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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.

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

2023 BMW M2_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.

SCOTTSDALE, AZ. – If the new M2 coupe is indeed the last BMW M car to be powered solely by an internal combustion engine, then I’d say the era is being closed out with a car that truly captures the ethos of the high-performance brand. But I’ll get to that.

First, a primer. The 2023 BMW M2 is built on the same Cluster Architecture (CLAR) platform that underpins the current 2 Series coupe, which was all-new in 2022. Like its predecessor, the new M2 is powered by a 3.0-litre twin-turbocharged inline six-cylinder engine (453 hp / 406 lb-ft.) that’s paired with either a six-speed manual or eight-speed automatic transmission that drives the rear wheels.

The straight-six engine is high-revving (7,200 rpm redline), with peak torque arriving between 2,650 and 5,870 rpm, and 453 horsepower at 6,250 rpm. Design highlights include a very rigid crankcase, forged crankshaft, and friction-optimized cylinder bores that are packaged in lightweight form.

<img class="aligncenter size-full wp-image-175526" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/2023-BMW-M2_engine-compartment-scaled.jpg" alt="2023 BMW M2" width="2560" height="1440" />

BMW also notes the core of the cylinder head is 3D printed, which reduces weight. The engine makes use of two mono-scroll turbochargers, along with an indirect intercooler and an electronically controlled wastegate.

On the chassis front, the 2023 BMW M2 comes standard with an Active M Differential located at the rear axle that can variably alter traction independently for the left and right rear wheels to improve grip.

The system ensures engine torque isn’t lost when one rear wheel spins and is also helpful for maintaining grip when launching on slippery surfaces. The system is networked to the DSC (dynamic stability control) and delivers power variably, via sensor array, depending on driving conditions.

Adaptive M suspension is also standard issue, and it includes electronically controlled dampers that adjust variably via sensors that monitor road conditions, body movement and steering inputs. Basic damper characteristics are organized into three settings that can be adjusted through the M Setup menu accessed via a console button.

<img class="aligncenter size-full wp-image-175531" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/2023-BMW-M2_side-profile-scaled.jpg" alt="2023 BMW M2" width="2560" height="1440" />

Dimensionally, the new M2 occupies a larger footprint than that of its predecessor. It’s longer (+119 mm) and wider (+16 mm) but has a lower roof height (-11 mm) than that of the outgoing model, with a wheelbase that is now 54 mm longer which provides more legroom for both front and rear occupants. The front and rear track of the car has also been widened by 38 mm at the front and four mm at the rear.

Lest anyone think the M2 is encroaching on the <a href="https://www.wheels.ca/reviews/track-tested-2023-bmw-m4-csl">M4 Coupe</a>, rest assured the former is still significantly larger, with an overall length that is 214 mm longer.

On the design front, the M2 remains short and stubby with a long hood-short deck aesthetic that has a blockier, more geometric treatment this time around. Most edges have been squared, with straight lines running up and down the M2’s surfaces for a contemporary look that still feels very M.

<img class="aligncenter size-full wp-image-175533" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/IMG_E2722-scaled.jpg" alt="2023 BMW M2" width="2560" height="1440" />

As for the kidney grille, it’s smaller, squared-off, and in good proportion with the air intakes and LED lighting that surrounds it. Speaking of headlights, each unit has a circular element for both low and high beam that was inspired by the BMW 02 Series.

And because it’s an M car, the M2 has wheel arches that flare at both ends to not only swallow 19-inch (front) and 20-inch (rear) wheels comfortably but to also provide a muscular and planted stance. Other details, such as short front and rear overhangs, black rear diffuser, and quad-tip exhausts hint at the car’s performance bona fides. And for owners seeking even more pizzazz, a slew of options, such as a carbon fibre roof and 21-inch wheels, are available.

<img class="aligncenter size-full wp-image-175527" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/2023-BMW-M2_cockpit-scaled.jpg" alt="2023 BMW M2" width="2560" height="1440" />

<img class="aligncenter size-full wp-image-175523" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/2023-BMW-M2_seating-scaled.jpg" alt="2023 BMW M2" width="2560" height="1440" />

On the inside, the M2 is finished in a manner one would expect for a modern driver’s car: low-set sport seats that are near impossible to enter or exit gracefully, but fit like a glove once firmly in place, large HD screens for instruments (12.3-inch) and multimedia (14.9-inch), and console and dash switchgear that requires minimal fiddling. The plastics, leathers, and other touch points are handsomely designed and well-finished, and BMW has integrated some nice touches such as M colour accents in the door panels and M2 logos in the seatbacks.

Adjusting to a comfortable driving position is easy, and despite its low-slung gun-slit vibe, I find the M2 to be quite comfortable. Not roomy – the back seat is tiny and not a place I’d want to spend any amount of time in – but there’s plenty of leg, head, and shoulder room up front.

<img class="aligncenter size-full wp-image-175530" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/2023-BMW-M2_rear-3-4-profile-scaled.jpg" alt="2023 BMW M2" width="2560" height="1440" />

I credit BMW for not overloading the driver with too much tech wizardry here. The M2 is a driver’s car, so we needn’t be reminded constantly of its abundant electronics. In that regard, it’s pleasing there isn’t too much to fiddle with. There’s an M Mode button to adjust the car’s chassis settings, the ubiquitous iDrive controller knob and the rest is where you expect to find it, either on the dashboard or via a steering wheel shortcut. Well done.

A note here before going any further. The media drive did not include closed course evaluations, so I can’t say how the M2 performs in that environment. I can confirm that it is quite a quick car, but my impressions are drawn from time spent on public roads only.

For the record, according to BMW, the M2 can sprint from 0-100 km/h in 4.3 seconds when equipped with the six-speed manual transmission. It’s two-tenths quicker with the eight-speed automatic, and its 0-200 km/h time is also noticeably faster with the autobox (13.5 seconds versus 14.3). An electronic governor caps the top speed at 250 km/h, but 285 km/h is obtainable with the optional M Driver’s Package.

As for the drive, the M2 makes for a fine driver’s car. I spent about two hours driving a Zandvoort Blue tester (shown) from Prescott to Scottsdale over roads that varied between table-top smooth and pockmarked moon crater, and the M2 felt firmly connected to the tarmac. It was a bit loud and bumpy at times, but always secure.

<img class="aligncenter size-full wp-image-175529" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/2023-BMW-M2_front-fender-wheel-scaled.jpg" alt="2023 BMW M2" width="2560" height="1440" />

The twin-turbo straight-six is a seat-pressing banshee of an engine when pressed hard, as my colleague and I discovered on twisty two-laners, interstates and all sorts of hilly, flat and dustbowl roads in between. It’s the type of engine that howls with delight when wound up near redline, as shift lights quickly illuminate, as if to say, “is that all you got?” Great fun.

As for handling, the M2’s 50:50 weight distribution, pinpoint steering, slick-shifting six-speed gearbox and RWD format produce the sort of corner-carving, understeer-free dynamic driving that M cars have been renowned for more than 50 years. If I wasn’t so nervous about the zealousness of Arizona law enforcement, I would have explored the M2’s handling limits further. As it was, I was left with the impression that this car captures the essence of M. Sure, this M2 is bigger and heavier than M3s of yore, but it’s also much more powerful.

And with a $76,500 starting price, one might reasonably think, “who needs <a href="https://www.wheels.ca/vehicle-reviews/first-drive-2021-bmw-m3">an M3</a>?”

The 2023 BMW M2 is on sale now. 

2023 BMW M2

BODY STYLE: compact high-performance sports coupe
DRIVE METHOD: Front-engine, rear-wheel drive, 6-speed manual / 8-speed automatic transmission
ENGINE: 3.0-litre twin-turbocharged inline six-cylinder (460 hp / 550 lb-ft.)
FUEL ECONOMY: (Premium 91+) 14.3 / 10.0 / 12.4 L / 100 km (city / highway / combined, 6-spd.)
CARGO VOLUME: 390 litres (13.7 cu. ft.)
PRICE: $76,500, excl. freight, taxes and fees
WEBSITE: <a href="http://www.bmw.ca">www.bmw.ca</a>

2023 BMW M2 First Drive Review

2023 mercedes eqe suv main header

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

Ericeira, Portugal - The crew in Stuttgart has been plunging with both feet into various all-electric segments, smartly serving up offerings in the popular (and profitable) SUV and crossover body styles. Their latest effort? This EQE SUV. It's a size smaller than the jumbo <a href="https://www.wheels.ca/reviews/2023-mercedes-benz-eqs-suv-first-drive">EQS SUV</a> we drove last year, though it shares platform bones with that vehicle – and much in the way of appearance. German car companies have always been good at creating different lengths of sausage, so it’s not unlikely onlookers may mistake this ride for its larger cousin.

A pair of models, both with all-wheel drive, will be on tap when this rig comes to Canada later this year as a 2023 model. The EQE 350 4Matic SUV ($94,900) can muster 288 horsepower and 564 lb.-ft of torque from its dual motor setup, while the EQE 500 4Matic SUV ($104,900) belts out a healthy 402 all-electric horses and 633 lb.-ft of right-now torque. Battery capacity is equal across both, at 90.6 kWh, but the more powerful twin ekes out a win in terms of officially stated driving range: 433 kilometres versus 407 clicks.

<img class="aligncenter wp-image-175481 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/67E856CE-2EAE-4047-AD7F-C6AB87E787E6-scaled.jpg" alt="2023 mercedes benz eqe suv" width="2560" height="1920" />

This is the opposite of what’s expected – typically one trades range for power in an EV – but Mercedes attributes the discrepancy to tire and wheel choice, meaning one may not see those figures if they opt for snazzy 22-inch dubs instead of the aero-friendly 19 inchers. Call it 400 kilometers of range for each trim, a number that seemed realistic according to vehicle readouts during our first drive, and choose your optional trim packages wisely if the maximum range is your primary bogey whilst shopping for an all-electric luxury SUV. This Merc can hoover up electrons from an appropriately stout Level 3 public charger to the tune of 170kW, meaning it can juice itself from 10 – 80 percent in about half an hour. An at-home Level 2 can do the deed overnight while all hands slumber.

<img class="aligncenter size-full wp-image-175478" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/IMG_6006-scaled.jpg" alt="2023 mercedes eqe suv" width="2560" height="1920" />

The EQE SUV is immediately recognizable as an electric Mercedes, which is to say it bears an enormous tri-star logo the size of a dinner plate on its non-grille, sure to advertise yer new purchase to nosy neighbours across the street. And, before you ask – there is no frunk underneath that hood. Mercedes insists the space is better used for tech-laden cabin air filters and other unmentionables, like the utility floor you’re not supposed to visit at a fancy hotel. We feel the market will decide if this is the right approach, especially with some direct competitors choosing to read from the Book of Frunk.

One benefit of such an arrangement? A cavernous interior. Head- and legroom was ample in both the front and rear quarters for this 6’6” author, despite the presence of a retractable panoramic glass roof which – combined with underfloor EV batteries – generally scuppers headroom. In fact, your long-legged writer had to move the driver’s seat forward on its tracks to find a comfortable driving position, which is great news for second-row passengers who will have abundant space in which to enjoy their own climate controls and adjustable chairs. For comparison, the EQE SUV roughly splits the difference in length between the Tesla Model Y and Model X but is within a shout of the new Cadillac Lyriq in all dimensions.

<img class="aligncenter size-full wp-image-175492" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/IMG_5882-scaled.jpg" alt="2023 mercedes eqe suv" width="2560" height="1920" />

The interior is loaded to the gunwales with sumptuous materials and bleeding-edge technology, as one would expect in an all-electric Mercedes. The brand’s expansive MBUX Hyperscreen is a treat for non-luddite eyes, with a pane of gently curved glass spanning the entire dashboard housing a trio of crystal-clear screens. Ahead of the driver is a 12.3-inch display that can be reconfigured a few different ways to serve up vehicle vitals, while the passenger gets their own 12.3-inch OLED display with a separate user interface in which whoever’s riding shotgun can call up driving info, maps, or even watch their own movie through a streaming service. This screen uses camera-based blocking logic to dim the display if it catches the driver taking their eyes off the road for a gander at what’s occupying the passenger. This is the type of luxury feature you don’t know you wanted until it is – literally – right in front of you.

In between these displays is an IMAX-sized infotainment screen, handling all manner of features and climate controls plus doing duty as deejay and navigator. The former can tag team with an optional Burmester 3D sound system and Dolby Atmos to create the type of musical atmosphere once exclusively reserved for elite home systems. We made sure to sample the standard infotainment as well, comprised of a 17.7-inch tablet that integrates well into EQE’s dashboard without looking like an errant tablet temporarily lodged on the console. Both systems displayed navigation information to such detail that it literally showed rolling surf on the ocean when we neared the coast.

<img class="aligncenter size-full wp-image-175490" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/IMG_5880-scaled.jpg" alt="2023 mercedes eqe suv" width="2560" height="1920" />

Materials and finish were typically Mercedes, which is to say top-tier, save for a very un-Benz-like hollow sound behind the passenger-side dashboard trim panel when a Hyperscreen is not present. Don’t rap on it with your knuckles and you’ll never know this fault. Numerous materials are crafted from recycled resources to keep the environmentalists happy yet maintain the quality one expects from a vehicle wearing this badge.

Our drive routes took us out of a snarled Lisbon, up through a series of Autobahn-style highways, and onto the rural roads of Portugal. The stronger EQE 500 was very agreeable, unleashing all its torque with a simple flex of the driver’s big toe which made it a great tool for finding a gap in traffic or zipping up to felonious speeds on the open autoroutes. But it would be a mistake to call the EQE 350 a slouch, mainly because it trails big-bro by less than 70 lb.-ft of torque. In truth, most customers will be more than happy with the 350 unless they require the bigger badge to impress their friends. Wind noise was perceptible around the oddly huge A-pillars, a consequence of silent electric motoring that one wouldn’t even know was present in a traditional ICE car. Road noise was never pronounced, regardless of surface.

