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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.

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

Track Test Review: 2024 BMW M3 CS

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Mark Toljagic is an accredited automobile journalist with a pro-consumer bent - which also describes the condition of many of his own cars.

“Go big or go home” urges athletes to go all out in competition, and it’s a motivational expression that applies equally well in business.

The popular credo may have helped Volkswagen understand the North American sport-utility market better after its first small crossover, the Tiguan, failed to make much impact when it landed on our shores in 2009.

The automaker definitely got the “go big” memo when it made the second-generation Tiguan 19 centimetres longer in the wheelbase and almost a foot longer overall for 2018. We received the stretched Tiguan, while Europeans could also buy the smaller, short-wheelbase model.

The new Tig was based on VW’s $8-billion MQB A2 modular platform that underpins several models. It’s big enough to offer optional third-row seats inside the spacey cabin, although the rearmost pair really should only be assigned to kids and/or other pets (the colossal Atlas was introduced to do serious big-family hauling).

<img class="aligncenter size-full wp-image-177453" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/Large-14969-2022Tiguan-scaled.jpg" alt="2022 Volkswagen Tiguan" width="2560" height="1707" />

The Tiguan’s interior is airy and visibility is good to the front and sides thanks to narrow A-pillars, but the view out the back is obstructed by the rear pillars and headrests. The seating is well-shaped and supportive – if a little stiff – and there’s plenty of storage all around. Top-drawer cabin materials and assembly channel Audi, which makes sense since the luxury brand is part of the VW Group.

The generously sized touchscreen up front responds to swiping and pinching motions, and it also works with handy volume and tuning knobs. VW’s Car-Net infotainment system was thoroughly updated for 2018 and came standard with Apple CarPlay and Android Auto. Absent from earlier models, the new Tiguan offered a comprehensive array of driver aids, such as blind-spot monitoring and automatic emergency braking, standard on all Tigs except the base model.

A new engine motivates the Tiguan, working through a conventional eight-speed automatic transmission and VW’s 4Motion all-wheel-drive system (base models get by with front-wheel drive). The powerplant is a 2.0-litre turbocharged four-cylinder like the previous one but with fewer horses on tap, presumably out of a concern for fuel efficiency. It lost 16 horsepower, reduced to 184 hp, but gained 14 lb-ft of torque to 221 lb-ft, a trade-off that did not escape the notice of some buyers.

“The car hesitates very badly. At times, with the gas pedal to the floor, the car does nothing for 2-3 seconds, and then very sluggishly starts to move forward,” one owner posted online. Auto reviewers complained that turbo lag, combined with the transmission’s reluctance to downshift, makes the Tiguan feel pretty lethargic: 0 to 97 km/h took a sleepy 9.1 seconds. Another owner blamed the Tig’s unseemly weight gain.

“This engine belongs in a Jetta, not a 3,900-pound SUV. The miles per gallon are terrible. I manage to get around 25 mpg (11 litres/100 km),” one driver divulged online. Reference to the crossover’s heftiness is no exaggeration; critics noted that the redesigned Tiguan added 330 pounds (150 kg), making it a whopping 578 pounds (262 kg) heavier than a comparable Honda CR-V.

The Tiguan is decent enough to drive in the curves, although its electric power-steering system lacks on-centre feel at the wheel and fails to build proper weight with speed. Soft springs allow the compact crossover to pitch and roll through turns, belying the Tig’s German breeding.

Still, it’s comfortable over long distances and it’s certainly quiet enough at supra-highway speeds. In U.S. government (NHTSA) crash testing, the Tiguan earned five stars in overall and side crash tests, and four stars in frontal collision and rollover tests.

Not much changed until the 2022 model year, when the Tiguan earned some exterior styling tweaks, new interior detailing and technology, and expanded availability of driver-assist systems to match the competition. The drivetrain remains unaltered over the six years it’s been sold here, although the front-drive model has been dropped. The third-generation Tig is set to be released sometime in 2024.

