standard kit on its Canyon. It’s a trick that works, making the truck as symmetrical as moth wings and creating one of the best-looking trucks from The General in good spell.

Heading north into the Blue Ridge Mountains, we grabbed the keys to an AT4X trim, which is essentially an AT4 with the yassification cranked up an extra 75 percent. This truck is jacked a further one inch skyward compared to other Canyons, enabling 10.7 inches of ground clearance and a 36.9-degree approach angle. Rubber shows up as LT285/70R17 mud terrains (that’s 33-inches for those who speak Offus-Roadus), while at each corner of the AT4X one will find the fantastic DSSV dampers from the wizards at Multimatic.

<img class="aligncenter size-full wp-image-176004" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_6670-scaled.jpg" alt="2023 GMC Canyon" width="2560" height="1920" />

Much digital ink has been spilled about those suspenders since they first showed up on a GM truck about five years ago – and rightly so. These off-road wonders use separate spool valves for compression and rebound, meaning the unit can regulate the damper’s fluid flow depending on demand. During extreme off-road use, a third valve delivers additional compression damping plus yet another separate rebound valve up front. In plain English, this explains why we could send the AT4X suspension into full yaw over a jump but enjoy the pillow-like ‘fwump’ of a landing that didn’t break our spines. The drive home from the trail is also as comfortable as it gets.

Front and rear electronic locking diffs on AT4X can make the difference between getting through that slippery obstacle or calling for a tow truck; a quintent of drive modes deliver markedly different throttle maps off-road, including a Terrain mode that enables smooth low-speed one-pedal driving. Skid plates are on hand in case you misjudge those rocks. GM is king of the camera game, with views up the wazoo for lane changing and trailering but takes things to the next level with a pair of underbody cameras that are perfect for spotting one’s way through a rocky off-road trail. Equipped with washer jets, these initially seemed like gimmicks until they proved their worth whilst your author was trying to pick his way around boulders the size of a compact car.

<img class="aligncenter size-full wp-image-176003" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_6659-scaled.jpg" alt="2023 GMC Canyon" width="2560" height="1920" />

Each Canyon trim has a distinct interior theme, an important way to separate trucks which all (save the AT4X) share the same stance and power level. With equal placement of major controls and solid material choice across all, choosing a favourite largely comes down to personal preference. Every truck gets an enormous 11.3-inch touchscreen for infotainment duties, populated with smartphone integration and reasonably responsive software. Elevation gets an 8-inch digital gauge cluster ahead of the driver; others are gifted an 11-inch display. Both offer up useful driving and off-road information, the latter in entertaining colours, and we never really missed the extra digital real estate in the more expensive models.

<img class="aligncenter size-full wp-image-176011" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_6701-scaled.jpg" alt="2023 GMC Canyon" width="2560" height="1920" />

Cabin space puts a priority on the front-row passengers, with those chairs able to move far rearward on their tracks to provide maximum legroom. This comes at the expense of the peanut gallery, who otherwise have a pleasant space equipped with USB charging ports and their own ventilation registers. Headroom was also at a premium for this 6’6” driver, though the space-robbing sunroof was largely to blame for that annoyance. Fortunately, that feature is optional on certain trims.

Buying advice? Those who are in the market for a rig which writes off-road cheques its midsize body can most definitely cash may consider the AT4X. Those tremendous Multimatic dampers continue to comprise part of the best factory-fitted off-road suspension in this segment, though we’ll see what the upcoming Ford Ranger Raptor and Toyota Tacoma TRD Pro have to say about that statement.

The rest of us should try an Elevation trim, equipped in Canada as standard with four-wheel drive and the same 310hp/430tq high-output tune as its more expensive brothers. It retains an equal lift and burly stance as the Denali and AT4, comes with that jumbotron of an infotainment screen, and can still tow 7,700 pounds. Layer on the $2,250 Convenience Package (sliding rear window, trick MultiStow tailgate, bed outlet, remote start, dual-zone climate control, and fog lamps) plus $410 for a locking rear differential and you’ve a solidly equipped Canyon for $48,108 plus destination. This is nearly twenty thousand dollars less than the AT4X and, as a bonus, ditches the infernal sunroof to quell my whinging about headroom.

Look for most trims of the new 2023 GMC Canyon on dealer lots before school lets out for the summer, with the burly AT4X not far behind.
<h3>2023 GMC Canyon pricing (plus freight)</h3>
Elevation – $48,497

AT4 – $53,197

Denali – $62,497

AT4X – $67,797

WEBSITE: www.gmccanada.ca

2023 GMC Canyon First Drive Review

2024 Buick Encore GX_front 3-4 profile

BIRMINGHAM, MI. – It’s been an interesting journey for Buick over the past few years. The 115-year-old legacy division that sits somewhere between Chevrolet and Cadillac in the GM brand hierarchy has been mostly sidelined as new models, many electrified, have been announced for its three in-house siblings.

In short, “What about Buick?” has become a common refrain both within and without the automotive bubble over the past half-decade or so.

Apart from design updates for existing models (Envision and Enclave), and the dropping of its last sedan in 2020, the Euro-sourced Regal, not much appears to be happening at Buick, on the surface at least.

That’s beginning to change, however, as the brand made waves last year, not only with the reveal of the dramatic Wildcat EV concept last June, but also confirmation that Buick plans to be all-electric by 2030.

<img class="aligncenter size-full wp-image-175924" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_E4635-scaled.jpg" alt="2024 Buick Encore GX" width="2560" height="1440" />

With the first Buick EV slated to arrive next year, the current lineup is also being addressed. The all-new <a href="https://www.wheels.ca/news/first-look-2024-buick-envista">2024 Envista</a> was revealed earlier this month and the significantly updated 2024 Encore GX, the focus of this first drive report, will begin arriving at Canadian dealerships later this spring.

While I was in suburban Detroit for the reveal of the Envista, which replaces the discontinued entry-level Encore this summer, Buick made a few U.S. pre-production copies of the Encore GX available for short test drives.

I wrote a reveal story of the <a href="https://www.wheels.ca/news/first-look-2024-buick-encore-gx">2024 Encore GX</a> back in February, so check that one out for more context. So as not to repeat myself too much, I’m going to focus mostly on impressions of the Encore GX I spent about 90 minutes driving.

To reset briefly, the Encore GX, one of the few new Buicks of recent vintage, was all-new in 2020 and is essentially a mechanical twin of the Chevrolet Trailblazer.

<img class="aligncenter size-full wp-image-175921" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/2024-Buick-Encore-GX_rear-3-4-profile-scaled.jpg" alt="2024 Buick Encore GX" width="2560" height="1440" />

Yes, the cars are packaged and marketed differently, with different styling and so on, but they are built in the same Korean plant and share powertrains and a common platform architecture.

For North America, the ‘24 Encore GX is offered in three trims, Preferred, ST (sport touring) and Avenir. All models are powered by a 1.3-litre turbocharged three-cylinder engine producing 155 hp and 174 lb-ft of torque paired with a nine-speed automatic transmission and all-wheel drive, save for the base front-wheel drive Preferred, which comes with a CVT. A price breakdown is listed below.

Buick had several grades available for the drive, and I was directed towards an ST tester finished in Moonstone Gray Metallic with a Whisper Beige and black interior.

As far as looks are concerned, the Encore GX’s facelift, which incorporates several Wildcat EV design cues, has given the car a more up-market presence. Its front end, which retains the Wildcat’s prominent forward-leaning nose, slim checkmark LED headlights and wide open-mouth grille, is especially striking. It gives off a strong concept vibe and is a marked departure from the outgoing model.

<img class="aligncenter size-full wp-image-175917" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/2024-Buick-Encore-GX_dashboard-centre-console-scaled.jpg" alt="2024 Buick Encore GX" width="2560" height="1440" />

The Encore GX is the first Buick to receive the brand’s all-new tri-shield logo and new tailgate name and wordmark badging, a pattern which will be repeated on the Envista and future models to come.

Buick is also segmenting the Encore GX by trim. The ST grade, for example, has 18-inch high-gloss black alloy wheels and lots of black trim, including wheel arches, front grille, rear bumper and diffuser and rocker panels.

On the inside, the biggest change is a redesigned display system where the instrument cluster and multimedia screens are now housed in one panel. Totalling 19 inches, the display features an eight-inch configurable instrument cluster and an 11-inch multimedia touchscreen.

Other changes include restyled climate control switches, embroidered ST headrest logos and new seat designs and stitch patterns. The ST also receives a grade-specific flat-bottomed steering wheel, along with standard heated front seats, heated steering wheel and wireless Apple CarPlay and Android Auto.

All grades also come standard with the Buick Driver Confidence package, which includes Automatic Emergency Braking, Lane Keep Assist with Lane Departure Warning, IntelliBeam auto high-beams and more.

For the drive, Buick plotted a route north from our Birmingham hotel that consisted of local and arterial roads in a loop that took roughly 90 minutes to complete.

<img class="aligncenter size-full wp-image-175915" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/2024-Buick-Encore-GX_side-profile-scaled.jpg" alt="2024 Buick Encore GX" width="2560" height="1440" />

Generally, the Encore GX impressed this writer, specifically its sharp design update, revamped interior with gorgeous digital displays and better materials. The outgoing Encore GX was a pleasing enough car to ride around in, but the aesthetic overhaul the 2024 model has received puts it light years ahead of its predecessor.

I also find the Encore GX to be reasonably spacious and comfortable, for a small crossover, with ample leg, head, and shoulder room to accommodate my 6-foot frame in both the front and rear seats. The driving position feels good, and while there isn’t a great deal of seat articulation and bolstering, I find the driver’s seat to be quite comfortable. Given its tall-riding design, the Encore GX’s big greenhouse also provides for very good outward visibility.

As for the drive, well, it’s adequate. There’s no getting around, however, the fact the 1.3-litre turbo is a tiny engine that doesn’t provide much performance. Is it fine in normal everyday traffic like I encountered in Michigan? Yes, but on-ramp merging on busy highways, which I did not experience during my drive, can require some quick acceleration. And the Encore GX is not quick.

Even on arterial roads with higher speed limits, such as Woodward Avenue that runs north from downtown Detroit to its suburbs, the Encore GX feels slow unless the throttle is really matted. Even then, the 1.3-litre turbo takes a while to get the car up to speed.