<img class="aligncenter size-full wp-image-175494" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/IMG_5860-scaled.jpg" alt="2023 mercedes eqe suv" width="2560" height="1920" />

<img class="aligncenter size-full wp-image-175496" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/E59C8273-C86E-40CC-9077-45FA8A127FB4-scaled.jpg" alt="2023 mercedes eqe suv" width="2560" height="1920" />

Depending on the driving situation and the power required, the EQE 4Matic’s powertrain will automatically decouple the front-axle electric motor to reduce rolling resistance and increase range. All-wheel drive kicks back in when the system senses extra traction is required, such as in slick weather or when the driver calls down to the engine room for more power during passing. This transition is invisible, which means it’s working precisely as designed. A rear axle steering system with a maximum steering angle of 10 degrees is standard on the 500 and available on the 350, a trick piece of kit that proved its worth in tight Lisbon traffic where drivers regularly displayed a terrifying mix of apathy and aggression.

With all this in mind, it’s arguable the EQE SUV is Mercedes’ most important vehicle right now. It is sized right for Canadian shoppers seeking a premium all-electric mid-size SUV, packs more real-world passenger space than its footprint might suggest, and offers two powertrain flavours paying service to either id or ego. A driving range of 400-ish kilometres doesn’t top the charts but should be enough to satisfy the needs of most families and its 170kW charging speed is as much as most Canadian public chargers are able to supply right now.

<img class="aligncenter size-full wp-image-175483" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/139D1869-A27B-4CA8-ABF9-D31C80AA4777-scaled.jpg" alt="2023 mercedes eqe suv" width="2560" height="2560" />

Add acres of typical Mercedes luxury plus optional AMG-line exterior styling for those of us who don’t live life on the greyscale and you’ve a strong competitor in what’s becoming a crowded segment. Look for both variants of the 2023 Mercedes-Benz EQE SUV to appear in Canadian showrooms during the month of May.
<h3>2023 Mercedes-Benz EQE SUV</h3>
EQE 350 4MATIC – $94,900

EQE 500 4MATIC – $104,900

BODY STYLE: five-door SUV

DRIVE METHOD: synchronous electric motors, all-wheel drive

POWER: 288 hp, 564 lb.-ft (EQE 350), 402 hp, 663.-ft (EQE 500)

RANGE: 403 km (EQE 350) / 433 km (EQE 500), NRCan rating

CARGO VOLUME: 520L / 1675L (rear seats up / down)

WEBSITE: www.mercedes-benz.ca

2023 Mercedes-Benz EQE SUV First Drive Review

cx90 (14 of 22)

Clearly the second-best driving experience of any eight-passenger vehicle. That's how Mazda vehicle dynamics engineer Dave Coleman described the Mazda CX-90 to us in his presentation ahead of the drive. Bold claims, though the bar isn't exactly set high. We're here to find out if the claims are true, but more importantly to try and find out if you should care.

Mazda's CX-90 is based on a brand-new platform. In a time when other automakers are going all-in on EV, Mazda has designed a new one for gas power. One that puts the priority on driving the rear wheels, putting it even more askew from the mainstream market.

We need to explain why, but it's going to take a few paragraphs. If you want to know the effect of how it works instead of why, skip down to the next subheading.

Why Rear Drive Matters

Moving to rear-drive is good for handling. Nearly all AWD crossovers are front-drive based.

Front-drive-based means even when the AWD system is in operation, most of the power goes to the front tires. Which is fine, except that they're also trying to steer. There's only so much grip to go around and so you can be left hanging when you want more steering grip. Both when you're having fun and in an emergency.

<img class="aligncenter size-full wp-image-175421" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/cx90-1-of-22-scaled.jpg" alt="2024 Mazda CX-90" width="2560" height="1925" />

An RWD-based system sends most of the power to the rear tires, so there is more grip for evasive maneuvers. It's also better for towing (CX-90 can tow up to 5,000 lbs) because trailer weight means more rear tire grip. The same suspension settings that are good for handling increase trailer stability, Mazda says.

Rear-drive means an engine that points north-south in the CX-90, not sideways. This lets Mazda put the power steering assist motor on the steering rack which gives you more steering feel and a more direct connection. It also lets Mazda use front steer instead of rear steer (the tie rods attach in front of the axle instead of behind) which makes for better steering feel.

Yes, this means there is actual steering feel. It's not an MX-5, but the CX-90 lets you know exactly what is happening where rubber meets asphalt. It is wonderfully confidence-inspiring.

Lastly, it offers more space for Mazda to fit the suspension design it wanted. A double-wishbone design that keeps the rubber against the road in corners. And let Mazda max out the turning circle. The CX-90's turning circle is about 223 mm tighter than a CX-90.

Finally, A Three-Row That Zigs

Ok, so does it all work? Absolutely. There hasn't been a three-row intermediate crossover that can handle like this before. Turn-in is laser precise, focused, and reassuring.

The Mazda CX-90 embraces being thrown into corners and asks you for more. Reducing radius corners are the enemy of this segment. When an off-ramp suddenly tightens, most crossovers feel like they're about to tip over in protest. Not even a rollover, but tipping up and over around the outside front tire. A tire that is screaming in protest.

Not the Mazda. The Mazda CX-90 just laughs and lets you dive in harder. Tap the brakes mid-corner because of that tightening ramp, traffic ahead, or even a sudden obstacle, animal, or kid that has jumped out in front of you, and the CX-90 stays absolutely stable.

<img class="aligncenter size-full wp-image-175433" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/cx90-13-of-22-scaled.jpg" alt="2024 Mazda CX-90" width="2560" height="1707" />

That confidence is thanks to Mazda's kinematic posture control system. When you're in a turn it brakes the inside rear tire a little harder. Mazda's anti-dive suspension geometry pulls that rear corner down instead of letting it naturally tip up and that keeps the CX-90's rear end planted firmly behind you.

Winding through the coastal roads north of San Francisco, the CX-90 was, dare I say it, fun. More fun than any eight-seater I've driven. It's quick enough that a V8 Camaro driver moved over for me in one of the many turnouts that line CA's best twisty roads.

The CX-90 somehow feels smaller, lighter, and more agile than even a CX-5.

Handling is About More Than Just Having Fun

That handling is great for the driver in the family who wasn't ready to move up from their Mazda3 to something bigger. It's also perfect for the driver who doesn't like driving.

Mazda emphasizes it, but it's something we don't say enough. A more stable vehicle is more predictable. It's easier to drive, and that makes it easier when you have to make evasive maneuvers.

<img class="aligncenter size-full wp-image-175436" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/cx90-16-of-22-scaled.jpg" alt="2024 Mazda CX-90" width="2560" height="1707" />

But the fun must ruin the ride, right? The emphasis on handling is there, but Mazda says it worked to make sure that the ride wasn't ignored. The CX-90 is a bit stiffer than your typical crossover, and that might cause some juice spills, but it is still a comfortable vehicle to be in.

It turns out that what's good for the handling is also good for the ride. The same kinematic posture system that helps in corners also stops heave on the highway. Heave is that big up and down motion, and it plays a big part in car sickness. Advantage, Mazda.

City Friendly Big Ute

Then there's city driving. The tighter turning circle lets the CX-90 spin around in a parking lot. I took it for the ultimate test down San Franciso's Lombard street. The twistiest street in the world, where longer vehicles aren't even allowed. The Mazda CX-90 had no problems in the tight corners. Hill descent control kept the speed down, and the available 360 camera was a lifesaver on the steep intersections in the city.

New Engine, New PHEV

The new chassis gets new powertrains. There are two versions of the same 3.3L inline-six and there is a 2.5L four-cylinder powering a plug-in hybrid.

Mazda thinks most buyers will go for the lower-powered of the two six-cylinder engines, which makes 280 hp and 332 lb-ft of torque on regular. That's more torque than anything in the segment and more power than most. Naturally, they didn't bring any on the drive.

Instead, our testers were the 340 hp, 369 lb-ft high output version. That's on 93 octane, but if you don't want to pay for the expensive stuff it still makes 319 hp and the same torque on regular. Unless you're at full throttle, the two variants should feel more or less the same.

Sublime Six

That feeling is smoothness. There's a reason BMW and Mercedes use I6 engines, it's because they're inherently balanced. Forget about engine vibration coming through, even at max power the engine bellows but doesn't shake.

<img class="aligncenter size-full wp-image-175432" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/cx90-12-of-22-scaled.jpg" alt="2024 Mazda CX-90" width="2560" height="1707" />

Directly behind that I6 is an electric motor. It's a 48V motor, so it isn't applying much in the way of power. The point is to give you smoother start-stop operation and more of it. Though it didn't seem to be able to keep the engine off for more than about 20 seconds at a light in my afternoon traffic drive.

Then there's the eight-speed automatic. An all-new design for Mazda, it uses multi-plate clutches instead of a torque converter. The design had none of the harshness dual-clutch boxes are prone to and felt much more direct than any other auto. Mazda's previous six-speed auto was a delight and this one is more of the same.

First Plug-In Eight Seater

The PHEV is Mazda's first. It's also the only PHEV that has seating for eight passengers. The only thing with a plug in this size class. A big advantage for the CX-90, but that doesn't mean it doesn't need to be good.

Mazda parks the electric motor in between the engine and transmission. Putting it there, instead of alone on the rear axle or some of the other usual solutions, is a masterstroke.

In most PHEV models, no matter the quoted power and torque figure, the vehicle feels slow. It's true for the Toyota RAV4 Prime and the Ford Escape PHEV, though not the Mitsubishi Outlander PHEV as that one uses only the motors to drive the wheels.

CX-90's electric motor makes 173 hp and 199 lb-ft of torque, which is plenty to maintain highway speeds and make short merges. If you need more power, mash the accelerator through the (firm) detent and the gas engine comes on even if you've selected EV mode. In either case, CX-90 never feels slow.

Ask for the system's full output and you get 323 hp. On 93, at least. 87 drops it a touch to 319 along with 369 lb-ft of torque either way. We'd probably use the cheap stuff but appreciate Mazda measuring and tuning for both.

<img class="aligncenter size-full wp-image-175437" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/cx90-17-of-22-scaled.jpg" alt="2024 Mazda CX-90" width="2560" height="1707" />

A 17.8 kWh lithium battery means the PHEV weighs a few hundred kilos more than the I6. Which I'm sure slows it down but to no appreciable amount. Even the PHEV is more fun to drive than anything else in the segment. Quick, responsive, and a delight.

Driving purists will probably want the I6, but the PHEV is probably the more sensible choice. Though at 9.5 L/100 km combined (9.3 for the base six) this is the most fuel-efficient gas engine in the segment.

PHEV integration is excellent, with only some odd noises at odd times showing that this is Mazda's first plug-in hybrid. The noises aren't the kind that make the experience unpleasant, they're just different. So they might take some getting used to for any new buyers.

Ignore them and enjoy the estimated 42 km range. Sadly not enough to get the full federal incentive, but still very usable. I saw 50 km in high-speed freeway driving, so maybe Mazda should get that re-tested.

Mazda's Best Cabin Yet

This is Mazda's largest cabin yet, and it will seat my XXXL self in any of the eight available seats. Though not in more than six of them at a time.

It's also Mazda's nicest cabin yet. The level of build quality and refinement the company has managed is exceptional. Every material matches and it punches above its class. Everything above GS-L, for example, gets available contrast stitching.

<img class="aligncenter size-full wp-image-175438" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/cx90-18-of-22-scaled.jpg" alt="2024 Mazda CX-90" width="2560" height="1707" />

<img class="aligncenter size-full wp-image-175435" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/cx90-15-of-22-scaled.jpg" alt="2024 Mazda CX-90" width="2560" height="1707" />

On Signature you can even pick Mazda's Kumihimo Japanese-inspired drop stitches. Combined with the white quilted leather it truly is exquisite. You'll need to spend six figures elsewhere to get something that looks this good.

I'll admit that, so far, I've been gushing over the CX-90. It's the first fun to drive big three-row, so you'll have to excuse me.

There's more to a good vehicle than handling and the engine, and on some of those bits Mazda has dropped the ball.

Gearchange, Audio, Other Misses

Take the new electronic gear selector. Electronic gear changes are nothing new, but usually they serve to increase center console space. You get side-by-side cup holders instead of inline ones and a larger cubby under the armrest.

The Mazda CX-90 still has in-line cupholders. And a center console cubby that won't hold much more than a phone and the key fob. Good luck putting sunglasses in there, and that empty pop bottle doesn't have a chance.

Plus the shifter itself feels, well, cheap. It's the same one as the Mazda MX-30 EV, and it is floppy. Against the dark tan suede of this particular tester, it is frankly egregious.

It also draws my attention to the hazard light switch. Mazda chose to cover below it in suede, but left the top side bare. It looks a bit unfinished.

<img class="aligncenter size-full wp-image-175441" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/cx90-21-of-22-scaled.jpg" alt="2024 Mazda CX-90" width="2560" height="1707" />

Then there's Mazda's insistence to continue with Bose for its top-end audio systems. Mazda isn't the only premium automaker to use the brand, but none of them sound particularly good.

The 12-speaker system is probably fine when you're listening to the Paw Patrol theme or whatever this summer's Disney animated jam is for what feels like the millionth time. But the rest of the CX-90 demands better when it is time for mom or dad's jams.

Perhaps it is time for a new partnership if Mazda wants to be truly upscale.

There's also the matter of the Mazda infotainment system. It's not a touchscreen, you rely on the knob on the console. Which is fine for most functions once you get used to it. It also forces Mazda to keep using real buttons and controls for the climate system, which is great.

But when it comes to tasks like navigating Apple CarPlay and Android Auto, it becomes infuriating. Even changing radio stations, beyond your presets, is many button presses and dial scrolls. You'll give up before you try to pick SiriusXM 301 again after you picked 309 by mistake.

Mazda Adds New Safety Features

The safety suite is good. Mazda CX-90 gets smart brake support front, blind spot monitoring, rear cross-traffic alert, adaptive cruise with stop and go, lane keep assist, and road departure protection standard across the board.

GS-L and up get a rear seat occupant alert, GT adds a head-up display, 360-camera, adaptive front lights, smart brake support rear, and a blind spot warning that alerts you of pedestrians or cyclists when you're parked. Signature adds collision prevention when turning at intersections. It will also let you see "through" the hood on the centre display view. Lastly, it will apply the brakes to help stop a second collision in the event of a first one.