<img class="aligncenter size-full wp-image-177454" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/Large-14975-2022Tiguan-scaled.jpg" alt="2022 Volkswagen Tiguan" width="2560" height="1706" />

WHAT OWNERS REPORT

The Tiguan’s appealing European styling, generous interior and large cargo area found plenty of buyers in Canada, effectively erasing memories of the too-small Tig that came before it. Owners have a few gripes, though, pointing to the optional third-row seating that’s more obstructive than helpful, and the awkward hesitancy the engine and transmission may exhibit, especially when starting from a standstill.

A big part of the story is the Tiguan’s dependability – a key factor when buying a used example without the benefit of a warranty. Unfortunately, there are significant mechanical issues to be aware of when shopping for the made-in-Mexico crossover.

First and foremost, the updated 2.0-L turbo engine can burn oil at a higher rate than what’s considered normal. The previous 2.0T engine consumed oil at a voracious rate in some instances, and it seems that Volkswagen engineers have not entirely solved the problem.

“VW considers it acceptable for their cars to burn through a quart (litre) of oil every 1,000 miles. This is not okay and not normal,” wrote a Tiguan owner in a post. On this point Consumer Reports doesn’t mince words, advising that any engine that burns oil between oil changes should be repaired under the powertrain warranty.

Some owners have reported a lit Electronic Power Control (EPC) warning lamp, indicating a problem with the throttle system, which could include the fuel-injection throttle body, traction control, cruise control or other systems. The EPC light is sometimes accompanied by limited power and acceleration. Cylinder misfires may be related to faulty fuel injectors or wiring harnesses.

The popular panoramic sunroof has a known problem with its drainage tubes that siphon rainwater away from the roof assembly. Leaking drains can drip into the interior, soaking the upholstery. One owner warned that the water can infiltrate the electronics and cause multiple issues, such as ABS/electronic stabilization control faults. A few owners have had the entire sunroof replaced.

That’s not the only structural issue. The B-pillar on both sides may rattle, owners say, an irritation that’s noted in a VW technical service bulletin. The TSB reportedly states that the problem is caused by the airbag modules rubbing on the metal frame and body.

Other mechanical glitches include malfunctioning power door locks, weak headlamps, leaking engine fluids, emergency brake assist that may stop the car at random, and overhead consoles that detach from the ceiling.

Overall the Tiguan is a stylish, competent compact crossover that’s an attractive alternative to the legions of Japanese and Korean crossovers dominating the Canadian market. But high-mileage examples will have no warranty, which means buyers have to budget for future repairs – and German parts are expensive (one owner cited the cost of an LED headlamp at $1,700).

Go big, but keep your eyes open.
<h3>2018-2023 Volkswagen Tiguan</h3>
BODY STYLE: 5- or 7-passenger compact crossover SUV

DRIVE METHOD: Front- or all-wheel drive; 8-speed automatic transmission

ENGINE: 2.0-L turbocharged four-cylinder (184 hp, 221 lb-ft)

FUEL ECONOMY: (Regular) 10.6/8.0/9.4 L/100 km city/highway/combined

CARGO VOLUME: 934 litres (33 cu ft)

TOW RATING: 680 kg (1,500 lbs)

PRICE: $26,000 (2018); $39,000 (2022)

Buying Used: 2018-2023 Volkswagen Tiguan

Volkswagen ID.4 2023 001

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

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

2023 Volkswagen ID.4 Pro AWD Review

2023 Toyota SupraMT main header

Chris D’Alessandro is a writer living in downtown Toronto. Growing up in a family of used car dealers and mechanics, he’s been immersed in car culture his entire life. A frequent contributor to VICE Canada, Chris’ screenwriting work has also won a Canadian Comedy Award. So, “hipster, wise-ass, gearhead” pretty much covers it. Follow Chris on Twitter @chrisdaless and Instagram @chrdalessandro

Well, here it is. This is what we wanted. This is what we all asked for.

Toyota listened to us. And now you can finally shift your own gears in the newest GR Supra. No messing about. Let’s just answer the only question you really have.