<img class="aligncenter size-full wp-image-175916" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/2024-Buick-Encore-GX_rear-seat-scaled.jpg" alt="2024 Buick Encore GX" width="2560" height="1440" />

It’s a better story for ride quality, though, thanks to liberal application of Buick’s QuietTuning, which consists of sound deadening measures and materials that do a reasonable job of shushing wind and tire noise. The Encore GX’s short wheelbase makes its ride a bit choppy by nature, but Michigan’s pockmarked roads didn’t upset it too much, at least in normal driving conditions.

Overall, the 2024 Encore GX is compelling option for those in the small crossover market, if style, technology, and standard content at a reasonable price, but not performance, are must-haves.

2024 Buick Encore GX pricing

Preferred FWD – $29,649
Preferred – $31,649
ST – $33,299
Avenir – $36,079

The 2024 Buick Encore GX goes on sale in late spring. 

2024 Buick Encore GX 

BODY STYLE: subcompact SUV
DRIVE METHOD: Front-engine, front / all-wheel drive, CVT / 9-speed automatic transmission
ENGINE: 1.3-litre turbocharged three-cylinder (155 hp / 174 lb-ft.)
FUEL ECONOMY: (Regular 87) 9.1 / 8.4 / 8.8 L / 100 km (city / highway / combined – AWD)
CARGO VOLUME: 1,421 / 665 litres (50.2 / 23.5 cu ft.) (behind first / second row)
MAXIMUM TOWING: 1,000 pounds (453 kg.)
PRICE: $31,849 base, incl. freight, excl. taxes and fees
WEBSITE: <a href="http://www.buick.ca">www.buick.ca</a>

2024 Buick Encore GX First Drive Review

cch wheels (1 of 15)

A couple of years back, I took the then-new <a href="https://www.wheels.ca/vehicle-reviews/first-drive-2022-toyota-corolla-cross">Toyota Corolla Cross</a> on a long-distance Christmas road trip. On the whole, I liked this new little Toyota. It had a much more comfortable cabin than the Corolla hatch or sedan and more cargo space.

There were two things that made the Cross a non-starter for me, though. The first was that despite a claimed 169 horsepower, this Cross was almost unacceptably sluggish for a modern vehicle. The second was that the small tank, pessimistic fuel gauge, and mediocre fuel economy had me stopping for a fill-up every 300-350 km.

That's a range that most buyers wouldn't accept from an EV, and it's certainly not one that is ok for something that runs on gas.

<img class="aligncenter size-full wp-image-175626" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/cch-wheels-3-of-15-scaled.jpg" alt="2024 Toyota Corolla Cross Hybrid" width="2560" height="1707" />

For 2024, Toyota has made a change that could fix both issues. The Corolla Cross now offers a hybrid driveline, the powertrain that Toyota has done best ever since the first Prius showed up at dealers.

Corolla Cross launched with a 2.0L four-cylinder that made 169 hp and 161 lb-ft of torque. It was the same engine as the standard Corolla, paired with a CVT that was also largely the same. The engine feels underpowered in the Corolla car, requiring multiple downshifts to maintain speed on the highway.

In the CVT-only Cross, that meant lots of time at high RPM. I saw nowhere near the officially estimated 7.3 L/100 km combined in my time behind the wheel. More like 9.

Corolla Cross Hybrid gets a 2.0L four as well. This one only makes 150 hp and 139 hp. But it has a friend along for the ride. A permanent magnet synchronous motor that takes the total up to 196 hp combined.

It is the same driveline as in the latest Prius. It turns the Corolla Cross from a slug into something with a lot more pep. I'm not going to call it fast, but it is most definitely quick. It certainly feels quicker than the quoted 8.2-second 0-100 km/h time.

<img class="aligncenter size-full wp-image-175631" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/cch-wheels-8-of-15-scaled.jpg" alt="2024 Toyota Corolla Cross Hybrid" width="2560" height="1707" />

Toyota shrunk the gas tank even more, unfortunately, from 47L to just 40. But the fuel economy figure is now 5.2 L/100 km city, 6.2 highway. More importantly, when I got in one that had about half a tank showing on the gauge, the estimated remaining range was still 500 km.

Based on my own driving in the Cross Hybrid in the hills east of Carlsbad, CA, along with some high-speed highway driving, those figures aren't out of reach. My average was in the four litres per 100 km range, a very impressive number.

That's my two main complaints solved, but the experience is more than just extra power and more driving time.

Because you need to use max power less of the time, engine noise is less intrusive. It's still not quiet, but if you need to use half the amount of throttle, it makes much less noise. Wind and road noise are still high, but that's par for this segment.

Again because you're not flooring it all the time, the ride is more comfortable. And less stressful. Making the Corolla Cross Hybrid a better place to spend time on your commute or weekend drive.

Toyota says S grade vehicles like the SE and XSE Corolla Cross Hybrids have a sport-tuned suspension, something gas L models do not. The SE is far from stiff, but it was more capable on the twisty parts of the test route than I remember the L grade.

All-wheel drive is standard on the Corolla Cross Hybrid. That, along with Toyota deciding to launch it only in the more sporting "S" grades, creates a bit of a price gulf between the two versions of the model.

A base model gas Corolla Cross L FWD is $29,399.50. The entry point into the Hybrid is the $33,985 SE. That gap, Toyota said, is one of the reasons it will continue to build the gas model.

But with the gas LE AWD just $685.50 less than the hybrid SE, an amount you'll probably make up for in fuel use in the first six months, we can't imagine many buyers seeking out the gas variant. On the other hand, it might be the only one available on dealer lots if you're not willing to wait.

<img class="aligncenter size-full wp-image-175638" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/cch-wheels-15-of-15-scaled.jpg" alt="2024 Toyota Corolla Cross Hybrid" width="2560" height="1707" />
<img class="aligncenter size-full wp-image-175637" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/cch-wheels-14-of-15-scaled.jpg" alt="2024 Toyota Corolla Cross Hybrid" width="2560" height="1707" />

Inside, hybrid and gas are nearly identical. The hybrid adds buttons for EV mode, and that's about it.

So expect the same Corolla hatch and sedan-inspired dashboard. It's not Toyota's best work stylistically, but the ergonomics are solid. It has plenty of buttons and switches for nearly all features, something we still appreciate.

The Corolla Cross Hybrid gets Toyota's latest infotainment system. It has natural voice recognition and response to let you handle loads of controls. The system can even help you with the functions it can't actually change.

An 8.0-inch touchscreen shows you the new system. Not as big as the massive panels in the Tundra and some other Toyotas, but it offers plenty of real estate even for the new split-screen Android Auto modes.

Despite the extra bits that come with the hybrid driveline, cargo space is unchanged. Toyota says the Hybrid has the same 609L as a gas model with the power moonroof. Fold all the seats and there is a total of 1,750L of easily accessible space for your gear.

Toyota identifies the Hybrid from the outside with a new grille. More of the nose is covered, which probably helps the aero out slightly. Other distinguishing features include the wheels and badges, but also the paintwork.

<img class="aligncenter size-full wp-image-175627" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/cch-wheels-4-of-15-scaled.jpg" alt="2024 Toyota Corolla Cross Hybrid" width="2560" height="1707" />

Corolla Cross Hybrid will be offered with special two-tone combos including silver, red, and blue with a black roof. There's also the Acidic Blast with a black roof you can see in the photos.

Toyota Safety Sense 3.0 is standard. It includes upgraded system sensors with better detection capability than prior versions. It has adaptive cruise, pre-collision with pedestrian detection, lane departure alert with steering assist, and the usual other driver aids. Blind Spot Monitoring is also standard.

Emergency Driving Stop is new. The system monitors your inputs. If it thinks you're inattentive or non-responsive, it will bring the vehicle to a stop. It might not be the best place to stop, but it will certainly be better than an uncontrolled collision.

<img class="aligncenter size-full wp-image-175628" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/cch-wheels-5-of-15-scaled.jpg" alt="2024 Toyota Corolla Cross Hybrid" width="2560" height="1707" />

Expect the 2024 Toyota Corolla Cross Hybrid to start to arrive at dealers in a few months. It will be built alongside the gas version at Toyota's new plant in Alabama. Toyota has said before that the plant can build around 150,000 Toyotas a year.

But don't expect them to sit at dealers for long. With Toyota still working to catch up with pandemic-restriction-related back orders, these will likely be the hot ticket. We can see some buyers even moving down from a RAV4 order because this one is almost as big and more fuel efficient. That's if they can get one more quickly, at least.

There are nicer interiors in this segment, larger cabins, and vehicles that are more fun to drive. But there are none that can manage this level of fuel efficiency along with the large cabin and loads of standard equipment. Toyota has done well with this one, so expect it to start popping up just about everywhere.

2023 Toyota Corolla Cross Hybrid

BODY STYLE: compact five-door crossover
DRIVE METHOD: Front-engine, electric AWD
ENGINE: 2.0-litre inline-four; 150 hp @ 6,000 rpm, 139 lb-ft @ 4,400 rpm
MOTOR: NA
System Total: 196 hp
FUEL ECONOMY: (Regular gasoline) 5.2/6.2/5.6 L/100 km city / highway / combined
OBSERVED FUEL ECONOMY: 4.5 L/100 km
CARGO VOLUME: 609 litres, 1,750L with rear seats folded
PRICE: SE $33,985, XSE $436,755 Plus destination, taxes, and fees

2024 Toyota Corolla Cross Hybrid First Drive Review

priprimewheels (1 of 17)

To say we were shocked by the 2023 <a href="https://www.wheels.ca/reviews/2023-toyota-prius-first-drive-review">Toyota Prius</a> is an understatement. Toyota transformed what was an oddball eco-special into something that was, well, fire. Prius was suddenly a car you wanted for the looks that just happened to get good fuel economy and not a car you bought for its economy despite the looks.

Toyota has just launched the second part of the Prius equation, the plug-in hybrid 2023 Toyota Prius Prime. With this model, we think Toyota has officially got its mojo back.

This is a company that built its name by building solid, reliable, well-engineered cars. Great ergonomics, satisfying build quality, and highly efficient. Yes, there were absolutely some great enthusiast cars over the years, but that was almost a byproduct of the things that made Toyota so popular.

Toyota's vehicles were like good high-end appliances. A Miele or a Kitchen Aid, not a Smeg. Style was not important, functionality was key.

In the last couple of decades, Toyota seemed to have lost sight of what made it the automotive juggernaut it had become. The cars were still as well-built and reliable as ever, but the simple designs became increasingly complex (inside and out) and the experience suffered.