Other available goodies include ventilated seats for the second row and a nifty centre console that makes the middle as nice as the front. Mazda has also introduced a new Driver Personalization System that uses cameras to ID your face and switch dozens of functions to your setting. Great for a family ride that sees multiple drivers.

Great Drive, Competitively Priced

Mazda has managed to price the CX-90 highly competitively. The base price of $45,900 with AWD for a 3.3L GS puts it well under Telluride, Explorer, and Palisade. Though it is higher than the Subaru Ascent.

A PHEV starts from $54,900. You're paying around $9000 for the driveline, but that's before any incentives which can be significant depending on your province. Plus, again, it is the only way to get electric drive in this segment. The top trim for PHEV is GT, which comes in at $64,350.

The more powerful version of the 3.3 arrives with the GT-P at $59,300, and it is also in the Signature at $63,300. Again not cheap, but a solid value for what it delivers.

<img class="aligncenter size-full wp-image-175427" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/cx90-7-of-22-scaled.jpg" alt="2024 Mazda CX-90" width="2560" height="1707" />

Mazda expects the GT I6 to be the volume seller. It comes well-equipped with black or grey leather, captains chairs in row two, heated everything, and most of the good safety stuff all for $55,350.

Mazda promised that it would deliver a large crossover that could handle and it has done it. The question is, does anyone care? It's a question that clearly had some company officials nervous, but they shouldn't be.

A vehicle that handles like this is great for drivers. But it is also excellent for people who don't like driving. Because it is more intuitive, it is easier to drive. Reassuring and confidence-inspiring. Even when you're not pretending you're actually behind the wheel of an MX-5.

Mazda had best get that message out, because between that experience, the new drivelines, and the cabin experience, they have built one hell of a family vehicle.

Oh, four Miatas. That's the best eight-passenger driving experience, at least according to Coleman. It's hard to argue with that logic.
<h3>2024 Mazda CX-90</h3>
BODY STYLE: full-size premium SUV
DRIVE METHOD: Front-engine, all-wheel drive, 8-speed automatic transmission
ENGINE: 3.3L turbocharged I6 48v mild hybrid , 2.5 L + electric motor PHEV
3.3L 280 hp @ 5,000-6,000 rpm, 332 lb-ft @ 2,000-3,500 rpm (87 octane)
3.3L GT-P/Signature 340 hp @ 5,000-6,000 rpm, 369 lb-ft 2,000-4,500 rpm (93 octane)
319 hp @ 5,500-6,000 rpm, 369 lb-ft 2,000-4,500 rpm (87 octane)

2.5 PHEV 319 hp @ 6,000 rpm, 369 lb-ft @ 4,000 rpm (87 octane)
FUEL ECONOMY: 3.3L 9.9 L/100 km city, 8.4 highway. 3.3 HO 10.3/8.5
2.5L PHEV 42 km EV range, 4.2 Le/100 km combined
CARGO VOLUME: 423L behind third row, 1,133 behind second row, 2,101L all seats folded / 527 litres (64.2 / 18.6 cu ft.) (behind first / second row)
MAXIMUM TOWING: 5,000 pounds
PRICE: $45,900 base, excl. freight, taxes and fees. $54,900 GS PHEV, $59,300 GT-P

2024 Mazda CX-90 First Drive Review

IMG_5466

There are occasions when two siblings – despite having the same parents, similar DNA, and comparable upbringings, are as different as chalk and cheese. One has rainbow hair and listens to k-pop whilst the other has a closet full of black outfits and rocks out to heavy metal.

It seems the same phenomenon is afoot at Hyundai. The brand’s nifty <a href="https://www.wheels.ca/vehicle-reviews/first-drive-2022-hyundai-ioniq-5">IONIQ 5</a> shares much under the skin – platform, battery, et al – with the new numerically adjacent IONIQ 6, including robust electric motors and a hearty battery pack capable of long-legged all-electric range. But where the 5 has a crossover silhouette and styling by Minecraft, the 6 has four doors and a trunk whilst wearing slippery bodywork which would fit right in at a NASA convention.

In fact, the shape of this new Hyundai is slick enough to register a drag coefficient of just 0.22, lowest in the brand’s profile and smoother than an android’s bottom. Its shape is sure to divide people blessed with the gift of sight; this author thinks it is attractive, with a tapered rear reminiscent of the Infiniti J30 and a jutting spoiler suggestive of certain Porsche 911 sports cars. Some to whom we spoke on our drive agreed, whilst others opined a markedly different view. No matter your camp, we can all agree there’s no chance owners will lose this thing in a parking lot. Pixels abound – check out those taillamps – as part of the visual image Hyundai is building for the IONIQ sub-brand.

<img class="aligncenter size-full wp-image-175401" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/597089E7-49C7-41E1-B935-0040370E3594-scaled.jpg" alt="" width="2560" height="1920" />

The air thinks it’s pretty, too. Developers of the IONIQ 6 told us design decisions were made at the altar of aerodynamics to wring every single kilometre of range out of its battery pack. A simple and wide front bumper incorporates active grille shutters – twin horizontal rectangles on either side of those six pixels, flush door handles permit the side panels to scythe through the air unimpeded, and the spoiler diverts the air in such a way as to minimize the traditional “aero grab” which can accumulate behind a car at speed.

Built on 800V architecture, the 77.4 kWh battery pack can be refilled from 10 to 80 percent in about 20 minutes if one can find a public Level 3 charging station capable of belting out electrons to the tune of 350kW. At that rate of replenishment, 100km can be added in 5 minutes or over 300km in just 15 minutes. Hooking up to a typical 50kW charger will juice the battery to 80 percent in 75 minutes, while a Level 2 AC charging setup at home can easily refill the thing while all hands are snoozing in their beds at night.

<img class="aligncenter size-full wp-image-175412" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/IMG_5466-scaled.jpg" alt="" width="2560" height="1920" />

It was worth the effort. Hyundai says rear-wheel drive versions of the IONIQ 6 can stretch its legs a stunning 581 kilometres, outperforming just about every EV on the market. An equivalently priced and similarly equipped Tesla Model 3 or Polestar 2 are good for roughly 440 kilometres. Adding a motor to the IONIQ 6’s front axle grants all-wheel drive capability, great for foul weather but cuts the range to a still-impressive 509 kilometres. In either one, there’s a solid chance that on long journeys passengers of the IONIQ 6 will need to make a pit stop well before the car needs to be recharged.

That extra motor also brings extra power. Rear-drive cars make 225 horsepower and 258lb.-ft of torque while all-wheel drive variants are good for a healthy 320 ponies and 446 units of twist. It was the latter to which we snagged the keys to on a rainy day in Vancouver, heading through urban environs before making a run up neighbouring Cypress for a peek at the remaining snow.

Hyundai offers a trio of driving modes in the IONIQ 6. Eco does what it says on the package, accumulating speed at a moderate rate which belies the car’s total power output but does wonders for maximizing its total driving range. Alert drivers will notice a bit of pushback in the accelerator pedal in this mode but that’s easily pushed through if the driver calls for maximum thrust in traffic or while exiting a side street. Sport mode is favoured by this writer, range be damned, since it permitted hyperdrive-style acceleration at the flex of my big toe and was endlessly responsive. When the speed freaks at Hyundai’s N division finally fettle this electric powertrain, it promises to be extremely entertaining. Engaging that mode turns dashboard details red for an extra bit of theatre. Normal mode lives between those two extremes.

That zoomy roofline makes this sedan appear smaller than it actually is; with a total length of 4855mm, it is 161 mm longer than a Tesla Model 3 and 220 mm longer than it IONIQ 5 sibling. As a familiar yardstick, it’s actually about the same length as a Sonata. Interestingly, the IONIQ 5 has a longer wheelbase, with almost all the extra span sticking beyond the rear wheels in the form of aero tricks which increase range. The biggest bogey out back is cargo volume, just 316 litres, though it is aided by a small frunk.

<img class="aligncenter size-full wp-image-175397" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/Large-52991-2023IONIQ6.jpg" alt="" width="1800" height="1201" />

<img class="aligncenter size-full wp-image-175406" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/IMG_5521-scaled.jpg" alt="" width="2560" height="1920" />

There are no complaints with interior space, as even this 6’6” author could get comfortable in the driver’s seat without needing to place it all the way at the back of its travel. The headliner did not caress my balding pate, despite the presence of a sunroof. One must mind their noggin whilst getting into the back seat, lest they bonk their melon on that fast roofline, but headroom is acceptable once installed in that perch. There was little space under the front seat for my size 13 Blundstones, though those with smaller feet will probably be fine.

Dual 12.3-inch displays dominate the interior, one for serving up critical vehicle information to the driver while the other handles infotainment duties. Hyundai’s UX is largely straightforward, with the only blip being commands for changing the direction of ventilation sometimes required two pokes at the interface. Adding wireless Apple CarPlay / Android Auto would also be a leap in convenience. Certainly, the IONIQ 6 doesn’t operate like an alien science project, with some logically placed physical controls dotting the interior providing comforting visual anchors for anyone new to the EV ownership experience.

Those buttons with stars on ‘em? Hyundai lets you choose yer own adventure with these switches, permitting the custom assignment of controls based on your needs or preference. And if you’re wondering why there are wing-like protrusions bookending the dashboard where it meets the car’s door panels, they are used in other markets to house small screens which act as sideview mirrors. Bedwetting lawyers won’t permit that too-cool tech in our country.

<img class="aligncenter size-full wp-image-175393" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/Large-52923-2023IONIQ6-scaled.jpg" alt="" width="2560" height="1712" />

As is Hyundai’s wont, the IONIQ 6 makes a strong value play. Its rear-wheel drive variant in Preferred trim is priced at $54,999 but stepping up to an all-wheel drive version (with nearly 100 extra horses, ‘member) in equivalent spec is just a $3,000 proposition. From there, it is a further six grand walk to our tester’s Ultimate trim. That model bins cloth seats in favour of artificial leather, adds heat to the rear bench and ventilation to the front chairs, includes a banging Bose stereo, and tacks on 20-inch wheels. The latter is of importance, since their extra weight and rolling resistance reduces driving range to 435 kilometres – still a good number and deep within Tesla territory, but I’m not sure my vanity is worth 74 clicks of range.

It's for that reason we recommend sticking with the Premium package, taking advantage of its healthy standard equipment list while retaining a long-legged driving range. Whether one opts for rear- or all-wheel drive is largely a matter of personal preference and location of residence in this great country; we’ll take extra horsepower any day of the week but the allure of nearly 600km of range is hard to ignore. Note well: federal iZEV rebates apply and you’re encouraged to examine any provincial largesse which may be on the table in addition to what’s on offer from Daddy Government.

The IONIQ 6 might look markedly different from its sibling – but there’s no doubt they both come from very good stock. This slick EV should be arriving in dealers this April.
<h3>2023 Hyundai IONIQ 6</h3>
Preferred RWD – $54,999

Preferred AWD – $57,999

Ultimate AWD – $63,999

BODY STYLE: four-door sedan

DRIVE METHOD: single or dual electric motor, rear- or all-wheel drive

POWER: 225 hp, 258 lb.-ft (single), 320 hp, 446lb.-ft (dual)

CARGO VOLUME: 316 litres

WEBSITE: www.hyundaicanada.com

2023 Hyundai IONIQ 6 First Drive Review

Ariya AWD beauty waves

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.

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

2023 Nissan Ariya e-4orce First Drive Review

2024 GMC Hummer EV SUV_front 3-4 profile

SAN FRANCISCO, CA – There is perhaps no better example of reinvention in the automotive industry than GM’s resurrection of the Hummer nameplate.

Once an icon of ultra-capitalism and unrestrained gas consumption, Hummer production ended in 2010 and it was thought the marque would be gone forever. Then GM announced in 2020 that it would return, but this time it would be driven by pure electricity. That’s right – Hummer is now an EV, a sub-brand of GMC, GM’s truck and SUV division.

So yes, apart from the name, this Hummer isn’t at all like its predecessors.

There’s a lot to unpack here, so I’ll start with the basics. Both GMC Hummer EV SUV and its sibling, the Hummer EV SUT, or Supertruck as it is often referred to, are built at GM’s Factory ZERO plant in Detroit on the company’s new Ultium-based GM BT1 platform. GM BT1 also underpins forthcoming electric pick-ups, the Chevy Silverado EV and GMC Sierra EV.

<img class="aligncenter size-full wp-image-175274" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/IMG_2221-scaled.jpg" alt="2024 GMC Hummer EV SUV" width="2560" height="1920" />

Five grades are available for the Hummer EV SUV: EV2, EV2X, EV3X and Edition 1, with the latter being available in either on or off-road configuration.

What separates these vehicles primarily are batteries, electric motors and charging capability. Those with a ‘2’ in their name have two electric motors (one front, one rear), while the EV3X and Edition 1 have three, one at the front and two at the rear.

On the battery front, the base EV2 has a 16-module 170 kWh Ultium battery, while all grades above it have 20 modules. As for charging, all units above the EV2 have an 800-volt charging infrastructure and can handle up to 300 kW of charging on a DC fast charger, whereas the base EV2 is 400-volt.

As for range, final figures were still being sorted at time of writing, but GM says it should be at least 480 kilometres on a full charge for all grades.

<img class="aligncenter size-full wp-image-175266" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/2024-GMC-Hummer-EV-SUV_side-profile-scaled.jpg" alt="2024 GMC Hummer EV SUV" width="2560" height="1920" />

Dimensionally, the Hummer EV SUV is a large vehicle, but it’s considerably shorter than its SUT sibling. For instance, the SUV is 20 inches (508 mm) shorter than the SUT and rides on a 226-millimetre (8.9 inches) shorter wheelbase.

These shorter dimensions are an asset for the SUV with respect to its turning radius, which is just 10.8 metres (35.4 feet). I should note that its four-wheel steering and 10-degree wheel articulation provide a big assist here too, but I’ll get to that.

In terms of power, the Hummer EV is one prodigious electric beast. Upper-level trims can produce up to 850 horsepower and an eye-watering 11,500 lb-ft. (!) of torque.