Yes, shifting your own gears in the latest Supra feels good. Damn good.

Improvements over the Launch Edition go beyond just the third pedal. The 0 - 100 km/h times are lower. The engine note is louder. There are turbo noises. The tires are stickier. The chassis is stiffer. Gone are those confused chrome / black chrome faux lux rims — in place are race-y, flat black GR multi-spokes.

This is the Supra we wanted. This is the no-compromise real deal.

<img class="aligncenter size-full wp-image-177394" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/SupraMT23-scaled.jpg" alt="Toyota Supra A91 MT" width="2560" height="1920" />

And honestly? It’s almost too much. The A91 MT especially feels like nothing if not an over-correction to all the earliest criticism of the A90 GR Supra.

Back in 2020, some said the A90 was a little too soft, a little too BMW, a little too… automatic.

Even I’ll admit that my first impression of the A90 was just that. I remember thinking in the first 100 feet, “Oh, this is just a soft, lazy BMW in disguise.” Of course, my impression changed once I hit “Sport” mode and got the GR Supra on some back roads.

My first impression of the manual A91, however, could not have been more the opposite. The first 100 feet felt… aggressive. The engine note on start-up is much more pronounced. The throttle, even in normal drive mode, is far more immediate in its power delivery. The action on the shifter is snappy. The throws are incredibly short and the sync seems happiest when you’re stomping the clutch and banging the shifter into gear.

<img class="aligncenter size-full wp-image-177393" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/SupraMT21-scaled.jpg" alt="Toyota Supra A91 MT" width="2560" height="1920" />

The manual variant of the A90 Supra is a no-cost option. However, as mentioned, my tester was the limited edition A91 MT.

The most notable addition in the A91 MT package is additional chassis bracing in the form of a red strut tower brace. Also included are tan leather seats, red badging, and an Alcantara shift knob. It’s a tempting offer as a $1,580 option. Though since production is limited to just 50 units in Canada, dealer markup may harm the value proposition.

That big highlight, the additional chassis bracing, translates every imperfection in the road up through your spine, but also serves to keep the front end much more grounded… less floaty and unwieldy feeling under hard acceleration. The Pilot Super Sport tires, especially when hot, feel like driving around with super glue on your ties. With proper heat in the tires, just tapping the brake pedal rips your face off.

It’s all great for track work, but a serious compromise for use in the real world. Navigating the A91 through a merciless stop-and-go traffic jam I thought, “Wow, maybe they overdid it a bit…”

<img class="aligncenter size-full wp-image-177395" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/SupraMT24-scaled.jpg" alt="Toyota Supra A91 MT" width="2560" height="1920" />

The car feels twitchy and on edge. It teems with frustration. As if Toyota engineers tuned the whole car whilst in a bad mood. Honestly, it feels like they read the YouTube comments. All of them. And then just put it in their minds to shut everyone up for good.

Finally, I got the A91 MT out on some back roads and all the frustration was the most welcome thing in my life. All of the vicious acceleration of the automatic variant is present here, but the additional pleasure of shifting your own gears, with a clutch pedal, cannot be overstated.

It felt like the car and I were blowing off steam together.

<img class="aligncenter size-full wp-image-177388" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/SupraMT11-scaled.jpg" alt="Toyota Supra A91 MT" width="2560" height="1920" />

In Sport mode, there’s additional exhaust burble and noticeable turbo whistle over the automatic variant. Power is so abundant, at times it feels like the car is giving you a little too much. The GR Supra was always a little unwieldy at the limit, as if it was trying to escape your control. But with the manual, that limit is much lower and occurs so much more frequently.

By now, we all know that the claimed 382 horsepower from the 3.0-litre twin-scroll turbocharged BMW-derived inline six is a big fat lie. Actual output is around 420 at the wheels and the manual allows you to feel every bit of that power all the time, not just at the top end like in the automatic variant. With a manual, you have to constantly manage the power. You’re not just accessing it when you want it, you’re learning to tame it when you don’t need it.