When Toyota announced back in 2018 that it had decided it was time to go after enthusiasts, it was hard to believe. They certainly accomplished it, bringing a new <a href="https://www.wheels.ca/reviews/2022-toyota-gr86-review">GR 86</a> to market, and the <a href="https://www.wheels.ca/reviews/track-test-review-2023-toyota-gr-supra-mt">Supra</a> and <a href="https://www.wheels.ca/vehicle-reviews/review-2022-toyota-camry-xse-v6-trd">TRD Camry</a> to dealers. Of course there's the <a href="https://www.wheels.ca/reviews/2023-toyota-gr-corolla-first-drive-review">GR Corolla</a>, too.

But it wasn't hard-core performance that made cars like the 1996-2006 Camry and Corolla so ubiquitous. And gained them a cult-like status with many of my fellow journalists.

It was that they were just so damn good at being cars.

<img class="aligncenter size-full wp-image-175555" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/priprimewheels-7-of-17-scaled.jpg" alt="2023 Toyota Prius Prime" width="2560" height="1707" />

The 2023 Toyota Prius hit the spike on the head, but this Prius Prime drove it all the way home. Toyota has brought back what made it so great in the first place. Even better, great styling and driving enjoyment have come along for the ride as part of that new push.

At its heart, the 2024 Toyota Prius Prime is the same car as the standard Prius. The big difference is that large battery hidden underneath.

The pack is much bigger, too, at least as far as energy is concerned. 13.6 kWh instead of 8.1, though the actual physical volume is largely the same. That battery has been reshuffled so that Toyota doesn't lose cargo space in the transition from Prius to Prime.

<img class="aligncenter size-full wp-image-175552" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/priprimewheels-4-of-17-scaled.jpg" alt="2023 Toyota Prius Prime" width="2560" height="1707" />

The bigger battery feeds a more powerful motor. The old motor produced snores, the new one 161 hp. Pair that with the same 2.0L four as the standard hybrid and you get 220 hp in total.

On electric power, the 2023 Prime can do up to 72 km; 64 km for XSE and XSE Premium, because 19-inch wheels look great but suck down range. It can hit 135 km/h on electric power, and it still has plenty of acceleration even at highway speeds.

Strangely, there is no throttle-pedal kickdown to put you from electric into gas when you're in EV mode. Good for economy, but you'll need a button press to get max power.

When the gas engine is on, you're probably moving at speed. So the engine doesn't add much to the low levels of cabin noise. The four-cylinder and its eCVT have been tweaked so that there's no engine drone the way you might expect in a previous Toyota hybrid.

<img class="aligncenter size-full wp-image-175553" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/priprimewheels-5-of-17-scaled.jpg" alt="2023 Toyota Prius Prime" width="2560" height="1707" />

Prius Prime does give up one perk to the Prius, and that's all-wheel drive. The smaller battery of the standard car leaves room for a motor on the rear axle and Toyota has made AWD standard on that car.

Prime doesn't have the space. If you want an AWD plug-in from Toyota, it will have to be the RAV4.

Run down the battery and the Prius Prime should give you 4.5 L/100 km. That's for the SE, the larger wheels of XSE hurt that figure too, taking it up to 4.9 combined. The figure neatly splits the standard Prius which gets 4.8.

On the road the Prius Prime feels slightly heftier than the non-Prime, but unless you drive the two back to back it's unlikely you'll notice. Or care.

The Prime rides smoothly and drives reassuringly. It's not a sports car, no matter how much Toyota wants you to think its new vehicles are, but it is predictable. A car that does exactly what you want it to with a minimum of fuss, be it a relaxing Sunday drive or a bumper-to-bumper highway grind. Yet another sign that Toyota is back in its groove. Get in, go, and you've suddenly just arrived with a minimum of stress.

<img class="aligncenter size-full wp-image-175562" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/priprimewheels-16-of-17-scaled.jpg" alt="" width="2560" height="1707" />

Inside, the Prius Prime is nearly identical to the standard Prius. It has the same high-mount dash display that sits nicely just below your sightlines. It also has the same 8.0 and 12.3-inch available multimedia screens.

The functional difference is that little EV mode button on the centre console. There's now a button to hold the charge for later if you're on the highway and want to save some electrons for in town.

As far as cosmetic changes, Toyota is seeing red. The silver trim and blue LED light bar (it flashes warnings at you too!) that frame the separation between the upper and lower tiers of the dash are now both red. There are red accents on the Softex seats, too.

<img class="aligncenter size-full wp-image-175560" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/priprimewheels-14-of-17-scaled.jpg" alt="2023 Toyota Prius Prime" width="2560" height="1707" />
Like the standard Prius, there's not much flashy in this cabin. There aren't any materials or details trying to convince you it is a luxury car. Instead, its dependable feeling and looking plastics arranged in a way that is practical and easy to use. The high-end appliance comparison sticks.

The cosmetic changes on the outside of the Prime are even less noticeable. The hatch gets a Prime badge in a neat vintage-style script and the opening in the nose has silver trim. The trim is almost impossible to spot on a silver car, and since most of them likely will be silver (and not the wonderful optional Maximum Yellow), it makes spotting a Prime even tougher.

Prius Prime suffers from the same confined cabin as the standard car. Headroom, especially in the rear, is much lower than the previous generation. This is going to be a problem for your Uber or Lyft driver (or you as the passenger) and approximately zero other people.

<img class="aligncenter size-full wp-image-175559" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/priprimewheels-13-of-17-scaled.jpg" alt="2023 Toyota Prius Prime" width="2560" height="1707" />

Cargo space didn't change when Toyota added the bigger battery. 574 L of space with the seats up and 756 with them folded. No, folding the seats doesn't really make for much more room. The space with the seats up is also short in height, more like a sedan that you open from above than a hatchback.

Canada gets two grades of Prius Prime, SE ($37,990) and XSE. SE has the smaller screen and wheels, but it still has heated front seats and a heated wheel, six USB-C ports, wireless Apple CarPlay and Android Auto, and Toyota Safety Sense 3.0.

XSE ($42,990) adds a fixed glass roof, Softex faux leather, smart key, wireless phone charging, and the bigger 12.3-inch screen. Buyers can also add a Premium package to XSE to get ventilated front seats, heated rears, driver seat memory, parking assist, and JBL audio. The Premium package also lets you use your phone as your key and comes with a camera display in the rear view mirror.

Toyota's latest infotainment system has been around for a couple of years now and it remains one of the best around. Smooth and intuitive voice control functions, responsive screens, and crisp graphics all make for an excellent package.

Prius Prime comes standard with Toyota Safety Sense 3.0. Toyota's latest version has a pre-collision system, full-speed adaptive cruise, lane tracing, road sign assist, and countless other acronyms designed to make driving less stressful. It also comes standard with blind spot monitoring, one handy bit of kit Toyota has previously held back for only the top trims.

Toyota has enhanced TSS 3.0 as well. The Prime adds an emergency driving stop system that can monitor driver inputs. If it thinks you're not responsive, it can bring the vehicle to a safe stop.

It also offers Traffic Jam Assist which can drive hands-free in heavy traffic under 40 km/h. This one requires a subscription service, though there is a free three-year trial on XSE and higher.

<img class="aligncenter size-full wp-image-175551" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/priprimewheels-3-of-17-scaled.jpg" alt="2023 Toyota Prius Prime" width="2560" height="1707" />

If you want telematics, Prius Prime has Service Connect with personalized maintenance updates for up to 10 years, as well as Safety Connect with emergency assistance and automatic collision notification. That one too is free for up to 10 years and a fee after. Lastly, Remote Connect which includes smart services like remote start through your phone comes with a three-year trial.

The 2023 Toyota Prius Prime is good at just about everything, and, frankly, tough to find fault with. That's the Toyota that we used to know. The Toyota that built a car you could drive home and then largely ignore until you woke up one morning and decided you wanted a new one. Not because there was a problem, but because it was finally time for a change.

Prius Prime sips fuel, has excellent ergonomics and build quality. It’s even good to look at. The biggest problem for anyone looking to buy one is probably going to be finding one. Toyota has spent the last two years unable to meet demand for its vehicles even as plants are running all-out to try and keep up.

The 2023 Toyota Prius Prime is going to be the next hot ticket, and that could mean long lines. If you're already a Toyota customer, though, you probably won't mind the wait. Your current kitchen is working perfectly, you're just ready for one that's newer and more efficient.
<h3>2023 Toyota Prius Prime</h3>
BODY STYLE: compact five-door liftback
DRIVE METHOD: Front-engine plug-in hybrid.
ENGINE: 2.0-litre inline-four; 150 hp @ 6,000 rpm, 139 lb-ft @ 4,400 rpm
MOTOR: Front 161 hp
System Total: 220 hp
FUEL ECONOMY: (Regular gasoline) 4.5 L/100 km city / highway / combined (SE)
ELECTRIC RANGE: 72 km (SE)l 64 km (XSE, XSE Premium)
OBSERVED FUEL ECONOMY: 2.5 L/100 km
CARGO VOLUME: 574 litres
PRICE: SE $37,990, XSE $42,990, XSE Premium (as tested) $46,990. Plus destination, taxes, and fees

2023 Toyota Prius Prime First Drive Review

IMG_0482

For its mid-cycle refresh, the 2024 Polestar 2 has had its motor moved from the front to the back, transforming a front-wheel drive car into a rear-wheel drive car. That’s not something you see every day. You can, of course, opt for a more powerful dual-motor AWD model ($62,050) but it’s the “new” RWD ($54,950) version that will give you the most range to the tune of 516 km versus the dual-motor’s 444 km.

Styling-wise, the main attraction for 2024 is the addition of a new 20” two-tone Y-spoke design for the top Performance Pack trim, as well as the removal of the faux grille up front. That’s been replaced by what Polestar calls a “SmartZone” panel, a body-coloured item that is home to the parking and adaptive cruise control sensors. It’s interesting that they aren’t trying to hide these as is so often the case and while it can be a little alien-looking, it is unique and it’s not like folks don’t know these exist.

Otherwise, the Polestar 2’s exterior is more restrained than the BMW i4 and the Mercedes EQE sedan and when you consider that it gets its own version of the “Thor’s Hammer” DRLs seen on Volvo products, it does sit perilously close to the S60 sedan in terms of styling. That image, however, is somewhat dissolved by the fact that the 2 is a hatchback (with over 1,100 litres of cargo space), and it has a somewhat more aggressive profile as a result.