Using GM’s Watts to Freedom, which refers to launch control, the Hummer EV SUV has a 0-60 mph (0-97 km/h) time of 3.5 seconds. I cannot speak from experience, as I missed out on the opportunity during the media drive for a dumb reason, but I can verify that the Hummer EV is quite fast on public roads.

In the appearance department, the photos tell the story. It’s a big and blocky SUV that oozes Hummer style, especially when viewed from the front. GMC designers have done a fine job, I think, of updating its design language in a way that remains unmistakably Hummer. The Moonshot Green Matte finish on my test vehicle is quite pretty, especially in full sun.

<img class="aligncenter size-full wp-image-175259" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/2024-GMC-Hummer-EV-SUV_dashboard-centre-console-scaled.jpg" alt="2024 GMC Hummer EV SUV" width="2560" height="1920" />

<img class="aligncenter size-full wp-image-175265" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/2024-GMC-Hummer-EV-SUV_rear-seat-scaled.jpg" alt="2024 GMC Hummer EV SUV" width="2560" height="1920" />

Inside the cabin, the Hummer EV SUV is spacious and comes loaded with an array of tech features, such as a 12.3-inch digital instrument cluster, 13.4-inch multimedia touchscreen with Google built-in infotainment features, Bose audio system, cell phone charge pad, and more.

The vehicle is also replete in design Easter eggs, with Hummer EV badging scattered all over its surfaces, on door panels, dashboard, and scuff plates, to name a few. My personal favourites are the front speaker grille covers which feature the moon’s Sea of Tranquility.

Heated and cooled leather seating are also on tap here, as is a heated steering wheel, an Infinity Roof with removable transparent Sky panels (which can be stored in cases in the car’s front e-trunk), a rear swing-out tailgate with drop glass and a mounted spare tire and more.

Much of what I’ve listed is standard, but one should consult their local GMC dealer for a full breakdown of standard and optional kit. I will note that almost everything mentioned is standard on the U.S.-spec Edition 1 model I drove in California, apart from the Extreme Off-Road Package.

Speaking of the drive, I spent about three hours driving the Hummer EV SUV in the San Francisco Bay Area over two days and come away impressed with its capability, both on road and off.

<img class="aligncenter size-full wp-image-175270" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/IMG_2155-scaled.jpg" alt="2024 GMC Hummer EV SUV" width="2560" height="1920" />

<img class="aligncenter size-full wp-image-175267" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/IMG_2165-scaled.jpg" alt="2024 GMC Hummer EV SUV" width="2560" height="1920" />

A few caveats are in order, however. One, due to an unusually high amount of rainfall in northern California recently, a planned off-road driving exercise for journalists was scrapped.

Some in our group were unhappy about it (myself, included), but as the photos reveal, the course was a real mud bowl and some of us would have gotten stuck. In fact, one of the GMC engineers giving ride-alongs had to get pulled out by a bulldozer after getting bogged down in a deep mud trench.

With that said, my ride-along proved to be illuminating insofar as I could feel how the Crab Walk feature, where the rear wheels turn to help traverse rocky or muddy surfaces, really helps the Hummer EV traverse challenging terrain. And for the record, we didn’t get stuck.

One other thing to note is the vehicles I experienced were both equipped with the optional Extreme Off-Road package which comes with 18-inch wheels, 35-inch Mud Terrain tires, skid plates, rocker protection, a front locking differential, and a rear virtual locking differential.

The second caveat is my co-driver and I lost cell service, which scrambled out tester’s navigation, during the trip from the hotel to the closed course where the Watts to Freedom demonstration was taking place, so I missed my chance to experience the full seat-pressing thrust of the Hummer EV’s acceleration might.

During my time behind the wheel, however, I got to feel the full 11,500 lb-ft. of torque, and it does a fine job of pushing this brick-shaped SUV down the road. Power delivery is light switch fast, so leaving other cars in one’s dust is easy.

<img class="aligncenter size-full wp-image-175264" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/2024-GMC-Hummer-EV-SUV_rear-3-4-profile-scaled.jpg" alt="2024 GMC Hummer EV SUV" width="2560" height="1920" />

On that note, while there was a high degree of tire and wind noise, but the Hummer EV doesn’t feel as big as it looks. Its four-wheel steering does a nice job of getting the car to rotate sharply through corners, and navigating tighter spaces, such as parking lots, which proved to be much easier than I was expecting.

What really sticks in my memory, though, are finer details. Not just Easter egg badging, but the graphical fidelity of the screens, which use Unreal Engine technology from Epic Games, which powers Fortnite and many other video games.

The easy toggling of one-pedal driving, which can be managed either through the infotainment screen or a button on the steering wheel, is another nice touch, as are the removable roof panels and swing out tailgate.

The Hummer EV SUV is also available with GM’s latest version of Super Cruise which offers hands-free driving and works on over 644,000 kilometres of enabled roads across North America. I used it on the highway driving back to San Francisco, including the Golden Gate bridge, and it worked beautifully.

In all, the Hummer EV SUV is an impressive vehicle. It’s certainly not for everyone, a GMC rep noted, it’s more for the person who has “a seven-car garage” and wants to have “all the latest toys”. Given its six-figure starting MSRP, I’d have to agree.

<img class="aligncenter size-full wp-image-175261" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/2024-GMC-Hummer-EV-SUV_front-fender-wheel-scaled.jpg" alt="2024 GMC Hummer EV SUV" width="2560" height="1920" />

Efficiency figures were not available from GMC at time of writing, but I imagine the Hummer EV SUV will consume a lot of electricity – a frugal EV this is not.

But, as the same brand rep put it to me, the Hummer EV is a halo vehicle for GMC, and while it’s not going to be a sales volume leader, it should have a rainmaker effect on the rest of the lineup.

And for those with the means, it makes for an impressive statement vehicle.

2024 GMC Hummer EV SUV pricing

EV2 – $108,598
EV2X – $122,098
EV3X – $135,598
Edition 1 – $142,598 (on-road)
$154,193 (off-road)

All 2024 GMC Hummer EV SUV grades go on sale next month, except for the EV2 which launches in spring 2024.

2024 GMC Hummer EV SUV

BODY STYLE: full-size EV SUV
DRIVE METHOD: dual / tri-motor, electronic-all-wheel drive
ENGINE: 170 kWh battery (EV3X, Edition 1 – 830 hp / 11,500 lb-ft.; EV2, EV2X – 625 hp / 7,400 lb-ft.)
FUEL ECONOMY: TBA
CARGO VOLUME: 2,317 / 1,017 litres (81.8 / 35.9 cu ft.) (behind first / second row)
MAXIMUM TOWING: TBA
PRICE: $108,598 base, excl. freight, taxes and fees
WEBSITE: <a href="http://www.gmccanada.ca">www.gmccanada.ca</a>

2024 GMC Hummer EV SUV First Drive

2023 BMW XM_front 3-4 profile

SCOTTSDALE, AZ. – After more than 50 years as the standard-bearer for BMW performance, M is going electric. Not fully electric, mind you, because the electrification process is a series of baby steps, but the shift is now officially underway with the arrival of the 2023 BMW XM, a range-topping plug-in hybrid SUV that is the first electrified M car.

The two row, five passenger XM shares a common architecture and some componentry with the X5, X6 and X7 SUVs, including its 4.4-litre twin-turbo V8 gas engine and ZF-sourced, eight-speed automatic transmission. What separates the XM from its siblings, obviously, is the hybrid part, which is comprised of an electric motor integrated into the eight-speed gearbox, along with a 25.7 kWh useable lithium-ion battery pack. BMW’s xDrive all-wheel drive system is also standard kit.

<img class="aligncenter size-full wp-image-175223" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/2023-BMW-XM_engine-compartment-scaled.jpg" alt="2023 BMW XM" width="2560" height="1440" />

The high-revving V8 has been updated for the XM, and features a cross-bank exhaust manifold, a reinforced crankshaft, and a turbocharger located close to the exhaust manifold. A new lightweight plastic oil sump and new oil pump help improve efficiency and reduce emissions.

All told, the 4.4 generates most of the XM’s power, with 489 horsepower at 5,400 rpm, and 479 lb-ft. of peak torque, which is available between 1,600 and 5,400 rpm. Total system output is rated at 653 hp / 590 lb-ft. with a 7,200 rpm redline.

Of note, a more powerful XM LABEL RED variant will arrive this fall, with even gaudier output of 748 total horsepower and 737 lb-ft. of total torque.

<img class="aligncenter size-full wp-image-175230" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/IMG_E2995-scaled.jpg" alt="BMW XM" width="2560" height="1440" />

In terms of raw numbers, the XM can hit 100 km/h from rest in 4.3 seconds, with a 0-200 km/h sprint clocking in at 14.3 seconds. Its electronically governed top speed is 250 km/h (270 km/h with the optional M Driver’s Package). The top speed for electric-only driving is rated at 140 km/h.

On the chassis front, the XM’s xDrive system splits engine torque independently to all four wheels, and the split is distributed variably between the front and rear axle via an electronically-controlled multi-plate clutch.

The system is rear-biased, despite its 4WD format, and it can be dialled in more aggressively if one were to engage 4WD Sport, which is done by engaging M Dynamic Mode or DSC (dynamic stability control) off mode. An electronically controlled differential lock (M Sport differential) located at the rear axle provides torque vectoring for the rear wheels, that is “need-based”, according to BMW.

Essentially, the M Sport differential helps the XM maintain grip in hard cornering by delivering torque to the outside wheel, which helps the car rotate through corners, tamping down understeer and eliminating the need for braking.

<img class="aligncenter size-full wp-image-175225" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/2023-BMW-XM_front-fender-wheel-scaled.jpg" alt="2023 BMW XM" width="2560" height="1440" />

The BMW XM is also outfitted with an adaptive M suspension which includes electronically controlled dampers and active roll stabilization. The latter uses a 48-volt electric motor, powered by supercapacitors to connect the two halves of the anti-roll bar at the front and rear axles.

As for electric range, BMW claims the XM can travel between 82 and 88 kilometres as an EV, according to European WLTP testing, but EPA / NRCan numbers won’t be that generous. Final electric range figures weren’t available at time of writing, but they should be in the 50 km range. On the charging front, BMW says the XM’s battery can be charged from zero to 100 percent in about 4.25 hours with a Level 2 charger.

In terms of appearance, the XM retains much of its concept styling, at least on the outside. Its boxy shape filled with sharp corners, along with a wide stance (at 2,005 mm it is the widest BMW) and massive wheels (23-inchers shown), are like no other BMW.

Viewed from the front, the XM carries forward BMW’s design shift towards a more unique appearance for its high-end models, which was first seen on the new <a href="https://www.wheels.ca/news/the-2023-bmw-i7-and-bmw-760i-xdrive-are-marvels-of-technology">7 Series models</a> last year. A redesigned M kidney grille, along with slim notch daytime runners stacked above LED headlights, and large air intakes in the lower fascia, give the XM a style that is very different from its X and M siblings.

Elsewhere, BMW has combined 3D shapes (taillights, door handle trim) with a raft of gold-coloured trim accents that pair with some exterior colours, such as my seafoam (Cape York Green Metallic) tester. These accents, which include the beltline, window trim and outlining around the kidney grille and diffuser, give the XM a more exclusive, and bejewelled, look. In my view, these accents don’t work as well on other shades (M Toronto Red Metallic) as they do with Cape York.

<img class="aligncenter size-full wp-image-175221" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/2023-BMW-XM_cockpit-scaled.jpg" alt="2023 BMW XM" width="2560" height="1440" />

<img class="aligncenter size-full wp-image-175231" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/IMG_E3042-scaled.jpg" alt="BMW XM" width="2560" height="1440" />

On the inside, the XM offers up an inviting space, filled with fine detail, with a feel that is both luxurious and high-tech. Two large digital displays, a 14.9-inch unit for the instrument cluster and a 12.3-inch unit are fused together into one large curved panel that is angled towards the driver.

Items such as console switch gear, climate controls and steering wheel have a conventional BMW look and feel to these eyes, but the two-tone brown / green colour scheme, which is replete with interesting stitch and grain patterns, are most certainly not run of the mill.

For instance, in the rear seat area, the XM comes with two small pillows, and occupants seated there have a front row seat to view the sculptural headliner, a 3D fabric panel that is framed by customizable ambient lighting. Eschewing a massive panoramic glass roof, which is commonplace in the premium space, in favour of a fixed headliner, albeit a very decorative one, seems a bit risky, but it is unquestionably a bold choice.

For the media drive, BMW split the driving day in half. Our group spent half the day piloting the XM and the other half in the M2 (story coming early next month). I had a driving partner for both, which gave me about two hours seat time in each car on a route that covered about 380 miles (611 km) from Scottsdale to Prescott and back.

Based on that generous amount of seat time, I come away impressed with the XM.

<img class="aligncenter size-full wp-image-175219" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/2023-BMW-XM_rear-3-4-profile-scaled.jpg" alt="2023 BMW XM" width="2560" height="1440" />

I won’t dwell too much on its aesthetics as the pictures tell the story and people are free to form their own opinions. I will say, however, that I have a favourable view of the XM’s appearance. As an electrified vehicle, I think it’s important for it to have its own identity separate from its gas-powered siblings and I think BMW has achieved that.

As I said, the XM exudes a strong concept ethos, which I think adds to its appeal. On the inside, BMW has created a premium space that is in line with its positioning as a range-topping vehicle. From its large screens to its rich leather and fine plastic and metallic accents, to its sculptural headliner, the XM’s cabin environment is an inviting luxury space.

And on the road, it comports itself very much like its X siblings with M badging. The 4.4-litre V8, aided by the electric motor, slingshots the long and heavy XM along with impressive haste in all driving modes, and when dialled to sport or sport+, it makes a pleasing deep exhaust baritone as it goes about its work.

Dynamic track evaluations weren’t on the agenda for this media drive, so I can’t comment on the XM’s emergency handling. A closed course would have done a much better job of evaluating BMW’s suspension and powertrain wizardry, but I’ll have to wait for a future opportunity before rendering judgement.

On Arizona roads that ranged from moderate to rough and in dire need of repair, the XM felt reasonably quick, responsive, and planted to the tarmac, but I was always aware of the car’s bulk. Electrification adds weight, and I felt it.

<img class="aligncenter size-full wp-image-175226" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/2023-BMW-XM_instrument-cluster-scaled.jpg" alt="2023 BMW XM" width="2560" height="1440" />

In terms of efficiency, my colleague and I averaged 21.1 mpg (11.1 L / 100 km) over 199.6 miles (321 km). Not great for a regular PHEV, but give the XM’s size, weight and V8 power, it’s a decent return.

The last thing to touch on briefly is price. With a base MSRP of $220,000, the XM’s high barrier to entry will limit its appeal. For that amount of money there are a lot of alternatives, even for those who must have the shiniest new toys.

That said, the XM costs about $50K less than a Lamborghini Urus, almost $20K less than a Bentley Bentayga and roughly the same as an Aston Martin DBX.

And none of them come with a plug, which should further enhance the XM’s appeal for those with the means.

The 2023 BMW XM is on sale now. 
<h3>2023 BMW XM</h3>
BODY STYLE: full-size premium plug-in hybrid SUV
DRIVE METHOD: Front-engine, all-wheel drive, 8-speed automatic transmission
ENGINE: 4.4-litre twin-turbo V8 + electric motor + lithium-ion battery (653 hp / 590 lb-ft. combined)
FUEL ECONOMY: (Premium 91+) 19.9 / 13.9 / 17.2 L / 100 km (city / highway / combined)
CARGO VOLUME: 1,820 / 527 litres (64.2 / 18.6 cu ft.) (behind first / second row)
MAXIMUM TOWING: 5,952 pounds (2,700 kg)
PRICE: $220,000 base, excl. freight, taxes and fees
WEBSITE: <a href="http://www.bmw.ca">www.bmw.ca</a>

2023 BMW XM First Drive Review

IMG_5262

The last time Dodge introduced an all-new vehicle to their showrooms, Jack Layton had not long elevated his NDP party to the status of Official Opposition, London was holding a successful Olympic Games, and a cruise ship captain managed to capsize the Costa Concordia whilst trying to impress their date.

So, yeah – it’s been a minute.

Enter the Dodge Hornet, an entrant into the murderously competitive small crossover class, a segment where content is king and price is paramount. There are a lot of sales to be claimed in this arena but customers tend to be very unforgiving of vehicles which roll a gutter ball.

<img class="aligncenter size-full wp-image-175189" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/BFDED6B9-F3DF-4403-AF45-C3877D6C0E22-scaled.jpg" alt="Dodge Hornet GT" width="2560" height="1920" />

<img class="aligncenter size-full wp-image-175168" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/IMG_5204-scaled.jpg" alt="Dodge Hornet R/T" width="2560" height="1920" />

The new Hornet will be available in two models, each with their own unique powertrain but both with the type of aggressive styling one has come to expect from Dodge. The GT is powered by a turbocharged 2.0L inline-four engine making 268 horsepower and 295 lb.-ft of torque. This is all funnelled to earth via a 9-speed automatic transmission and standard all-wheel drive.

Meanwhile, customers selecting an R/T will find a plug-in hybrid (PHEV) power unit in which a 1.3L turbocharged four tag teams a rear-axle-mounted electric motor and belt-driven starter generator to produce 288 horses and 383 lb.-ft of twist. A 15.5-kWh battery promises roughly 50 kilometres of all-electric driving when conditions are right. All-wheel drive is standard here as well, though the transmission is swapped for one with six cogs.

Knowing our readers, we palmed the keys to a base model GT and a top-spec R/T, models representing bookends of the new Hornet line both in terms of power and price.

First, the GT. Its turbocharged gasoline-powered engine was quick to respond to prods of the throttle whilst roaming the Blue Ridge Mountains near North Carolina, avoiding the sort of thrash associated with small-displacement turbo four-bangers. It feels stronger than a turbocharged <a href="https://www.wheels.ca/vehicle-reviews/2022-mazda-cx-5-sport-design-review">Mazda CX-5</a> despite the Japanese competitor having more torque, and it blows the hopelessly underpowered <a href="https://www.wheels.ca/reviews/2023-honda-cr-v-sport-review">Honda CR-V</a> into the weeds. Engineers in Sterling Heights have worked on programming this nine-speed gearbox; it exhibits none of the weird shift patterns experienced in other Stellantis products with this many cogs, including your author’s own three-year-old Cherokee Trailhawk.

<img class="aligncenter size-full wp-image-175175" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/IMG_5208-scaled.jpg" alt="Dodge Hornet R/T" width="2560" height="1920" />

The R/T, with its PHEV powertrain, has three driving modes: Hybrid, Electric, and E-Save. The latter prioritizes the gasoline engine to save battery juice for later, while the other two are self-explanatory. Electric mode does a good job shunning gasoline engine use until necessary – a depleted battery or call for quick acceleration can light the fires – and can be used at speeds well beyond around-town pace. With roughly 50 clicks in yer electric pocket on a full charge, it is possible some Hornet R/T owners could avoid drawing from the 42L fuel tank for extended periods.

Power delivery in the hybrid is less linear than the gasser. A detent in the accelerator pedal’s travel must be pushed through for wide-open throttle and the system never seems to deliver the entirety of its advertised 383 lb.-ft of torque. This may be down to some number fudging, since that figure is listed as “total installed” torque instead of what may be available when both the gasoline engine and electric gubbins are at their peak.

For what it’s worth, the 1.3L ICE and rear axle e-motor produce maximums of 199 and 184 lb.-ft of twist, respectively. That does indeed add up to 383 but on the road it really doesn’t feel like the totality of that sum is available all at once. Mashing the Sport button helps, permitting the R/T to hang onto gears a tad longer. Transitions between gasoline and electric propulsion in Hybrid mode are smooth, exhibiting none of the harshness felt whilst piloting a Jeep Grand Cherokee 4xe, for example.

<img class="aligncenter size-full wp-image-175172" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/IMG_5231-scaled.jpg" alt="Dodge Hornet R/T" width="2560" height="1920" />

A so-called “PowerShot” overboost feature can be accessed by pulling back on both steering column mounted shift paddles to allegedly summon an extra 30 horses for fifteen seconds. It’s a neat party trick but doesn’t produce the rush of endorphins provided by, say, the N Grin Shift button from Hyundai. Perhaps Dodge could program some snarly sounds and a colourful buzzing hornet animation on the gauge cluster as a cheap way to add extra theatre.

Both the GT and R/T benefit from a well-tuned suspension, featuring Koni frequency selective dampening shock absorbers and a rear suspension geometry which can trace its design roots to Colin Chapman’s efforts at Lotus. Entertaining handling characteristics help set the Hornet apart from its competitors, most of which drive like a bowl of week-old pudding. Drivers with a sporty heart can opt for a Track Pack, bringing even better Dual Stage Valve dampers but they cost between $3,195 and $4,790 depending on trim.

<img class="aligncenter size-full wp-image-175192" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/IMG_5316-scaled.jpg" alt="Dodge Hornet GT" width="2560" height="1920" />

Every Dodge Hornet is equipped with an attractive 12.3-inch reconfigurable digital gauge cluster, dual-zone climate control bearing real buttons in the form of precise chiclets, and enough USB outlets to keep the peanut gallery at bay. Soft-touch surfaces are in all the right places, including on the instrument panel and centre console, while red stitching provides a splash of colour. The R/T’s paddle shifters are particularly nicely crafted, feeling and looking like the long and lithe blades of Worf’s bat’leth weapon.

Most people should find acceptable room in the driver’s seat, though those long of torso should consider a trim sans sunroof. Tall folks riding shotgun may also notice the Hornet’s centre console crowding their left knee, especially if their chair is moved forward – which it may be, since back seat space isn’t enormous. This 6’6” author found a lack of headroom and legroom whilst seated behind another six-footer, though people of non-NBA stature may not have this complaint.

Note well: young families packing a rear-facing child seat should bring one along on their test drive to make sure everything (and everyone) fits comfortably. While the Dodge crew are insistent the <a href="https://www.wheels.ca/vehicle-reviews/2022-mazda-cx-5-sport-design-review">Mazda CX-5</a> is their benchmark, that vehicle is about two inches wider, longer, and taller. The GT has 27 cubic feet of cargo space whilst the R/T has 22.9 thanks to its PHEV battery consuming a handy underfloor cubby present on the gasoline-powered model. The Mazda? 30.7 cubes. In terms of raw measurement, the Hornet occupies a space between compact and subcompact crossovers.

<img class="aligncenter size-full wp-image-175188" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/IMG_5330-scaled.jpg" alt="Dodge Hornet GT" width="2560" height="1920" />

The Hornet, then, is not easily categorized. Shoppers left without a home after the Cherokee is canceled may find it a size small, as could people cross shopping the R/T with other PHEV crossovers like the <a href="https://www.wheels.ca/vehicle-reviews/review-2021-toyota-rav4-prime">Toyota RAV4 Prime</a>. However, if one plunks themselves in a Hornet with the right expectation of space, they will probably find a lot to like – especially if their penchants tilt toward the Hornet’s aggressive looks and interesting paint choices. Toss in an ability to deliver entertaining handling and Dodge is likely to find, in a segment which has more than its share of dullards, its assets will be more than enough for some customers.

Dodge Hornet GT and GT Plus models will be priced at $40,090 and $46,090 including destination. Making the walk to a plug-in R/T or R/T Plus will command $52,590 and $58,090 respectively, again including destination fees. The PHEV will qualify for government largesse through the federal iZEV program, guaranteeing a $5,000 discount, plus any provincial rebates available in your region.

Dodge says they’re expecting to sell about half the volume of their Mazda CX-5 bogey, a machine which sold about 24,000 units in Canada last year. GT trims should be arriving in dealers as you read this, while R/Ts – labeled a 2024 model – are slated to appear by the beginning of this summer.

2023 Dodge Hornet GT pricing (includes freight)

GT – $40,090

GT Plus – $46,090

BODY STYLE: two-row crossover

DRIVE METHOD: front engine, all-wheel drive

POWER: 268 hp, 295 lb.-ft

CARGO VOLUME: 27.0 cu.ft (behind second row)

WEBSITE: <a href="http://www.dodge.ca">www.dodge.ca</a>

2023 Dodge Hornet R/T pricing (includes freight)

R/T – $52,590

R/T Plus – $58,090

BODY STYLE: two-row crossover

DRIVE METHOD: front engine, rear electric motor, all-wheel drive

POWER: 288 hp, 383 lb.-ft

CARGO VOLUME: 22.9 cu.ft (behind second row)

&nbsp;

&nbsp;

2023 Dodge Hornet First Drive Review

EGV70 water front beauty closer 9

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

2023 Genesis Electrified GV70 First Drive Review

Solterra front 3q mountain tops 11

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

2023 Subaru Solterra First Drive

2023 RZ 450e Wave 6 Canada 043

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 Lexus RZ is the first foray for Toyota’s luxury brand into the world of EV motoring, and it comes to us at a time when Toyota/Lexus is making strides to add 30 battery EV (BEV) models by 2030. In the case of the RZ, that means it gets a fully-electrified powertrain anchored by a 150 kw EV motor on the front axle, and an 80 kw example on the rear for a total power output of 308 horsepower, which is quite the jump from the 204 hp the <a href="https://www.wheels.ca/reviews/2023-toyota-bz4x-first-drive">Toyota BZ4X</a> makes and with which the RZ shares its e-TNGA platform. It comes in three trims for the Canadian market: 450e Signature ($64,950), 450e Luxury ($73,550) and 450e Executive ($80,950).

All trims, meanwhile, get a 71.4 kWh battery (64 kWh usable). Charge rates can be as high as 150 kw, for a 30 minute 0-80% charge time. If you’re gong to charge at home expect a 9.5-hour charge time as on-board charging only goes as high as 6.6 kw—lower than I’d like to see when you consider the competition. Range, meanwhile, is rated at 354 km with the 18-inch wheels (Signature only) and 315 km with the 20” option.

Lexus has made some waves with their hourglass-shaped “spindle” grille, not all of which are positive as some found it a little too aggressive. Personally, I’ve found it to be just aggressive enough to differentiate Lexus from both its competition and its former self. Being an EV, the RZ doesn’t need a grille, but there is a paint-matched insert in an hourglass shape. They’ve kept some of the “spindles” along either side of the insert to tie it a little tighter to the other models.

<img class="aligncenter size-full wp-image-175014" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/IMG_8521.jpg" alt="2024 Lexus RZ" width="2000" height="1333" />

Those seeking something more unique will appreciate the wheel designs, dual-tone paintjobs and bright colour options such as the two-tone Ether and black seen here. ‘Round back, we find more Lexus touches including a full-width light bar and large “Lexus” scripting. Not 100 per cent sure on the standard contrast colour fenders and rocker panels, though. It fits well with the two-tone paintjob, but is a little too BZ4X otherwise.

Inside, the styling situation and even the ambiance depends heavily on whether or not the RZ is specced with a traditional steering system – one with a physical connection to the wheels – or a steer-by-wire system set to be available later on. Since the new system offers adaptive ratios, you don’t have to turn the wheel as much and don’t need to make use of the traditional hand-over-hand technique when navigating tight spots or parking. As a result, Lexus has provided a yoke instead of wheel. It looks like something you might find in an F1 car and it forces you to keep your hands at the 9- and 3 o’clock positions while providing a better view of the digital gauge cluster ahead.

<img class="aligncenter size-full wp-image-175000" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/2023-RZ-450e-Wave-6-Canada-018.jpg" alt="2024 Lexus RZ" width="2000" height="1333" />

Other eye-catching interior bits include an optional full-length moonroof that gets an optional dimming feature (the change happens immediately with the press of a button) as well as a standard 14” touchscreen display with Lexus Interface infotainment. It’s a slick, good-looking and fast system with wireless Apple CarPlay and Android Auto as well as “Hey, Lexus” voice activation that can do everything from setting your climate control to directing you to the nearest sushi joint. Audio duties, meanwhile, are handled by either a 10-speaker system, or crisp and bass-heavy 13-speaker Mark Levinson system.