<img class="aligncenter size-full wp-image-177607" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/IMG_0446.jpg" alt="2024 Polestar 2" width="2000" height="1333" />

Inside, the airiness provided by the optional fixed glass roof is nice, but not having a sunshade of any kind is a big no-no. It also gets three seating surfaces to choose from – textile, wetsuit-like “Weave Tech”, and sustainably sourced leather from Bridge of Weir in Scotland. The “Textile” material is vegan, while the leather is as sumptuous as it sounds. I’m a big fan of the Weave Tech choice, however, as it is more durable and has great heat regulation while still remaining comfortable and non-abrasive. Heated front seats are standard on all trims while upgrading to leather gets you ventilated front seats and heated rears.

Being of the Volvo family, the front seats are properly supportive and comfortable, but the rears will leave even medium-sized adults wanting more. It’s nice that the cushions are so thick, but the extra volume they take up has to be found somewhere, and that somewhere is in rear headroom. What no one will complain about, however, is just how well-fastened it is inside. Since the dash is basically made up of a single 11.2” vertical display with few other controls, it’s a low-clutter space and the lack of moving parts or panel gaps has added to that feeling of solidity.

<img class="aligncenter size-full wp-image-177617" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/IMG_0488.jpg" alt="2024 Polestar 2" width="2000" height="1333" />

Google built-in comes as standard – it basically turns your infotainment system into a Google phone -- but a host of previously optional features have been made standard for 2024, including a 360-degree parking camera, wireless charging, blind spot system, and cross-traffic alert as well as auto-dimming mirrors on both sides. Adaptive cruise control remains part of the Pilot tech package.

It’s a comprehensive list but one issue that’s been present for some time on both Polestars and Volvos, however, is the need to navigate a few text-heavy menus to activate your brake regeneration level, climate control, and so forth when a single hard button would be nice. It’s an improvement over older Volvos for sure, but I would have liked to see them push the envelope a little more here.

<img class="aligncenter size-full wp-image-177612" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/IMG_0469.jpg" alt="2024 Polestar 2" width="2000" height="1333" />

Power from the dual-motor car is rated at 421 horsepower (455 with the Performance Pack) and a stump-pulling 546 pound-feet of torque, while the rear-wheel drive version makes do with 299 hp and 361 lb-ft. Those aren’t small figures necessarily, but I say “makes do” because at over 2,000 kilos, the Polestar 2 is heavy and the steering is just a little on the lazy side. You can adjust the steering weight through those finicky menus, but I didn’t feel a huge difference between the three different levels – until I moved to the RWD car. It’s the more involved piece. It’s lighter, almost feeling like it’s the more performance-oriented model even though the dual-motor has all that extra power. It just felt so much more car-like in the traditional sense with less of that disconnected feel you get when driving so many EVs today. Add the great range it gets (helped along by three levels of brake regeneration, including an “off” setting), and you have a package that’s full value even with the lower power figures.

You do feel that dearth of power when accelerating up a hill or at higher speeds. The dual-motor Performance Pack car definitely earns top trumps there. There are many that will appreciate the extra power it brings. They’ll also appreciate the uprated brakes and suspension the Performance Pack provides – the braking is especially notable because when it comes to power regeneration through braking, getting good brake feel is often a challenge and they’ve aced it here.

<img class="aligncenter size-full wp-image-177618" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/IMG_0500.jpg" alt="2024 Polestar 2" width="2000" height="1333" />

What I’m unsure of, however, is how many will look at the range figures vs. the power figures and opt for the car that provides the best of the former as opposed to the latter. After all, even with the power made by the dual-motor, the Polestar 2 never really feels like a performance EV – but with the RWD, there’s that je ne sais quoi that makes it so it doesn’t require big power to feel like a more committed drive. In this rare instance, I think I’ll have the less-powerful model.
<h3>2024 Polestar 2</h3>
BODY STYLE: Four-door electric sedan

DRIVE METHOD: single or dual motor/rear- or all-wheel drive
ENGINE: Permanent magnet synchronous/asynchronous

CONSUMPITON Le/100 KM CITY/HIGHWAY/COMBINED single motor: 1.9/2.2/2.0

CONSUMPITON Le/100 KM CITY/HIGHWAY/COMBINED dual motor: 2.1/2.4/2.2
TRANSMISSION: 1-speed automatic

CARGO CAPACITY: 1,130 litres

WEBSITE: <a href="https://www.polestar.com/en-ca/polestar-2/">Polestar 2</a>

2024 Polestar 2 First Drive

IMG_8531

You’re coming around a bend, and all of a sudden, you’re dropping into a downhill left-hand sweeper that feels like the first half of the famous “Corkscrew” at WeatherTech Raceway Laguna Seca. Next, you’re around a right-had sweeper that may remind you of turn 1 at Mosport and then it’s up towards a blind crest with a left-hand kink that recalls a number of similar turns at Virginia International Raceway or Mid-Ohio.

All the while, you and the car are so in sync that while you only vaguely recall these corners, you feel like they are conquerable because the suede-clad wheel you have in your hands is connected to one of the most supreme track-special efforts we’ve seen from a manufacturer that knows a thing or two about building race cars and track specials.

While this all may seem like an Inception-style fever dream – you know, not sure where you came from, not sure where you’re going—it’s not. This is Area 27 Motorsport Park in British Columbia, Canada, a glorious stretch of tarmac surrounded by the vineyards and sprawling estates of the province’s Okanagan wine region. It is a world-class facility designed by none other than triple-crown winner Jacques Villeneuve. If that name and the number “27” seem familiar, it’s because they are; that’s the number Jacques’ late father, Gilles, used for his Ferrari F1 racer throughout the ‘70s and early ‘80s. A stylized image of his car sits above the bar in the facility’s social hall, while watercolours of him along with other greats such as his Ferrari teammate Alain Prost, Stirling Moss, and Jackie Stewart can be found sprinkled all over the facility’s walls. It’s not quite a shrine, but the dedication is obvious.

<img class="aligncenter size-full wp-image-177475" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_8532.jpg" alt="2024 BMW M3 CS" width="2000" height="1333" />

<img class="aligncenter size-full wp-image-177470" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_8455.jpg" alt="2024 BMW M3 CS" width="2000" height="1333" />

You know what else is obvious? The BMW M3 CS we’re here to sample. The bright Signal Green paint, carbon roof and mirrors, lightweight gold wheels and of course the yellow-tinted DRLs leave little to the imagination. It may not have the carbon trunklid or rear seat delete that its M4 CSL twin does, but there’s no question that the intentions of this particular M3 are just that: hardcore.

Inside, the theme continues with microfibre suede and carbon draped over pretty much everything, and top-drawer leather over the rest. The red band atop the steering wheel is an indicator that this is something special whether the car’s switched on or off, while the iDrive infotainment system’s specialized M displays (which allow you to pair your preferred chassis and powertrain settings with two wheel-mounted M buttons) are a great window to the performance underhood once you fire up the CS’ TwinPower turbo 3.0-litre inline-six. I also love the real carbon fibre finish on the shift paddles, which are almost magnetic in their response.

<img class="aligncenter size-full wp-image-177471" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_8462.jpg" alt="2024 BMW M3 CS" width="2000" height="1333" />

Speaking of underhood; more than just the power within, the ultralight carbon hood also shrouds an engine bay filled with strut tower braces and other chassis reinforcements. It all points to this CS being a performance sedan that should be taken very seriously not just as an on-road wizard, but a car that feels at home on-track, too.

While underneath all that aerodynamic addenda and bright paint the CS is still a saloon car with four doors, that’s where the similarities with any other 3 Series – M3 Competition included – end. Power has been bumped to 543 horsepower and 479 pound-feet of torque, up from 503 hp on the M3 Competition, though the torque figure remains the same. When set to its most aggressive settings, acceleration from stop is intense to the tune of 3.4 seconds to 100 km/h and just over 11 seconds to 200 km/h, which is absolutely manic. And the noise and touring car-like drama associated with the M3 CS makes for quite the event. The CS feels unlike any M3 before it, including the V8-powered M4 GTS. Which, by the way, was slower to the 100 km/h mark by about a second.

So you’ve gotten yourself to over 200 km/h on the long straight after turn one, and now it’s time to rein things in, which is where the CS really starts to strut its stuff.

<img class="aligncenter size-full wp-image-177477" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_8542.jpg" alt="2024 BMW M3 CS" width="2000" height="1333" />

<img class="aligncenter size-full wp-image-177472" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_8474.jpg" alt="2024 BMW M3 CS" width="2000" height="1333" />

The standard xDrive AWD system will shuffle power to wherever you need it, on-the-fly. If you really want to go all-out, you can lock out the front wheels and have it drive as a RWD car, but you do sacrifice traction, so the drifts are going to get a little leerier if you don’t watch it. I left it in AWD mode; the power delivery is such that it never gets in your way, and you will be faster on the track in that configuration.

We had the $10,900 ceramic brake option on our car and the stopping power is phenomenal, allowing the driver to focus on the track ahead, nail turn entries, apexes and exits and get on with it. It’s fantastic; the power of the brakes allows more focus on steering inputs, which are met with a response more akin to what you might find in a GT3. The nose goes precisely where you want it to with the more aggressive drive modes (or traction settings) allowing the tail to follow suit with just a little bit of slip right behind you. All the while, the comprehensive suspension tuning and chassis reinforcement keeps everything nice and neutral, the sticky Michelin Pilot Sport Cup 2 rubber providing the kind of grip you’d expect for a car that’s a cage away from going racing.

The M3 has always been a car that punches above its weight class but this is another level for the model. The main takeaway was just how similar it felt to much more track-based specials such as the 911 GT3, or a track pack-equipped Chevrolet Camaro SS 1LE. I wasn’t ready for that, but a few minutes in, and it felt perfectly natural.
<h3>2023 BMW M3 CS</h3>
BODY STYLE: Four-door performance sedan

DRIVE METHOD: front-engine/all-wheel drive
ENGINE: 3.0-litre inline six-cylinder, 543 hp, 479 lb-ft of torque

FUEL ECONOMY CITY/HIGHWAY/COMBINED: 14.6/10.5/12.7 L/100km

TRANSMISSION: 8-speed automatic

Cargo Room: 480 litres

Base MSRP: $148,000

WEBSITE: <a href="https://www.bmw.ca/en/all-models/m-series/m3-sedan/2023/bmw-3-series-sedan-m-automobiles-overview.html">BMW M3 CS</a>

&nbsp;

Track Test Review: 2024 BMW M3 CS

2024 Porsche 718 Boxster RS

The Porsche 718 Boxster Spyder RS is the latest – and the last – version of Porsche’s mid-engine sports car before going fully electric for the next generation. What we have here is a curtain call, and what a curtain call it is.

In simple terms, the Spyder RS – that’s Spyder with a “y”, because that’s how the Germans do it—is the drop-top version of the <a href="https://www.wheels.ca/reviews/can-you-daily-drive-a-2022-porsche-718-cayman-gt4-rs">Cayman GT4 RS</a>, but it’s a little more complicated than that.

“A roadster has to have maximum lightness, maximum power, purity, and speed,” said Andreas Preuninger, head of Porsche GT vehicles.

Basically, the GT4 is a track car and Preuninger vehemently states that the Spyder RS is not. “It was not developed to be quick on the track,” he said. “We set the car up to use it on the road.” Never mind the fact it has a racecar engine and the last time we saw the words “RS” and “Spyder” on a Porsche, it was attached to a Le Mans class-winning racer.

<img class="aligncenter size-full wp-image-177303" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_9622.jpg" alt="2024 Porsche 718 Boxster Spyder RS" width="2000" height="1333" />

With all that in mind, Porsche has softened the Spyder’s springs a little and modified the electronic power steering.

Don’t think that means anyone should be levelling the “grand touring” title at this particular Boxster, however. The dampers are firm and there are ultra-sticky Michelin Pilot Sport Cup 2 tires and ultra-aggressive sports seats (softer items are a no-charge option), and that’s before we even get to the powertrain, which is absolutely ballistic. As in: revving to 9,000 RPM ballistic. If that sounds race car-like, that’s because it uses the same 4.0-litre naturally-aspirated flat-6 used by the Porsche 911 GT3 Cup Car.

In this form, it makes 493 horsepower and 332 pound-feet of torque, sent to the rear wheels – obviously – via a 7-speed PDK dual-clutch automatic transmission with a paddle-activated manual mode. That’s the only transmission choice; Porsche doesn’t make a manual gearbox that can handle the torque of that high-revving engine in a mid-engine configuration. It’s just the way the cookie crumbles, but it doesn’t take long behind the wheel of the Spyder RS to forget the cookie completely.

<img class="aligncenter size-full wp-image-177301" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_9602.jpg" alt="2024 Porsche 718 Boxster Spyder RS" width="2000" height="1333" />

Actually, just looking at it makes you forget the cookie completely. The double-bubble rear canopy and roll hoops should be the most eye-catching features, but then you see the wheels and the aero fins ahead of those, as well as the extended ducktail rear spoiler. There’s too much to look at to name one single highlight. Even the front splitter – which has been reduced over that of the GT4 – still looks the business. The RS Spyder is hunkered down and purposeful and it very well may be the best-looking car you can get on the market today, anywhere.

The Weissach package costs an additional $14,350 (one of the only major options, along with ceramic brakes) and for that, you get carbon fibre wing mirrors, air intake blades and seatbacks, a partially exposed carbon fibre hood, and the option to select lightweight wheels and exhaust tips from the 911 GT2 RS-based 935 track special. Most of that makes for some good additions, but the exposed carbon fibre hood is a little much for my taste, looking a little too aftermarket considering the rest of the styling package. Not to mention that even without all that, the Spyder RS weighs in at just 1,410 kg, which is 40 kg less than a PDK-equipped Spyder and less even than the GT4. You can thank the aforementioned body panels for that, as well as other weight-saving measures such as nylon door pulls and a single-layer soft top.

<img class="aligncenter size-full wp-image-177288" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_9529-1.jpg" alt="2024 Porsche 718 Boxster Spyder RS" width="2000" height="1333" />

Let's just get this out of the way now: the soft top is a pain to install. It takes in and around 10 separate steps to deploy or stow, and comes in two pieces: the “hood” (read: roof) and the rear wind protector. You can leave the latter off, however, and get similar protection from the elements but still; it is quite the task and Porsche knows this, which is why they went so far as to suggest how much more weight you’d be saving – about 10 kilos – if you just left it behind. It’s called “Spyder”, after all, and should be driven as such. Who says the Germans don’t have a sense of humour?

Speaking of the Germans; they may be best known for their de-restricted autobahnen, but to forget that there’s a dizzying network of fantastic b-roads winding their way through the country that, as a driver, should not be missed. We spent our time in the Swabian Alps region outside of the Porsche mothership in Stuttgart, and to experience a car like this on roads like these is to experience a driving revelation that tattoos itself on one’s memory.

The roads wind their way around switchbacks, through valleys, and through towns along glassy-surfaced roads that are technically two lanes, but you wouldn’t know it because there’s no centre line.

<img class="aligncenter size-full wp-image-177299" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_9569.jpg" alt="2024 Porsche 718 Boxster Spyder RS" width="2000" height="1333" />

<img class="aligncenter wp-image-177300 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_9596.jpg" alt="2024 Porsche 718 Boxster Spyder RS" width="2000" height="1333" />

Indeed, the Spyder RS was born for roads like these. The chassis is so perfectly balanced and the steering so direct, corners can be entered with a furiousness few cars can match and then exited quickly thanks to the zero-inertia power delivery of the flat-6. “Addictive” doesn’t even begin to describe it; “ethereal” is probably more apt.

You knew the handing was going to be top drawer, though. The lightweighting, the sticky tires, the adaptive suspension all point to that. Which is why the most surprising part of the drive was actually its performance on straights. The PDK is whip-snap quick and the motor revs so freely that the noise – you haven’t lived until you’ve revved an open-top sports car to 9,000 ear-splitting RPM—coupled with the wind in your hair and the blurring of the scenery makes that aspect of the drive nearly as surreal as the handling, if not more so.

Which, in the end, means that the whole experience is surreal. Cars like this are one in a million, really, and they should be celebrated because they are the pinnacles of automotive engineering and design. The numbers are spectacular, but to focus too heavily there and to use your mind’s bandwidth for that would be to miss the very essence of what they represent: that thrill of tackling an open road in a car destined for greatness.

Greatness does come at a cost, of course; it’s $188,800 to start, or a clear 78 grand over a GTS 4.0, which can be had with a manual. But this is the last gas-powered 718, and to get a chance to own one is worth its weight in gold.
<h3>2024 Porsche 718 Boxster Spyder RS</h3>
BODY STYLE: Two-door performance convertible

DRIVE METHOD: mid-engine/rear-wheel drive
ENGINE: 4.0-litre flat six-cylinder, 493 hp, 332 lb-ft of torque

FUEL ECONOMY CITY/HIGHWAY/COMBINED: N/A
TRANSMISSION: 7-speed dual-clutch automatic

Cargo Room: 125 litres (front), 120 L (rear)

Base MSRP: $188,800

WEBSITE: <a href="https://www.porsche.com/canada/en/models/718/718-spyder-rs/">Porsche 718 Boxster Spyder RS</a>

&nbsp;

2024 Porsche 718 Boxster Spyder RS First Drive Review

2024 Mercedes-Benz E-Class_front 3-4 profile

VIENNA, Austria – Although its appearance may not scream it, the all-new 2024 Mercedes-Benz E-Class is, arguably, the most important car the Stuttgart automaker has launched in a period that has seen a flood of new models hit the market.

The E-Class, with a lineage stretching back more than 75 years, is one of the best-selling Mercedes models of all time, but the 2024 model also has the distinction of being the company’s last new model to be built on an internal combustion engine (ICE) platform.

Hence, it’s a car that serves as a line of demarcation, as Mercedes moves from ICE to pure electric propulsion. In press materials, the company describes it as, “a bridge between tradition and digitalization.”

<img class="aligncenter size-full wp-image-177269" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_E0551-scaled.jpg" alt="2024 Mercedes E-Class " width="2560" height="1440" />

The new E-Class will be offered in a wide array of global variants, including several plug-in hybrids (and a wagon!), but none will be sold on this side of the Atlantic. Instead, North America’s E-Class range will consist of ICE-only sedans with 48-volt mild hybrid assist.

Two models will begin arriving near the end of the year: a four-cylinder turbo 350 E (255 hp / 295 lb-ft.), and an inline six-cylinder turbo 450 E (375 hp / 369 lb-ft.). Both will be paired with nine-speed automatic transmissions and 4MATIC all-wheel drive.

Dimensionally, the new E-Class has a wheelbase that is two centimetres longer than the outgoing model, which delivers more interior space for all passengers.

Visually, the new E-Class has long, limousine-like proportions, with a short front overhang and a long hood that pushes the cabin further back, in what Mercedes calls “cab-backward” design. Long rear overhangs emphasize a sleek stance that has a smooth and slippery side profile.

<img class="aligncenter size-full wp-image-177264" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/2024-Mercedes-Benz-E-Class_side-profile-scaled.jpg" alt="2024 Mercedes E-Class " width="2560" height="1440" />

Up front, new LED headlights, a power dome hood, new air intakes and a large black and chrome-trimmed grille give the E-Class a more aggressive appearance. Both Canadian-spec models will come with standard AMG styling cues, including the grille design which includes many small three-pointed stars flanking a large one in the centre.

Canadian wheel options are also of the AMG variety (21-inchers shown), and black trim, such as front air intakes are standard kit. Of note, the stand-up hood ornament will not be offered here, so we’ll have to make do with a flat hood badge.

A new LED taillight design wraps into the car’s corners with elements that are in the shape of the three-pointed star. Dual silver-trimmed exhaust finishers housed in a black diffuser insert add to the car’s AMG look and feel.

<img class="aligncenter size-full wp-image-177256" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/2024-Mercedes-Benz-E-Class_dashboard-centre-console-scaled.jpg" alt="2024 Mercedes E-Class " width="2560" height="1440" />

Inside, the E-class is a real tour de force, with a list of technological innovations as long as one’s arm. The showstopper in the new E-Class cabin is the MBUX Superscreen a feature that, as the name suggests, is a dashboard-covering digital glass panel that incorporates a large central multimedia touchscreen and a 10.25-inch unit for the passenger. The Superscreen shown here is optional in Canada, but the standard floating 14.4-inch multimedia touch panel is nothing to sneeze at.

The Superscreen, which is a part of Mercedes’ new digital infrastructure, is something to behold. The central multimedia touchscreen impresses with its pin-sharp resolution and remarkable map detail, but the passenger screen has its own innovations. For example, if the driver attempts to look at it the screen dims to reduce distraction.

The display itself offers a variety of functions, including navigation, games, music, and video streaming. Even though I was in Austria, several CNN clips were available, and I even watched a trailer for The Batman, dubbed in German, while riding along as a passenger.