Size-wise, the RZ sits between <a href="https://www.wheels.ca/reviews/review-2022-lexus-nx-450h">the NX</a> and <a href="https://www.wheels.ca/reviews/2023-lexus-rx-first-drive">RX</a> in the line-up, but actually offers more front and rear headroom and more front legroom than the RX, which is larger overall. As a result, RZ occupants both front and rear are well catered to. The battery being mounted so low in the chassis means the RZ gets a higher roofline for more headroom without compromising the centre of gravity.

A long time ago, you turned a key to start a car; with the RZ, you press a button to start and turn a dial to select drive or reverse, or press a button for park. It’s a low-clutter affair that does well to go with the rest of the dash; it features only a select few buttons and dials but thankfully, they’re the ones used most. The way the climate control knobs are integrated into the display, meanwhile, is a great touch.

<img class="aligncenter size-full wp-image-175001" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/2023-RZ-450e-Wave-6-Canada-022.jpg" alt="2024 Lexus RZ" width="2000" height="1333" />

<img class="aligncenter size-full wp-image-175012" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/IMG_8516.jpg" alt="2024 Lexus RZ" width="2000" height="1333" />

Setting off in the RZ, you feel that power right away. One of the benefits of BEVs like this is instant throttle response and acceleration and the RZ is no different. You’ll be at around town speeds in no time and at highway speeds not long after that. Even when cruising, there’s enough there that you’re not left hanging. Select Sport mode, meanwhile – others include Normal, Eco and Range, the last of which sends torque to the rear wheels only in low-load situations -- and it gets more responsive still. The speed is great, but how quietly it goes about its business is the real takeaway. Lexus has made use of aluminum and high-tensile steel to reduce body creaks and rattles and it’s worked a charm. Even the rear dampers have been specially tuned to keep from transmitting road noise into the cabin.

Which brings us to the steer-by-wire system. The faster you’re travelling, the less the front wheels turn as you add steering lock. You can change lanes on the highway with just a twitch of the wheel – which only turns 150-degrees, lock-to-lock – while driving slowly over a winding driveway, for example, increases the ratio so the same turn of the wheel returns that much more steering angle. It’s odd at first, but uncanny once you get the hang of it. The lack of a steering column, meanwhile, means reverberations are greatly reduced.

<img class="aligncenter size-full wp-image-175008" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/IMG_8500.jpg" alt="2024 Lexus RZ" width="2000" height="1333" />

With traditional power steering, the RZ returns fine turning response, although I appreciated the extra weight felt in Sport mode more here than I typically do in vehicles of this type.

Overall, the RZ experience is one punctuated by fantastic ride quality, a well-equipped interior and that steer-by-wire system, delayed as it may be, is incredible.

Those range figures are going to be a bit of a problem, however, when the likes of the Cadillac Lyriq or BMW iX are cresting 500 km. So it does get eclipsed there but I’m not convinced range is the be all end all when it comes to EVs. I don’t doubt its importance, but the RZ’s strengths will do well to draw buyers’ attention.
<h3>2023 Lexus RZ 450e</h3>
BODY STYLE: Five-door luxury crossover

DRIVE METHOD: front and rear EV motors, all-wheel drive
ENGINE: dual permanent magnet synchronous EV motors, 308 hp

ESTIMATED RANGE: 315-354 km
TRANSMISSION: single-speed automatic

CARGO CAPACITY: 389-910 L

TOWING CAPACITY: N/A

Base MSRP: $64,950

WEBSITE:  <a href="https://www.lexus.ca/lexus/en/automobiles/rz">Lexus RZ</a>

2023 Lexus RZ 450e First Drive

2023 Honda Accord_front 3-4 profile

Although it’s only been with us since 1976, the Accord’s presence in Honda’s lineup feels eternal, especially as passenger cars continue to fade in North America. They currently account for barely 20 percent of new vehicle sales, and that figure continues to shrink. The downward trend has caused many automakers to abandon cars, especially mid-size sedans.

Despite a grim trend, Honda is sticking with sedans, for now at least, and the Accord has done its part to hold the line. Sales of the outgoing 10th generation model in Canada checked in at 38,879 units during its run from 2018 through 2022, which is a far cry from its glory days in the 1990s and 2000s but is still robust enough to warrant a new generation. On that note, U.S. Accord sales were 154,612 in 2022, which is still decent but represents a 23 percent decline over 2021.

This is the environment the all-new 11th generation model launches into, as units begin arriving in Canadian dealerships this month. Among its many changes, the ‘23 Accord represents another front in Honda’s ongoing march towards electrification, with a lineup featuring two gas-electric hybrids (Sport Hybrid and Touring Hybrid), and just one gas model, the entry-level EX.

While no time frame has been announced, Honda is setting a 50 percent sales goal for Accord hybrids, which mirrors the one it set for the <a href="https://www.wheels.ca/reviews/first-drive-2023-honda-cr-v-touring-hybrid-awd">CR-V hybrid</a>, which is also all-new for 2023.

<img class="aligncenter size-full wp-image-174545" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/2023-Honda-Accord_engine-compartment-scaled.jpg" alt="2023 Honda Accord Hybrid" width="2560" height="1440" />

The new Honda Accord has two powertrains, a 1.5-litre turbocharged VTEC four-cylinder (192 hp / 192 lb-ft.) mated to continuously variable transmission (CVT) for the gas EX model, and a 2.0-litre Atkinson cycle four-cylinder / two-motor hybrid system (204 hp / 247 lb-ft. combined) that’s paired with an electronic CVT for the two hybrids. All models are offered in front-wheel drive only.

On the powertrain front, the 1.5-litre turbo four is now the only gas engine remaining, as the 2.0-litre turbo four has been discontinued. Output from the 1.5 is unchanged, but Honda has fine-tuned it with an upgraded direct-injection system, new cold-active catalyst, and high-rigidity crankshaft and oil pan. The latter two are designed to reduce engine noise.

As for the hybrid, the 2.0-litre Atkinson cycle four is all-new and features direct injection, while a fourth-gen two-motor hybrid-electric system uses two motors that are now mounted side-by-side. Combined horsepower output is down slightly (204 versus 212), but torque is up to 247 lb-ft., which is an increase of 15 lb-ft. over the outgoing model.

<img class="aligncenter size-full wp-image-174552" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/2023-Honda-Accord_side-3-4-profile-scaled.jpg" alt="2023 Honda Accord Hybrid" width="2560" height="1440" />

Notable mechanical changes include a more rigid structure, stiffer body supports, and new front brace bars aimed at improved ride and handling. Other chassis enhancements include a retuned four-wheel independent suspension with new front damper mount bearings and ball joints.

Dimensionally, the new Accord is the same height as its predecessor, but is slightly narrower, with a wheelbase that is one millimetre longer, with an overall length that has grown by 70 mm.

To these eyes, the Accord bears a strong resemblance to other <a href="https://www.wheels.ca/reviews/2023-honda-civic-type-r-first-drive-review">new Hondas of late</a> when viewed from the front, with its more upright grille, slim LED headlights and a longer hood. Its sleeker lines and sloping, fastback-style rear roofline give the car a more premium appearance. Lots of black trim, along with standard 19-inch alloy wheels on hybrid grades (17-inchers are standard on EX), also help to exude a more sophisticated aesthetic.

At the rear, horizontal LED taillights and a smaller, recessed Honda badge give the impression of a wide stance, even though this Accord is slightly narrower than the one it replaces. It doesn’t appear that way at all in person.

<img class="aligncenter size-full wp-image-174544" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/2023-Honda-Accord_dashboard-centre-console-scaled.jpg" alt="2023 Honda Accord Hybrid" width="2560" height="1440" />

Inside, the Accord’s new dashboard and console layout echoes those of newer Hondas, with a bigger dashtop-mounted touchscreen infotainment display, a full digital instrument panel, and more elegantly designed and finished touchpoints, such as those used for seating, door and console trims, and climate control switches.

Standouts here include a 12.3-inch infotainment display, which is Honda’s largest-ever touchscreen, and is standard on hybrid models (a 7-inch unit is standard on EX), a configurable 10.2-inch digital instrument cluster, along with a wireless smartphone charge pad, two USB-C ports up front, along with wireless Apple CarPlay and Android Auto (wired for EX). Honda Sensing, the company’s suite of active safety kit, is standard on all models.

The top Touring hybrid trim also receives Honda’s first use of Google built-in, which comes with Google Assistant, Google Maps, and Google Play, along with a slew of other apps and services. As is the case with other manufacturers that offer it, Google built-in can be used either with or without a user profile in the 2023 Accord.

Maybe I’ve driven too many Hondas over the past six months, but the new Honda Accord Hybrid reminds me a lot of its other recently remade stablemates, like the Civic and CR-V. They are all distinct, of course, but common themes of premium styling, greater refinement, new tech, and improved road manners unite them all.

<img class="aligncenter size-full wp-image-174550" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/2023-Honda-Accord_rear-3-4-profile-scaled.jpg" alt="2023 Honda Accord Hybrid" width="2560" height="1440" />

For the Accord specifically, I was struck by its sleek, handsome styling that does appear to these eyes to be more sophisticated than its predecessor. As much as I appreciate its new exterior, I really like what I see in the cabin.

In addition to being spacious, the quality and variety of trim materials, along with leather seating that is quite comfortable and supportive, gives the ’23 Accord a more premium feel. Touch points look and feel great, and hard plastic is mostly out of the driver’s eyeline on lower door panels and footwells.

In terms of functionality, interfaces are clean and easy to use, with everything seemingly falling to hand in a logical way. I’m pleased to see the presence of a round volume knob and a console gear shifter, despite the space the latter occupies. It just works better.

I spent about three hours driving an early production Touring Hybrid tester on snowy local roads and highways in Richmond Hill and Aurora, and I marvel at the Accord’s smooth and quiet operation in all driving modes (eco, normal, and sport). Acceleration is quite brisk but doesn’t get loud unless the accelerator is really matted.

<img class="aligncenter size-full wp-image-174553" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/IMG_E0015-scaled.jpg" alt="2023 Honda Accord Hybrid" width="2560" height="1440" />

I realize it has electric motors, but the new Honda Accord Hybrid is one of the quietest cars with an internal combustion engine that I have ever driven. It just rolls along quietly, scarcely audible unless the accelerator is firmly pressed. Honda’s chassis-stiffening, sound-deadening and anti-NVH (noise, vibration, harshness) efforts have been used to good effect. Despite being longer, the new Accord also feels light on its feet with responsive steering and a composed and secure ride that handles (most) road surfaces well.

As for nitpicks, I don’t have many, but I must note that my tester logged a combined fuel consumption number of 7.9 L / 100 km during my drive, which is much worse than the 5.3 figure Honda has published. My drive took place on a very cold day (-18C), however, which tends to hammer fuel efficiency, regardless of propulsion source.

It’s also worth mentioning the Accord is priced higher than some of its rivals and, with just three trims, there are fewer options. This strategy is defensible, however, given lower sedan sales volume and the high level of content the Accord offers.

In sum, the 2023 Accord is the best one yet. In an era when passenger cars are fighting a losing battle with SUVs in the marketplace, it stands firmly in the breach, holding the line.

The 2023 Honda Accord is on sale now.
<h3>2023 Honda Accord Touring Hybrid </h3>
BODY STYLE: mid-size sedan
DRIVE METHOD: Front-engine, front-wheel drive, electronic CVT
ENGINE: 2.0-litre DOHC four-cylinder + two-motor hybrid system (204 hp / 247 lb-ft. combined)
FUEL ECONOMY: (Regular 87) 5.0 / 5.7 / 5.3 L / 100 km (city / highway / combined)
CARGO VOLUME: 473 litres (16.7 cu ft.) 
PRICE: $46,280 / as tested, incl. freight, excl. taxes

EX – $37,000
Sport Hybrid – $41,000
Touring Hybrid – $44,500

WEBSITE: <a href="http://www.honda.ca">www.honda.ca</a>

2023 Honda Accord Hybrid First Drive Review

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Errachidia, Morocco - The Porsche 911 Dakar is one of those beautiful things in the car world – well, as we’ll see in a minute, “beautiful” is somewhat relative – whose very existence proves that even today, OEMs can put all the talk of autonomy and EV aside and just focus on what a car’s like to drive. Sure; you could make the argument that the 911 and others like it already make that point but this here’s another level.

Make no mistake about it; the point of this 911’s existence is, believe it or not, to ride sand dunes and fast gravel roads; after all, the car is so named for the famous Paris-Dakar off-road endurance race that Porsche conquered in 1984 and 1986. In fact, if you wanted to, you can even have your 911 Dakar look like those winners with one of four optional graphics packages including the Martini and Rothmans stand-ins seen here, so tweaked for licensing reasons.

<img class="aligncenter size-full wp-image-174399" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/IMG_7150.jpg" alt="Porsche 911 Dakar" width="2000" height="1333" />

It rides 50 mm higher than the <a href="https://www.wheels.ca/vehicle-reviews/first-drive-2022-porsche-911-carrera-gts">911 Carrera 4 GTS</a> plus a further 30 mm – that’s 80 mm total – if you raise it up via a button press or by selecting the Offroad drive mode. Unlike other 911 models that only get front lift, this gets both front and rear lift. Rallye mode joins Offroad as the two Dakar-specific modes this new 911 gets.

Even without the fancy graphics (or the optional roof rack, spotlights or…tent. Buyers also get the option to opt for a special Porsche-branded titanium carbide watch with their purchase, for a cool $24,000) it doesn’t take long to see how the Dakar something different. It rides higher on chunky off-road tires developed specifically by Pirelli for the Dakar and it gets wider fenders and skidplates both front and rear. It's not the prettiest 911 around and all that does add extra weight, but that’s countered by rear seat delete, lightweight glass and carbon bucket seats, frunk lid and rear spoiler so it only weighs 10 kilos more than a GTS. There’s also further optional underbody protection if you want it, but it isn’t fully necessary.

<img class="aligncenter size-full wp-image-174406" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/IMG_7254.jpg" alt="Porsche 911 Dakar" width="2000" height="1333" />

“The rear axle is protected,” said Achim Lamparter, chassis manager for the 911 Dakar. “And we have double-stiff GT3 engine mounts…for (when) the car is jumping.” Jumping! In a showroom-spec 911!