<img class="aligncenter size-full wp-image-177268" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_E0446-scaled.jpg" alt="2024 Mercedes E-Class " width="2560" height="1440" />

As for the new digital infrastructure, it’s advanced stuff. Essentially, it’s more software-driven, which means that computing functions that were once separate are now controlled by a single processor in a powerful central computer. All screens, including the 10.25-inch configurable instrument cluster, have centralized control, with the main advantage being faster data transmission. The new E-Class is also 5G-enabled, which works in conjunction with a third-party data provider.

Other tech-related features of note include the presence of a dash-mounted selfie camera, which can be used to conduct remote Webex meetings. Webex is one of several apps that will be available for the central multimedia display at launch. Others include Angry Birds, TikTok, and web browser Vivaldi.

The new E-Class will also be available with Active Ambient Lighting with Sound Visualization that changes the light display based on the beats and rhythms of the music being played.

Voice controls have also been updated, so that when the “Just Talk” function is enabled, the “hey Mercedes” prompt is no longer needed. Artificial intelligence (AI) is also being deployed to learn patterns for features that are used repeatedly, such as ambient lighting and climate settings. Mercedes aims to use AI to automate these functions into pre-selected “routines” that users can choose from, or they can create their own.

<img class="aligncenter size-full wp-image-177270" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_E0556-scaled.jpg" alt="2024 Mercedes E-Class " width="2560" height="1440" />

So, the new E-Class has loads of impressive new technology but how does it drive?

Splendidly.

I spent about half a day driving a 450 E tester on local roads and highways, including the Autobahn, in and around Vienna, and come away impressed with the car’s level of refinement, performance and general driving dynamics.

The turbo inline-six works in conjunction with an integrated starter-generator (ISG), to give the E-Class a boost of mild hybridization. The ISG uses a new battery, which has increased the output of the electric motor from 15 to 17 kW, with torque output rated at 148 lb-ft.

In practice, this electrified boost helps the E 450’s acceleration from rest, and for inevitable highway merging and passing. The torque curve of the turbo inline-six is quite flat, with peak torque beginning at just 1,800 rpm, so the ISG delivers power in the meat of the powerband while also delivering improved fuel efficiency. It should also help with cold weather starting in our home and native land.

My E 450 tester delivered a smooth and quiet ride that often felt like gliding. Sport mode makes the engine growl a bit louder, along with requisite sharper throttle response and higher engine revs, but only by a degree. The car can be quite fast, but it’s also a very pleasant cruiser.

<img class="aligncenter size-full wp-image-177266" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_E0435-scaled.jpg" alt="2024 Mercedes E-Class " width="2560" height="1440" />

In sum, the E-Class remains the automotive equivalent of a custom-tailored suit. Everything is precisely assembled and works together seamlessly including the car’s finely crafted cabin, which I didn’t touch on, but the photos speak for themselves. It is as comfortable as it appears.

This is a time of great change for the automotive industry as carmakers, including Mercedes-Benz with its EQ lineup, shift from internal combustion towards an electric future. More than 16 million E-Classes since 1946, and this one, the last in a long line of internal combustion engine cars, is a fitting tribute to that legacy.

The 2024 Mercedes-Benz E-Class will begin arriving in late 2023. The E 450 will arrive early next year, Pricing and fuel consumption will be announced closer to launch. 

2024 Mercedes-Benz E-Class

BODY STYLE: premium mid-size sedan
DRIVE METHOD: Front-engine, all-wheel drive, 9-speed automatic transmission
ENGINE: 3.0-litre turbocharged inline six-cylinder w/ 48-volt mild hybrid system (375 hp / 369 lb-ft.)
FUEL ECONOMY: TBA
CARGO VOLUME: 540 litres (19 cu ft.) 
PRICE: TBA
WEBSITE: <a href="http://www.mercedes-benz.ca">www.mercedes-benz.ca</a>

2024 Mercedes-Benz E-Class First Drive Review

DSC04736

Faroe Islands – Few places on earth can match the rugged beauty of the Faroes, an island archipelago in the North Atlantic about 200 km north of Scotland. Rare sunrays peeking through thick layers of perpetual cloud cover paint the landscape in a vibrant green. Wiry ribbons of road carved into the cliffs straddle the coast and climb up through grass and lichen-covered mountains with bottomless drop-offs and few guardrails.

Being able to drive here is a remarkable experience. It’s eerily quiet. Just like the camouflaged Audi Q6 e-tron that I’m in. Only a few bleats from the many sheep that call the Faroes home disturb the crisp polar air.

A delivery van, one of the few vehicles we encounter on the road, stops when he sees our group. He likes what he sees. “I want one just like this,” he says, pointing at the purple and red wrap covering the Audi. “It’s a prototype, but maybe if you ask nicely,” I tell him with a grin motioning over to the Audi engineers standing beside me.

<img class="aligncenter size-full wp-image-177186" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/DSC04783-scaled.jpg" alt="audi q6 etron prototype" width="2560" height="1707" />

<img class="aligncenter size-full wp-image-177141" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/AudiQ6etronFAEROER165.jpg" alt="Audi Q6 e-tron prototype" width="2048" height="1366" />

The Faroes are an unlikely place to test a car, but the rules and regulations of driving a prototype meant it was one of the few places a drive like this would have even been possible. Take the word “prototype” here with a grain of salt. These cars are basically complete with just some final testing and fine-tuning left.

The new Q6 e-tron, when it’s revealed later this year will slot in between the Q4 and <a href="https://www.wheels.ca/reviews/2024-audi-q8-e-tron-first-drive-review">Q8 e-tron</a>. It’s the first EV from Audi based on the new Premium Platform Electric (PPE), a joint venture between Audi and Porsche. It will also underpin the Porsche Macan EV and the new Audi A6 e-tron.

The Q6 e-tron is larger than a BMW X3 but not as big as a <a href="https://www.wheels.ca/reviews/2023-bmw-ix-m60-review">BMW X5 or iX</a>. It will compete directly with the new <a href="https://www.wheels.ca/reviews/2023-mercedes-benz-eqe-suv-first-drive">Mercedes EQE SUV</a> but will probably be cross-shopped with the Tesla Model Y, and <a href="https://www.wheels.ca/reviews/2023-lexus-rz-450e-first-drive">Lexus RZ</a>.

PPE uses an 800 V architecture with charging speeds of up to 270 kW. Audi claims the 100 kWh battery pack can regain 250 km of range in just 10 minutes when using a capable DC fast charger. A fully charged battery pack is good for 600 km of range on the European WLTP test cycle. Expect less when it’s subjected to U.S. EPA testing.

New oil-cooled electric motors are less dependent on rare-earth metals and feature hairpin windings for increased energy density. These motors are smaller and also cheaper to make.

Our time was split between the SQ6 e-tron and the less powerful Q6 55 e-tron. Both are dual motor with the primary motive force coming from the rear axle motor. The Q6 55 will produce about 382 hp, while the SQ5 will make 482. They will be quick with the SQ6 able to sprint from 0-100 km/h in 4.5 seconds.

<img class="aligncenter size-full wp-image-177135" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/AudiQ6etronFAEROER072.jpg" alt="Audi Q6 e-tron prototype" width="2048" height="1365" />

<img class="aligncenter size-full wp-image-177132" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/AudiQ6etronFAEROER067.jpg" alt="Audi Q6 e-tron prototype" width="2048" height="1366" />

Stitching the islands together are miles of perfectly smooth tarmac and kilometres of undersea tunnels. The tunnels are impressive feats of engineering and boast the world’s only underwater roundabout.

Audi’s goal was to meld its core DNA into the Q6 e-tron. An Audi should be comfortable to drive over long distances but still feel connected and precise without going overboard in any category. All the Audis we drove were equipped with air suspension, which will be available on both models. The ride was controlled and comfortable but that was on smooth Faroese roads. The steering could have been slightly heavier but it delivered more feel than I expected. It was easy to place the Audi on the narrow one-lane roads without bumping into one of the local sheep lurking around the many blind corners.

The brakes were particularly good and felt very natural for an EV. You can lean on the pedal harder now without activating the friction brakes and the transition from regenerative to hydraulic braking was barely perceptible. Drop the transmission into “B” for braking and the SQ6 offers a true one-pedal driving mode. When not using one-pedal, paddles behind the steering wheel can toggle through three levels of regenerative braking.

<img class="aligncenter size-full wp-image-177188" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/DSC04786-scaled.jpg" alt="audi q6 etron prototype" width="2560" height="1707" />

The SQ6 accelerates with enough force to push you back into the seat. Dynamic mode offers instant throttle response and the firmest steering. Both the 55 and SQ6 felt similar in terms of ride and handling and both handled the sinewy Faroese roads exceeding well. These electric crossovers were actually fun to drive. They were also cathedral-silent inside, with almost no electric motor whine even under heavy acceleration, a benefit of those new motors and something Audi is very proud of.

The dashboard was completely covered during our drive and Audi didn’t want us peeking. Only a small section of the driver display was visible, enough to see our speed and range. I averaged 22 kWh per 100 km with the SQ5 and 19.8 kWh with the Q6 55, both good figures for a luxury crossover, especially with temperatures hovering around 9 degrees Celsius.

The Faroes were epic and the new Q6 e-tron, even in prototype form, is easily Audi’s best EV effort yet. We look forward to testing the production-ready Q6 e-tron when it’s revealed later this year.
<h3>Next generation lighting</h3>
Audi has always been a leader in lighting tech, creating many firsts including LED DRL lighting signatures that are now used by nearly every manufacturer in some form. The new PPE platform allows them to push this concept further than they have before. The daytime running lights on the Q6 e-tron house 61 OLED segments per side for a total of 122 individually controllable segments, each one resembling a tiny polygon. This gives drivers the possibility of choosing from 8 different lighting signatures either through the MMI system or the myAudi app.

<img class="aligncenter size-full wp-image-177145" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/A234101_medium-scaled.jpg" alt="Audi Q6 e-tron prototype" width="2560" height="1707" />

The taillights have an animation mode made possible by controlling individual segments and they can generate a new image every 10 milliseconds. Each OLED segment also interacts with each other so that the overall image does not differ in luminous intensity.

These taillights can communicate an accident or hazard ahead to motorists using a warning triangle animation. They can even warn cyclists that the driver is about to open the door and many of these functions will be controlled automatically.

Unfortunately draconian lighting rules in North America, specifically one that mandates “steady burning” of taillights will prevent much of this lighting tech from coming here, which is a bummer.