Power-wise, the 911 Dakar is unchanged from the GTS – that’s 473 horsepower and 420 pound-feet of torque fed to all four wheels via an eight-speed dual-clutch gearbox – there is no manual option. Rear-wheel steering also comes standard and they have tweaked the Porsche Stability and Traction Management (PSM/PTM) systems to work with the new drive modes; Offroad gives you a 50/50 power distribution, while Rallye gives you more rear bias meant for faster gravel work. Power can always be shuffled around if need be.

Indeed, we’d need all the help we could get considering some of the certifiably bonkers terrain we’d be traversing – think 250 metre-high sand dunes.

<img class="aligncenter size-full wp-image-174400" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/IMG_7156.jpg" alt="Porsche 911 Dakar" width="2000" height="1333" />

Even though we were in the middle of the Moroccan desert, we did have to drive to the dunes which meant our drive started out on the kind of surface most 911 models are accustomed to: tarmac. Here, other than the noise from the tires (which is a little louder than what’s emitted by winter rubber), it’s all 911. Sure; you sit a little higher but the 911 already has a pretty upright seating position and windshield, so lifting it up 50 mm doesn’t really tell a tale. Even if the Dakar doesn’t equal the performance of the GTS in more “911” conditions, it doesn’t matter so much because anyone who's allocated one of the 2500 they’re building for ’23 (at about $250,000 a pop) probably also has a GTS or a Boxster. Or both.

Through the few turns we did have, the Dakar felt as planted and communicative, as anything with “911” on its boot lid should feel. It sure doesn’t feel more “Macan” than “911”, and that’s crucial.

<img class="aligncenter size-full wp-image-174402" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/IMG_7180.jpg" alt="Porsche 911 Dakar" width="2000" height="1333" />

<img class="aligncenter size-full wp-image-174398" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/IMG_7120.jpg" alt="Porsche 911 Dakar" width="2000" height="1333" />

Off road, the feeling is almost eerie. You look down at the familiar gauge cluster and interior details and think “what’s the big deal?” but then you look at the road ahead – well, the path ahead, anyway, and the camels currently traversing it – and you’re like “oh – now I see” because what you’re looking at is a terrain no sports car should be on.

It gets eerier still as you start to push forward over loose gravel and softball-sized rocks and feel, well, almost nothing. The suspension and heavy tires are so well tuned that everything is swallowed up with gumption. You’re doing about 70 km/h on this stuff like it’s cotton candy. It’s uncanny – but just wait.

<img class="aligncenter size-full wp-image-174423" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/IMG_7233.jpg" alt="porsche 911 dakar" width="2000" height="1333" />

Then you hit the dunes. Like deep snow, the goal here not to stop because if you do, you will sink into that ultra-fine sand and have to be hauled out by one of the gamely Toyota Land Cruiser Prado SUVs that were tagging along. You have to keep those tires spinning to stay atop the sand, which we had no problem doing. Make use of the paddles, keep it in gears 1-3 and mash the throttle, focusing on your steering inputs. There is little I’ve done in the world of performance car driving or off roading that can prepare you for the feeling of drifting a 911 through sand, the front wheels flinging the stuff across your windscreen as your counter-steer your way to the top.

The route chosen didn’t feature that many precipitous ledges to tumble off of, so we were able to contently push forth, pulling off bigger and bigger drift angles and using the mass slung out over the rear wheels to whip our tails from turn to turn. All done with nary a complaint from the chassis or steering; you can tell the Dakar was made for this.

<img class="aligncenter size-full wp-image-174401" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/IMG_7177.jpg" alt="Porsche 911 Dakar" width="2000" height="1333" />

As cool as this all is, though, it begs the question: why? How many are going to be bashing through sand dunes in their Dakar? Well, for starters you can swap “bashing through sand dunes” for “sliding through winter” and for many, that makes more sense.

Secondly – it doesn’t really matter. This is a “because they can” or a “because I can” type of vehicle, executed to perfection. People like to know they have something special, even if they never put it fully to use – how many Pagani Huayra owners are ever going to come close to its claimed 238 mph top speed? How many Dodge Demon owners are going to slap on the skinny tires and regularly go drag racing? Well, perhaps a few more than those that will test their Pagani’s V-max but that’s just it; they know they can, and that’s enough. The Dakar, with its liveries and high ride height and rear seat delete is an event, and that’s what matters.
<h3>2023 Porsche 911 Dakar</h3>
BODY STYLE: Two-door Sports Car

DRIVE METHOD: rear engine, all-wheel drive
ENGINE: 3.0-litre flat-6, twin-turbo, 473 hp, 420 lb-ft of torque

TRANSMISSION: 8-speed dual clutch automatic

CARGO CAPACITY: 272 L

TOWING CAPACITY: N/A

Base MSRP: $247,200

WEBSITE: <a href="https://www.porsche.com/canada/en/models/911/911-dakar/">Porsche 911 Dakar</a>

2023 Porsche 911 Dakar First Drive Review

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SEDONA, Ariz. – On the surface, the three-row Honda Pilot SUV is one of the most mundane, uninteresting vehicles the brand has ever built.

One of many SUVs that have crept into most, if not all, manufacturer lineups over the past 20 years, the Pilot has been a solid, yet somewhat vanilla, member of the Honda family. Light on sport, but heavy on utility with excellent reliability and an attractive value proposition. That’s Pilot.

And who can blame Honda for rolling a successful formula over for the past two decades? The outgoing Honda Pilot sold 58,640 units in Canada between 2016 and 2022, an impressive tally for a market that doesn’t hoover up big SUVs at the same rate as the U.S.

<img class="aligncenter size-full wp-image-174273" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/2023-Honda-Pilot_side-profile.jpg" alt="2023 Honda Pilot Trailsport" width="1920" height="1080" />

Like its predecessor, the 2023 Honda Pilot is built on a platform architecture shared with the <a href="https://www.wheels.ca/vehicle-reviews/review-2021-honda-odyssey">Odyssey minivan</a>, Passport SUV, and Ridgeline pick-up, and is built in the same Alabama plant.

Powertrains are also shared, but the Pilot marks the debut of an all-new engine, a 3.5-litre double overhead cam (DOHC) V6 that replaces the outgoing 3.5-litre single overhead cam (SOHC) V6. Horsepower is up slightly to 285 (versus 280), but torque remains the same at 262 lb-ft. As for the gearbox, a 10-speed automatic replaces the outgoing 9-speed as the only transmission available. All-wheel drive is standard across the range.

Speaking of range, the Canadian Pilot lineup is as follows: Sport, EX-L, TrailSport, Touring and Black Edition. On that note, during the preview event in Arizona, our group drove U.S.-market models that differ slightly from Canadian offerings. Specifically, the grey Elite model shown here is badged as Touring in Canada, and its brown interior is not available here. Other packaging differences exist, but they’re minor and don’t impact performance.

Dimensionally, the Honda Pilot is longer, wider, and taller than the outgoing model, with a longer wheelbase and wider front and rear track. Like its CR-V sibling, the new Pilot has a longer dash-to-axle ratio (longer hood), with shorter front overhangs and a flatter beltline. It also adopts its smaller sibling’s bigger, upright grille and thin, horizontal LED headlights.

<img class="aligncenter size-full wp-image-174265" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/2023-Honda-Pilot_rear-3-4-profile.jpg" alt="2023 Honda Pilot Trailsport" width="1920" height="1080" />

At the rear, the wider track is complemented with new LED taillights, new bumper, and tailgate designs and a prominent PILOT word mark positioned at the eyeline.

As for features, the Pilot comes well-equipped. A 7-inch digital instrument cluster is standard on the base Sport trim, but a 10.2-inch display is standard on Touring and Black Edition. It’s a similar story with the multimedia touchscreen, which is only seven inches on the base Sport, but a 9-inch display is standard on EX-L and above.

Other notable tech items include wired Apple CarPlay and Android Auto on Sport, and wireless on all grades above it. A 225-watt seven-speaker audio system with a subwoofer is standard on Sport, while the same system with nine speakers is standard on trims above, and a Bose Premium Sound System3 with 12 speakers and subwoofer is standard for Touring and Black Edition grades.

<img class="aligncenter size-full wp-image-174274" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/2023-Honda-Pilot_dashboard-centre-console.jpg" alt="2023 Honda Pilot Trailsport" width="1920" height="1440" />

As for other amenities, the Pilot comes with USB-A / C connector combo up front, along with two USB-As in the second row. Touring and Black Edition models also receive two USB-A ports in the third row. The two top trims are also outfitted with a Wi-Fi hotspot, and all trims above Sport come with a wireless smartphone charge pad. Honda Sensing, the company’s suite of active safety kit, is also standard on all models.

On the seating front, a 10-way power driver’s seat is standard on all trims, with memory mirror and seat function standard on all grades above Sport. Seating materials are as follows: cloth for Sport, leather/leatherette (first row / second row) combo for EX-L, leatherette for TrailSport and perforated leather for Touring and Black Edition.

Heated front seats and a heated leather-wrapped steering wheel are standard on all trims. Second row captain’s chairs on TrailSport are also heated as are the outboard second-row seats on all trims above Sport. Seating capacity is eight for all trims except TrailSport, while a removable second-row middle seat, with a cargo floor storage section, is standard on Touring and Black Edition. Those two grades also come with ventilated front seats.

<img class="aligncenter size-full wp-image-174283" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/IMG_E9461.jpg" alt="2023 Honda Pilot Elite" width="1920" height="1080" />

<img class="aligncenter size-full wp-image-174280" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/IMG_E9402.jpg" alt="2023 Honda Pilot Elite" width="1920" height="1080" />

The Pilot has always offered acres of space for both people and cargo, and both have been increased for the fourth-gen model. Cargo capacity is 144 litres greater behind the first row, up 119 behind the second row, and has increased by 110 behind the third row. In terms of passenger space, there’s 61 mm of extra second-row legroom, up to 10 degrees of seatback recline in the second row, and 15 mm more legroom in the third row.

For the drive, Honda split our seat time between on-road driving in Elite (Touring) and off-roading in TrailSport.

First up for my group was an off-road trail that wound up to the stunning Chicken Point Overlook, which is located about two miles east of state route 179 and roughly four miles south of Sedona.

The TrailSport unit I drove is outfitted with Continental all-terrain tires mounted on 18-inch wheels, along with front/gas tank skid plating, an extra 25 mm of ground clearance, and an off-road-tuned suspension all of which is standard kit. The TrailSport comes with two new drive modes (sand and trail), in addition to five others available on all grades: normal, econ, snow, sport and tow. Of note, Touring and Black Edition also come with all seven drive modes.

Mechanically, the new Pilot benefits from the presence of Honda’s second-gen i-VTM4 torque vectoring all-wheel drive system, which has a stronger rear differential that can handle 40 percent more torque and has a 30 percent faster response. It can also deliver 70 percent of the torque to the rear axle and up to 100 percent of that to either rear wheel to help find traction.

<img class="aligncenter size-full wp-image-174275" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/IMG_9230.jpg" alt="2023 Honda Pilot Trailsport" width="1920" height="1440" />

<img class="aligncenter size-full wp-image-174276" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/IMG_9236.jpg" alt="2023 Honda Pilot Trailsport" width="1920" height="1440" />

I’ll cut to the chase – the TrailSport I drove handled the rocky, muddy, slippery, and steep trail with a surprising amount of ease. I was surprised, pleasantly so, by how confidence-inspiring the exercise was. All it required was toggling the drive mode selector to trail, the occasional use of hill descent control (a first for Pilot), and careful throttle and steering application, as per usual.

Look, the Pilot TrailSport won’t be confused for a Wrangler Rubicon or a TRD 4Runner, but it is more than capable of tackling light to moderate off-roading. It’s not a rock-crawler, as the development team told us, but it is certainly more than just a pavement SUV.

And the Pilot remains as compelling as ever on smooth surfaces too, as I discovered while driving an Elite (Touring) tester on highways and local roads in and around Sedona. With a quiet and comfortable ride, along with a new, more powerful, and fuel-efficient V6, loads of amenities, and lots of room for people and their stuff, I think the Pilot will remain a compelling option for families.

<img class="aligncenter size-full wp-image-174267" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/2023-Honda-Pilot_front-fender-wheel.jpg" alt="2023 Honda Pilot Trailsport" width="1920" height="1440" />

One might reasonably wonder what the electrification plan is for the Pilot, given that it’s 2023 and there’s nothing on the table yet, but as I was reminded in Arizona, it’s early in the product lifecycle. Read into that what you will.

The Pilot, like many other Hondas is also a bit pricey, but its rivals aren’t exactly cheap either. Besides what is or is not too expensive lies in the eye of the beholder. Given its handsome new looks, loads of features, and improved off-road capability, I think the Pilot will find plenty of takers.

2023 Honda Pilot pricing

Sport – $50,650
EX-L – $54,450
TrailSport – $57,450
Touring – $61,350
Black Edition – $62,850

The 2023 Honda Pilot is on sale now. 
<h3>2023 Honda Pilot </h3>
BODY STYLE: mid-size SUV
DRIVE METHOD: Front-engine, all-wheel drive, 10-speed automatic transmission
ENGINE: 3.5-litre DOHC V6 (285 hp / 262 lb-ft.)
FUEL ECONOMY: (Regular 87) 12.4 / 9.3 / 11.0 L / 100 km (city / highway / combined)
CARGO VOLUME: 3,166 / 1,685 / 635 litres (112 / 60 / 22 cu ft.) (behind first / second / third row)
MAXIMUM TOWING: 5,000 pounds (2,268 kg)
PRICE: $52,600 base, incl. freight, excl. taxes
WEBSITE: <a href="http://www.honda.ca">www.honda.ca</a>

&nbsp;

2023 Honda Pilot First Drive Review

2023_RAM_HD_Rebel-01

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.

Calabogie, ON - The 2023 Ram 2500 Heavy Duty Rebel aims to offer maximum capabilities when it comes to both sport and utility – a sweet spot, if you will. With the <a href="https://www.wheels.ca/vehicle-reviews/first-drive-2020-ram-power-wagon">Power Wagon</a> already in the family, you know that Ram wasn’t about to let the HD Rebel eat its rock-crawling lunch. But with the 6.7 L Cummins (as an option) and a payload and towing capacity more in line with the other 2500 series trucks, Ram is betting that it doesn’t need to, since it can basically lug an entire diner (and then some) to your desired playground.