Audi Q6 e-tron Prototype First Drive Review

2024 Atlas Cross Sport main header

SAUGERTIES, N.Y. – Volkswagen, the German auto giant that was car-centric as recently as 2013, is now firmly focused on SUVs, and there’s no better example of this sea change than the Atlas.

A three-row, seven-seater built at Volkswagen’s sprawling plant in Chattanooga, Tennessee, the Atlas has become the company’s standard-bearer in North America

Since arriving in the summer of 2017, the Atlas and its five-seat Atlas Cross Sport sibling introduced in 2020, have sold a staggering 564,000 units across North America to date, including 62,000 in Canada. It is now one of the best-selling three-row SUVs, so these updated models are important to say the least.

<img class="aligncenter size-full wp-image-177114" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/IMG_E0971-scaled.jpg" alt="2024 Volkswagen Atlas" width="2560" height="1440" />

To reset, both Atlases are built on Volkswagen’s MQB (modular transverse matrix) platform, which underpins all gas-powered models. While both 2024s are virtually the same size as their predecessors, there’s a significant powertrain change. The VR6 (3.6-litre V6) has been dropped, leaving just the EA888 2.0-litre turbocharged four-cylinder, which is an updated version of the same engine found in the Golf GTI, as the only Atlas powerplant available.

As for output, the 2.0-litre turbo four produces 269 horsepower and 273 lb-ft. of torque. For reference, the outgoing VR6 produced slightly more horsepower (276), but less torque (266). The remainder of the powertrain is unchanged: 8-speed automatic transmission and standard 4Motion all-wheel drive.

Regarding exterior design, Volkswagen is throwing a lot at the ’24 Atlas. Up front, both cars receive new front-end styling which includes a wide chrome four-bar grille, and new LED headlights with an Adaptive Front-lighting System (AFS). LED daytime running lights wrap around the headlights and connect to an illuminated light bar above a lit VW logo.

<img class="aligncenter size-full wp-image-177115" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/IMG_E0987-scaled.jpg" alt="2024 Volkswagen Atlas" width="2560" height="1440" />

A new front fascia with redesigned air intakes is further differentiated on the Cross Sport, which receives gloss black trim and a black X design element like the one on its compact Taos sibling.

At the rear, both cars receive a longer roof spoiler, an illuminated light bar and VW logo, while the Cross Sport has a redesigned diffuser insert as a means of differentiating it from the Atlas. New wheel designs, ranging in size from 18 to 20 inches are also on tap, with 21-inch alloys standard on Execline R-Line trims.

As significant as the updates are on the outside, the overhauling the Atlas cabin receives is even more extensive.

Long viewed as a weakness for the outgoing models, even among Volkswagen reps I’ve spoken to, the 2024 cars have been designed specifically to address concerns that the Atlas interior, while spacious, is too plain, uses too many cheap trim materials and isn’t an inviting place to inhabit.

<img class="aligncenter size-full wp-image-177110" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/IMG_E0929-scaled.jpg" alt="2024 Volkswagen Atlas" width="2560" height="1440" />

From the base Comfortline up, the 2024 Atlas is replete with premium materials, soft-touch plastics, and fabrics covering just about every high-touch surface imaginable. From the stitching on the console bin cover to softer door panel inserts, to the dashboard, which has been redesigned and backlit with 30 ambient lighting colours, the Atlas cabin ups the premium ante in nearly every conceivable way.

On the tech front, all 2024 models come standard with a 12-inch floating infotainment touchscreen display and a 10.25-inch configurable Volkswagen Digital Cockpit Pro instrument cluster. A head-up display is available, as is a 45-watt fast smartphone charger, and dash-cam USB-C port mounted in the A-pillar.

Volkswagen Canada has re-ordered the lineup for 2024, by dropping the Trendline and adding the Atlas Peak Edition, an appearance-package grade based on the Basecamp Concept revealed in 2019. The Peak Edition comes outfitted with 18-inch black alloy wheels wrapped in all-terrain tires, black and silver body cladding, black trim and two unique exterior colours, Avocado Green, and Pure Grey.

<img class="aligncenter size-full wp-image-177105" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/IMG_E0870-scaled.jpg" alt="2024 Volkswagen Atlas Cross Sport" width="2560" height="1440" />

Volkswagen organized a scenic drive route through the Catskill Mountain region of New York. The weather was hot and sunny, ideal conditions to test the new Atlases on the two-lane roads that winding their way through some of the most picturesque areas in the state.

The 2.0-litre turbo four offers impressively snappy acceleration, both from rest and at speed, and can be quite spit snarly when one mashes the throttle. Dialling the drive mode selector to sport, really livens things up, with a much sharper throttle response and delayed upshifting from the eight-speed automatic.

The combination of higher torque delivery from lower in the powerband (28 percent higher Volkswagen says), delivers multiple benefits, including better fuel efficiency, 0.8 second faster 0-97 km/h (60 mph) time, and the same towing capacity (5,000 pounds) as the outgoing model.

Atlases are big SUVs, but their crisp handling belies their size and weight. They are responsive, with direct steering and a comfortable ride.

<img class="aligncenter size-full wp-image-177116" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/IMG_E1009-scaled.jpg" alt="2024 Volkswagen Atlas" width="2560" height="1440" />

<img class="aligncenter size-full wp-image-177104" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/IMG_E0834-scaled.jpg" alt="2024 Volkswagen Atlas Cross Sport" width="2560" height="1440" />

Beyond snappy performance, what also impresses is an overhauled cabin that looks and feels premium. The two grades I drove were U.S.-spec SEL Premium R-Line models (Execline R-Line equivalent), so they were fully loaded, but the most impressive changes filter down to the base trims, such as big digital screens, higher quality trim materials, ambient lighting, and better seats.

The only thing the ’24 Atlas gets wrong is the lack of hard buttons and knobs for climate controls and stereo volume and tuning. Fortunately, the GTI I drove to the event, which uses the same multimedia touchscreen, allowed time for adjusting but it could be quite challenging for those unfamiliar.

The shortcut buttons located below the screen are handy, sort of, but touch-sensitive sliders for warming and cooling and raising and lowering fan speed are distracting and fussy to use. A global redesign is coming for future Volkswagens, but it’s unknown when these changes will impact the Atlas family.

Despite a needlessly fussy touchscreen, the depth and breadth of the updates the ’24 Atlas and Atlas Cross Sport receive should make them compelling options for consumers. They’re more handsome on the outside, more premium on the inside, but still have loads of space and a more spirited driving character.

Seems like a winning formula.

2024 Volkswagen Atlas pricing

Comfortline – $49,995
Peak Edition – $53,995
Highline – $56,995
Execline R-Line – $59,995

2024 Volkswagen Atlas Cross Sport pricing

Comfortline – $48,895
Highline – $55,895
Execline R-Line – $58,895

The 2024 Volkswagen Atlas and Atlas Cross Sport go on sale this summer. 

2024 Volkswagen Atlas

BODY STYLE: mid-size SUV
DRIVE METHOD: Front-engine, all-wheel drive, 8-speed automatic transmission
ENGINE: 2.0-litre turbocharged four-cylinder (269 hp / 273 lb-ft.)
FUEL ECONOMY: (Regular 87) 12.2 / 9.2 / 10.8 L / 100 km (city / highway / combined)
CARGO VOLUME: Atlas – 2,735 / 1,572 / 583 litres (96.6 / 55.5 / 20.6 cu ft.) (behind first / second / third row)
MAXIMUM TOWING: 5,000 pounds (2,268 kg)
PRICE: $49,995 base, excl. freight, taxes, and fees
WEBSITE: <a href="http://www.vw.ca">www.vw.ca</a>

2024 Volkswagen Atlas and Atlas Cross Sport First Drive Review

2024 Buick Envista_front 3-4 profile

ANN ARBOR, MI. – What if I told you that Buick – yes, Buick – is the fastest-growing automotive marque in Canada, with a sales increase of 78.5 percent through May 2023?

Would you believe me?

I understand your skepticism, but it’s true. Buick is a hot automotive brand right now. In Canada, it posted a 143.1 percent sales increase (3,746 units) in the first quarter of this year, which was not only its best showing since Q1 2017, but its best first quarter ever.

Since the debut of the <a href="https://www.wheels.ca/news/new-logo-wildcat-concept-mark-start-of-buick-electra-fication">Wildcat EV</a> concept last summer, during which time it also announced it will become an all-electric brand by 2030, with the first EV model arriving in 2024, Buick has announced new products for the shorter term.

The updated compact <a href="https://www.wheels.ca/reviews/2024-buick-encore-gx-first-drive">Encore GX SUV</a> went on sale this past spring, and there’s an all-new mid-size Envision coming next year and sandwiched in between those two is the first-ever Envista subcompact crossover. The latter slots into the space previously occupied by the discontinued Encore as Buick’s entry-level vehicle.

<img class="aligncenter size-full wp-image-177058" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/IMG_0043-scaled.jpg" alt="2024 Buick Envista" width="2560" height="1920" />

The Envista, set to arrive at Canadian dealerships in late summer, follows a similar path to that of the Encore GX sibling regarding size, packaging, and pricing. Like the Encore GX, the Envista is Korean-built on GM’s VSS-F (Vehicle Set Strategy – Front-Wheel Drive) platform, which also underpins the Chevrolet Trax and Trailblazer, but with an even simpler offering.

Whereas the Encore GX is mostly all-wheel drive, save for the base Preferred grade which is also available with front-wheel drive, the Envista is front-drive only. Its 1.2-litre turbocharged three-cylinder engine (137 hp / 162 lb-ft.) is paired with a six-speed automatic transmission.

Like the Encore GX, and future Buicks to come, the grade walk for the Envista consists of Preferred, ST (Sport Touring), and Avenir.

From a packaging perspective, the Envista comes well-equipped. The Convenience 1 Package is standard on all trims in Canada and includes an 8-way power driver seat, heated front seats, heated steering wheel, passive entry, and remote start.

<img class="aligncenter size-full wp-image-177056" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/2024-Buick-Envista_side-profile-scaled.jpg" alt="2024 Buick Envista" width="2560" height="1920" />

The Advanced Safety Package, standard on Preferred and ST, bundles together rear Cross Traffic Alert, Side Blind Zone Alert with Lane Change Alert, and Adaptive Cruise Control. A similar standard package for Avenir models includes all the foregoing plus Rainsense Wipers and an Auto-dim Outside Driver Mirror. A moonroof is also available for ST and standard on Avenir.

From a styling perspective, the Envista carries forward the “new face of Buick” as first shown on the Wildcat EV, which include its forward-leaning nose, large grille, and slim LED headlights. Buick’s new tri-shield logo and typefaces are also present.

Given its sloping roofline, the Envista is more car-like in its profile and general proportions, which Buick says will help it appeal to buyers who have owned sedans or other passenger cars previously.

To gain a better sense of how it performs in the real world, Buick recently invited a small group of journalists to drive the Envista in Ann Arbor, Michigan.

When I attended the Envista reveal in April, I thought it to be quite handsome, with an appearance that is clearly SUV, but with enough car essence to appeal to sedan owners.

I’ll be frank – I prefer its looks to those of the Encore GX which, with its boxier styling, is much more solidly in the SUV column. The Envista, on the other hand, is a bit of a tweener, and that’s part of its appeal for me.

Despite its car ethos, the Envista delivers the benefits of modern crossovers, in terms of interior space for both occupants and cargo. Its maximum cargo volume rating is 232 litres less than that of the Encore GX but is still spacious for a vehicle of its size. Sitting in the rear seat to take photos, my six-foot frame had ample leg and headroom to be comfortable despite the rearward slope of the Envista’s roofline.

<img class="aligncenter size-full wp-image-177050" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/2024-Buick-Envista_dashboard-centre-console-scaled.jpg" alt="2024 Buick Envista" width="2560" height="1920" />

Up front, the star of the show is the standard 19-inch Infotainment Screen, which consists of two screens housed within one panel. The 11-inch multimedia display is a touchscreen which houses controls for items such as navigation, climate functions, and stereo controls. The other screen, an 8-inch display, is a configurable instrument cluster.

Both screens offer pin-sharp HD resolution with quick response times and are easy to use. As someone who prefers climate functions to be located on physical buttons due to their ease of use and because they’re minimally distracting, I’m pleased to see these buttons are present in the Envista below the 11-inch display. These functions are also located on the touchscreen.

The Envista’s cabin is quite inviting. The leather seating is comfortable and the contrast stitching and embossed headrests (ST and Avenir), provide pleasing accents. The flat-bottom steering wheel (standard on all trims) is another nice touch, as are the piano black trim inserts in the console and dashboard. Rearward visibility is a bit pinched due to the car’s styling.

<img class="aligncenter size-full wp-image-177059" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/IMG_0034-scaled.jpg" alt="2024 Buick Envista" width="2560" height="1920" />

On the road, the Envista Avenir we drove acquitted itself well regarding overall comfort, ride, and handling. I’m not going to mince words here – this is not a fast car. The tiny 1.2-litre turbo takes a while to get the car moving, and it's pretty loud when you mash the throttle, as I discovered during the drive.

However, once up to cruising speed, the Envista offers a quiet and composed ride thanks in part to Buick’s QuietTuning, which provides a good amount of sound insulation to tamp down road noise. A Watts Link suspension, which is standard on Avenir and available on ST, also helps to smooth out the bumps and keep the Envista more planted to the road. An electrohydraulic brake booster, which is also standard, exists to deliver “on-demand” braking when needed.

On public roads – there was no closed course testing – the Envista delivers a comfortable driving experience, and while it lacks performance, it will certainly meet the daily needs of commuting, shopping, and taking kids to and from school.

During the product presentation, one slide said Buick’s vision for the Envista is for it to become the “conquest champion” in the GM portfolio. That’s quite bold, but given the Envista’s attributes and aggressive pricing, it doesn’t appear to be an unrealistic goal.

2024 Buick Envista pricing

Preferred – $28,999
ST – $30,299
Avenir – $33,899

The 2024 Buick Envista goes on sale in late summer. 
<h3>2024 Buick Envista</h3>
BODY STYLE: subcompact SUV
DRIVE METHOD: Front-engine, front-wheel drive, 6-speed automatic transmission
ENGINE: 1.2-litre turbocharged three-cylinder (137 hp / 162 lb-ft.)
FUEL ECONOMY: (Regular 87) 8.4 / 7.4 / 7.9 L / 100 km (city / highway / combined)
CARGO VOLUME: 1,189 / 586 litres (42 / 20.7 cu ft.) (behind first / second row)
PRICE: $28,999 base, excl. freight, taxes, and fees
WEBSITE: <a href="http://www.buick.ca">www.buick.ca</a>

2024 Buick Envista First Drive Review

IMG_9133

Pasadena, CA -- The 2024 model year is a big one for the Ford Mustang, as it represents both the debut of the new seventh-generation model as well as the car’s 60th anniversary, making it one of the longest-running nameplates in the automotive world.

This has led to legions of fans – according to the Blue Oval, there are Mustang clubs on every continent except Antarctica – who can be pretty specific about what they want changed, what they don’t, or what they want to be able to pick for themselves and so on.

Which is why they would appreciate the fact that the rear fascia gets a crease between its upper and lower third, as that recalls the ’67 fastback. They would also appreciate the “Fox Body ’87-‘93” digital gauge cluster option – one of five -- that even glows green at night.

<img class="aligncenter size-full wp-image-177033" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/IMG_9082.jpg" alt="2024 Ford Mustang" width="2000" height="1333" />

<img class="aligncenter size-full wp-image-177044" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/IMG_9201.jpg" alt="2024 Ford Mustang" width="2000" height="1333" />

Ah, yes – the digital gauge cluster. Not only is it digitized, but the entire dash is now two separate frameless displays, and that’s pretty much where it ends; there are no longer any supplementary gauges or vents atop the centre stack, and the gauge display is no longer deeply recessed. The dual displays are crisp and the customization is neat, but there was just something so cool and pure about how it used to look. It was a Mustang signature, that dash, and now that it’s gone so has some of the interior personality. Credit to Ford, however, for keeping the great short-throw shifter on manual cars and for including a flat-bottom steering wheel.

Styling upgrades include 12 new wheel styles, a completely redesigned front fascia, more muscular haunches, and a larger decklid spoiler. And yes, the three-bar taillamps still get sequential turn signals. Two new colours – Yellow Splash and Vapor Blue – join returning favourites like Race Red and Oxford White, and if you want to take things further in the styling department, a Bronze package adds rim colours and badges to fit the name.

<img class="aligncenter size-full wp-image-177042" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/IMG_9143.jpg" alt="2024 Ford Mustang" width="2000" height="1333" />

Of course, regardless of any complaints regarding the more digitized interior, once you sit in either of the two available seat styles – standard, or the more supportive Recaro seats – it’s all good, as long as that proud, long hood fills the windscreen.

The V8 model gets a set of heat extractors on the leading edge of its hood, the Ecoboost doesn’t. The seating position is right on and even though the Mustang is not a small car, all the controls are nicely within reach, including the manual handbrake on models equipped with the $6,500 Performance Package. That also gets you special summer performance tires, a Torsen limited-slip dif, a front strut tower brace, and Brembo brakes with six-piston calipers up front. That package also gives you the ability to spec the magnetic ride suspension which is well worth it, but at $2,500 it’s a shame it doesn’t come equipped as standard with the Performance Package.

<img class="aligncenter size-full wp-image-177036" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/IMG_9088.jpg" alt="2024 Ford Mustang" width="2000" height="1333" />

Ford is calling that special e-brake a “drift brake”, and it’s developed in partnership with Vaughn Gittin Jr’s RTR drift team. There’s no ratcheting when you use it, which has it feeling more like a motorcycle handbrake and it really does work; turn in, yank it and feel as that rear end swivels, ready to be controlled on the throttle. It’s darn fun and joins other “easter egg”-type stuff like a new remote rev feature, which allows you to remotely start – and rev – models equipped with the 10-speed auto ‘box.

Otherwise, the drive feels tauter and more responsive than previous. We started in the EcoBoost model, which makes 315 horsepower and 350 pound-feet of torque, compared to 480 and 415 in the GT (486/418 if you spec active valve exhaust). Power comes on after getting through a hint of turbo lag but once done, forward progress is befitting of a Mustang. The Ecoboost’s powertrain mostly delivers, but it’s a shame they’ve killed a manual transmission option for the four-cylinder.

Indeed, to get one of those you have to opt for a GT, where the stick shift is – huzzah! – standard. The clutch take-up is right on, as is the shift linkage; it's a pleasure to row the gearbox.

<img class="aligncenter size-full wp-image-177030" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/IMG_8969.jpg" alt="2024 Ford Mustang" width="2000" height="1333" />

Indeed, this is a Mustang and you want the power but you want your sports car to deliver the goods on the handling front as well. Ford has improved things by strengthening the steering column, quickening the steering ratio, and adjusting the bushings for a firmer, more responsive drive. Switching to the convertible, meanwhile, doesn’t have quite the same softening effect that lopping the top often does, which I was pleased to discover.

The Performance Pack does cost a pretty penny, but it does make its presence felt, especially on the small autocross track we spent a handful of laps on. The better brake response is easily felt, while the grip provided by the stickier tires is noticeable, providing traction where the all-season items would chirp away.

<img class="aligncenter size-full wp-image-177032" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/IMG_9066.jpg" alt="2024 Ford Mustang" width="2000" height="1333" />

The question, of course, is whether or not the Ecoboost’s performance reflects the fact that it costs about 10 grand less to get into than the GT. 3

For “maximum Mustang”, though, you need to go with the GT. Even with that $10,000 premium over the Ecoboost, it can still be had for less than 50 grand.

Fans will unite at the fact this new Mustang has kept the vibe of the generation before it, the one before that, and on and on we go. It’s got the looks, the power, and the handling – enough that I can even come around on the digitized dash. For the most part.
<h3></h3>
<h3>2024 Ford Mustang</h3>
BODY STYLE: Two door performance fastback coupe or convertible

DRIVE METHOD: front-engine/rear-wheel drive
ENGINE: 2.3-litre turbo four-cylinder, 315 hp, 350 lb-ft of torque or 5.0L V8, 480 hp, 486 lb-ft

FUEL ECONOMY CITY/HIGHWAY/COMBINED: N/A
TRANSMISSION: 10-speed automatic or six-speed manual (GT only)

Cargo Room: 376 Litres (fastback coupe), 291 L (convertible)

Base MSRP: $37,000 (four-cylinder), $48,500 (V8)

WEBSITE: <a href="https://www.ford.ca/cars/mustang/2024/">Ford Mustang</a>

First Drives, Canadian Car Reviews | Wheels.ca

First Drives