Climbing into my Diamond Black, Cummins-equipped tester takes some effort. It’s no secret that trucks stand taller than ever and this one with its 8.5-inches of ground clearance is no shrinking violet. A bit more than a slight tug on the A-Pillar mounted grab handle lands me and my 838mm inseam into the HD Rebel’s cabin.

<img class="aligncenter size-full wp-image-173799" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/RAM_HD-46-scaled.jpg" alt="2023 Ram 2500 Rebel" width="2560" height="1703" />

Riding shotgun for the first stint of our morning on the road, I’m greeted by a sprawling transmission tunnel that forces my left leg akimbo. I thought this may be a diesel-only issue, due to its larger displacement, but sadly even the Hemi-equipped beast has the same cramped footwell. I debated moving to the rear seats, as there are acres of room back there, but ultimately decided to suck it up.

The atmosphere inside the Rebel is upscale and in keeping with current luxo-truck themes. Natura leather seats are heated, cooled, and cradle nicely. Materials around the dash and doors all feel good to the touch and there’s a minimal smattering of piano black around the big, vertically mounted screen. I’d prefer if there were dedicated buttons for the seat and steering wheel heaters, but am happy to report HVAC and radio essentials get the physical touch.

<img class="aligncenter size-full wp-image-173798" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/RAM_HD-28-scaled.jpg" alt="2023 Ram 2500 Rebel" width="2560" height="1703" />

Response time on the 12-inch UConnect 5 screen is a touch laggy, especially using its native Navigation app, but visuals are crisp and wireless CarPlay and Android Auto are present and accounted for. There is an optional 17-speaker Harman Kardon audio system but, outside of some tire noise from the 33’s, you could probably make do without it as the cabin is nicely insulated and quiet.

The 850 lbs-ft of torque from the 6.7L Cummins hustles the Rebel to speed with appreciable quickness. Mated to a six-speed automatic transmission, power feels at the ready, all of the time. Despite being a $9,450 upcharge and eliminating the ability for the factory installed winch (while also costing its own weight in towing and payload), the diesel feels like the better option for the Heavy Duty Rebel.

It’s not that the 6.4L Hemi V8 is a slouch. There’s 410 horsepower and 470 lbs-ft of torque on tap and the 8-speed automatic does a great job of sorting through its cogs for the right one, but the robustness of the diesel makes the entire truck feel like a more complete package.

<img class="aligncenter size-full wp-image-173795" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/2023_RAM_HD_Rebel-18.jpg" alt="2023 Ram 2500 Rebel" width="1500" height="1000" />

Running the HD Rebel through winding hills that surround the Calabogie area, the truck remains planted. While designed to help the Rebel traverse off-road, the five-link rear and three-link front suspension does a great job of working its way through the smoother stuff too. Much credit goes to the Bilstein shock absorbers at all four corners, that iron out road imperfections.

Of course, those Bilsteins (and the fancy suspension set-up) are really the big reason to have the HD Rebel in your crosshairs. These are basically the same underpinnings that allow the Power Wagon to amble up and over everything. In fact, the only real trade off in terms of off-road mechanicals is that the HD Rebel doesn’t come equipped with the front locking diff or the Articulink suspension, so it loses the disconnecting sway bar which, unless you call Moab your backyard, probably won’t pose too much of a problem when it comes to getting dirty.

Our foray into the wilds with the HD Rebel wasn't exactly the most challenging (sadly, Moab has yet to relocate to Southern Ontario) but the truck didn’t baulk at anything, either. Iced-over, axle-deep, water crossings rewarded with clouds of steam but there was no sweat. Popping the truck into 4wd low and locking the rear differential allowed it to just cruise effortlessly – almost zombie-like – up, over and down rocky and rutted berms.

<img class="aligncenter size-full wp-image-173794" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/2023_RAM_HD_Rebel-12.jpg" alt="2023 Ram 2500 Rebel" width="1500" height="1000" />

That Mopar hood might look great at the trailhead, but it does nothing but block vision when you need it most. Thankfully the Rebel is equipped with cameras-a-plenty to act as a digital spotter. These did a great job of helping as the combination of that hood and the sun’s afternoon position essentially had us driving blind in some situations. My only real complaint about the camera is that the forward-facing one turns off automatically if you eclipse 15 km/hr and then you have to tap at the screen again to get it back. This was annoying, considering our conditions, and something that could hopefully be remedied via a firmware update.

You do feel the HD Rebel’s size on the trail though. Even the fanciest suspension and punchiest mill in the world cannot hide 24 cubic-metres of truck. Sojourns through an expansive hydro field were still greeted with branches caressing the Rebel as we moved through, so keep that in mind if tight and technical trails are your jam.

Of course if they are, the benefit of the HD is that it can easily bring the toys that can. And that monstrous size means that there’s plenty of space for everyone in your party to come along. Which really is the point of this truck. It’s eight-tenths of the Power Wagon’s off-road prowess with twelve-tenths of its hauling capabilities: a sensible compromise for truck buyers looking to do it all, just not all with their truck.
<h3>2023 Ram Rebel 2500</h3>
Body Style: 4-door, 5 passenger, pick-up truck

Price as tested: Gas – $89,595. Diesel $103,625

Engine: 6.4-litre Hemi V8 gas / 6.7-litre Cummins Turbo Diesel inline 6

Transmission / Drive: 8-speed automatic &amp; Four-wheel drive / 6-speed automatic &amp; Four-wheel drive

Power: Gas – 410 HP / 429 lb-ft of torque. Diesel – 370 HP/850 lb-ft

Towing / Hauling: 7,652 kg / 1424 kg (gas)

Website: <a href="https://www.ramtruck.ca/en/2500">Ram Canada</a>

2023 Ram 2500 Rebel First Drive Review

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LANZAROTE, Spain – After more than 150,000 units sold worldwide since 2018, Audi is retiring the <a href="https://www.wheels.ca/vehicle-reviews/review-2019-audi-e-tron-all-electric-luxury-suv">e-tron SUV</a>, the company’s first fully electric car.

In its place, is the forthcoming Audi Q8 e-tron, which goes on sale in Canada next summer. While the Q8 carries a new name, a bigger battery, and has some interesting styling changes, what’s new here is more in line with a mid-cycle refresh rather than an all-new model. Also, just to be clear, the Q8 e-tron is not related the gas-powered Q8.

Anyway, Audi is positioning the Q8 e-tron as its flagship EV SUV, and some of its styling changes are brand firsts that will filter across the rest of the lineup in the coming years.

I’ll dive into that further down, but first some Q8 e-tron basics. There are two models, Q8 and SQ8 that will be sold in two body styles, SUV and Sportback. One battery pack, a 114-kWh lithium-ion unit with a 106-kWh useable storage rating, powers them all. Of note, a smaller 95-kWh battery 50 series Q8 e-tron is being sold in Europe and other world markets but is not coming to North America.

<img class="aligncenter size-full wp-image-173750" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/2024-Audi-Q8-e-tron_front-3-4-profile.jpg" alt="2024 Audi Q8 etron" width="1920" height="1080" />

For the Q8 55 series and SQ8 models we will be receiving, power output is as follows: 402 hp / 490 lb-ft. for the Q8 and 496 hp / 717 lb-ft. for the SQ8. For reference, the Q8 figures are the same as those of the outgoing e-tron.

The SQ8 achieves higher output thanks to a three-motor setup with one 124 kW electric motor powering the front axle, while two 98 kW units drive each rear wheel. The Q8, on the other hand, utilizes one motor located at each axle.

Improved charging was a primary focus for the Q8 e-tron during development, which Audi achieved through improvements made to battery cell technology. The result is Q8 and SQ8 batteries can charge at a maximum speed of 170 kW, which means they can charge from 10 to 80 percent capacity in about 31 minutes, according to Audi. Put another way, these batteries can recharge to about 123 kilometres of range in 10 minutes with a DC fast charger for the Q8, and to about 104 kilometres for the SQ8.

<img class="aligncenter size-full wp-image-173758" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/IMG_E8257.jpg" alt="2024 Audi Q8 etron" width="1920" height="1080" />

As for range, European (WLTP) testing puts the Q8 at approximately 582 km for the SUV and up to 600 km for the Sportback, while the SQ8 posts a 494 km / 513 km split. North American figures, which are usually less generous than those produced by WLTP weren’t available as of this writing, but Audi says testing is ongoing. For reference, the outgoing e-tron SUV has a range of up to 364 km.

On the chassis front, the Q8 e-tron has a low centre of gravity and near equal front / rear weight distribution due to the location of the battery. Air suspension, which can vary the car’s ride height by 76 mm with automatic lowering at highway speeds, is standard as are controlled dampers which can adjust the Q8’s handling from comfort to sporty. All Q8s have a standard ground clearance of 176 mm (6.9 inches). Other chassis enhancements include a new steering system that has been modified for greater response and agility with less input.

Dimensionally, the Q8 e-tron is roughly the same size as the outgoing e-tron but has slightly more maximum cargo volume than the car it will be replacing. For example, with the SUV body style, the Q8 has 1,637 litres to offer, while the e-tron has 1,596 litres. Externally, the SQ8 is slightly wider than the Q8 (+39 mm) with a lower roofline (-2 mm), but both models are 4,915 mm long (14 mm longer than the e-tron).

<img class="aligncenter size-full wp-image-173748" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/2024-Audi-Q8-e-tron_dashboard-centre-console.jpg" alt="2024 Audi Q8 etron" width="1920" height="1080" />

As noted above, the  Audi Q8 e-tron introduces some design changes that will filter out across the brand. These “corporate identity” changes, as Audi calls them, includes a new Singleframe mask and inverted grille insert, which will be front end signifiers for the company’s EVs, while a flatter, two-dimensional rings design, located on the front and rear of the Q8, will find its way onto all new and refreshed models. The Q8 also features a new font for model badging on the rear liftgate and laser-etched model naming on its B pillars. Another notable design element is a new projection light located behind the Singleframe grille that not only backlights the grille, but also serves as a visual connection between the Digital Matrix LED headlights.

Design highlights in the cabin include Audi staples such as a configurable 12.3-inch HD virtual cockpit display, plus two digital touchscreens that govern multimedia (10.1-inch) and climate (8.6-inch) functions. Other cabin amenities include a cell phone charge slot, USB-C charge ports and an available head-up display.

<img class="aligncenter size-full wp-image-173766" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/IMG_E8367.jpg" alt="2024 Audi Q8 etron" width="1920" height="1080" />

The Q8 e-tron features a mix of materials, including a decorative inlay above the multimedia display that is made from tech fabrics that are 60 percent recycled plastic bottles. Leather seating comes standard, but Dinamica microfibre sport seating is also available. Dinamica has the appearance and feel of suede, but it contains roughly 45 percent polyester fibres that are sourced from recycled materials including plastic bottles, old textiles, and residual fibres.

For the global launch of the Q8 e-tron, Audi invited groups of journalists to Lanzarote, one of the Spanish Canary Islands located off the coast of North Africa. Truly one of the most fascinating geographical settings for a press drive this writer has ever experienced, Lanzarote’s wide variety of challenging terrain proved to be an excellent test bed for this new Audi EV.

Lanzarote’s roads are generally quite narrow, with higher traffic volumes than one might expect for a tiny island in the Atlantic Ocean. These roads twist, turn and undulate across a landscape that is both desolate and stunningly beautiful at the same time.

<img class="aligncenter size-full wp-image-173761" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/IMG_E8324.jpg" alt="2024 Audi Q8 etron" width="1920" height="1080" />

The Q8 SUV and SQ8 Sportback models I drove over the better part of two days are impressive. Both are quite fast and responsive in any driving mode, with steering and handling that bely their size and weight. The SQ8, with its extra motor, feels particularly seat-pressing, but both models are quick, with precise steering, sharp SUV handling and whisper-quiet EV cabin dynamics.

The Q8 e-tron isn’t a one-pedal drive car, but the two levels of regenerative braking (three, including the default mode) are easily adjustable through steering-wheel mounted paddle shifters, and offer enough recuperation to modulate performance, especially in heavier traffic situations.

As for the Q8’s aesthetics, I’m a fan of the new design details like the flatter rings, grille backlighting and B-pillar name etching. That said, I wish Audi designers would jazz up the interior somewhat. Don’t get me wrong, the digital screens (four, counting the head-up displays in my testers) are beautiful and the seating (which includes a massage function), and trim materials are first rate, but the overall ambiance is a bit dull.

<img class="aligncenter size-full wp-image-173759" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/IMG_E8317.jpg" alt="2024 Audi Q8 etron" width="1920" height="1080" />

For a flagship car, I think the Q8 e-tron should offer more interior contrast colours, or maybe some more ambient lighting options, rather than a sea of black trim panels everywhere one looks. The red stitching is great, but more is needed. That said, I love some of its other details, which include spinning centre wheel hubs that always keep the rings logo level and virtual exterior mirrors that are still banned in North America.

To be clear, these are minor quibbles, not deal-breakers, and I suspect most intenders will agree. Because, with a bigger battery, faster charging, and a slew of other impressive tech features, along with a refreshed design, the Q8 e-tron appears to be a worthy successor to Audi’s pioneering EV.

The 2024 Audi Q8 e-tron arrives in Canada next summer. Pricing will be announced closer to launch.
<h4>2024 Audi Q8 e-tron</h4>
BODY STYLE: premium mid-size SUV
DRIVE METHOD: dual-motor / tri-motor (SQ8 e-tron), all-wheel drive
ENGINE: 114 kWh battery (402 hp / 490 lb-ft. – Q8), (496 hp / 717 lb-ft. – SQ8)
FUEL ECONOMY: TBA
CARGO VOLUME: 1,637 / 569 litres (57.8 / 20.1 cu ft.) (behind first / second row – SUV)
PRICE: TBA
WEBSITE: <a href="http://www.audi.ca">www.audi.ca</a>

2024 Audi Q8 e-tron First Drive Review

2024_Kia_Seltos_SX-02

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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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

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

IMG_6615

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

First Drives, Canadian Car Reviews | Wheels.ca

First Drives