At the limit, I had trouble keeping up with the car. It felt just a little bit faster, a little bit sharper than my brain or body could manage. Even after logging so much time with previous GR Supras, I had to spend time to re-learn the car before I felt I could trust it.

In that respect, the MT Supra is a totally unique offering within Toyota’s GR lineup. Where the GR 86 and GR Corolla feel like they were made for you to be able to access and enjoy the limit with ease, this new GR Supra challenges you to stay there.

I did eventually get the A91 to settle down a bit and gently scythe it through traffic and downtown streets. Actually, once you feel out how to gently short-shift the car it becomes fairly well behaved as a commuter. But I do have to say, it wore me out a little in those traffic jams. The suspension, the clutch, the power progression. The engineers just didn’t have Toronto traffic in mind.

<img class="aligncenter size-full wp-image-177385" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/SupraMT6-scaled.jpg" alt="Toyota Supra A91 MT" width="2560" height="1920" />

There are other nitpicks. The GR Supra is still impossible to see out of. I hit my head on the roof every time I get into it. If you put both windows down on the highway, there is a nagging thumping of air that drives into the back of your skull. The BMW infotainment system has become overly irritating to navigate through using anything but the hotkeys and wheel located next to the shift knob.

Still, these are minor grievances, because what this car is about, what it demands from you, is that you drive it. It’s where this car absolutely excels over its closest competitor, the <a href="https://www.wheels.ca/reviews/review-the-new-nissan-z-doesnt-live-up-to-the-hype">Nissan Z</a>. And that was before the addition of a third pedal.

Where the Z feels soft, floaty, forgiving, passive, and overall underdamped, the Supra, now more than ever, feels tight, focused, demanding, aggressive, and buttoned up.

Yes, I know there is a Nismo variant of the Z on the way, and I’m very eager for it. But I’m judging the current landscape of these vehicles.

<img class="aligncenter size-full wp-image-177386" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/SupraMT8-scaled.jpg" alt="Toyota Supra A91 MT" width="2560" height="1920" />

If I was taking a road trip cross country, or even just selecting a daily commuter, I’d have the Z with the 9-speed automatic, hands down. But if I was buying something because I wanted to have fun, I’d have the GR Supra MT — and in fact at its MSRP of about $74,000… I think I’d rather have it over just about anything else. Sure it’s a lot of cheddar. But it’s still an almost $10,000 savings over the starting price of a Porsche 718 Cayman. Good luck touching a C8 at that price point.

The only thing that would give me pause from buying a GR Supra would be a BMW M2 — because a back seat might be nice sometimes and driving with the windows down is nice all the time.

So, I don’t know what more anybody could really want from the GR Supra at this point. It’s phenomenal fun to drive. It’s aggressive enough to turn off the layman. It looks the part. It sounds the part. It outperforms its closest competitors and is a bargain over the bourgeois alternatives. It’s rebellious in all the best ways and that’s what the Supra should always be about.

If you’re still upset by the whole BMW thing, then, whatever. Good for you. Honestly, at this point, we’re done trying to convince you and you’re missing out.

2023 Toyota Supra A91 MT Review

Polestar 3 front

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

Fledgling Polestar decided to launch itself with a brace of sedan-ish vehicles, with the all-electric Polestar 2 serving as the beachhead onto which many Canadians first heard of this Swedish brand with kinda-sorta ties to Volvo. Now, its next act involves this nation’s favourite style of vehicle: the SUV.

Called the – you guessed it – Polestar 3, this near-six-figure all-electric vehicle is offered in Canada as two different trims. Both deploy dual motors and a long-range battery pack but the Performance variant trades a bit of road trip legs for outright speed. At a base MSRP of $97,400 we find a machine with up to 482 kilometres of driving range, 483 horsepower, and the ability to hit highway speeds in a tick under 5 seconds. Towing capacity is 3,500 pounds if you dare.

For now, all Polestar 3s get a 400V lithium-ion battery with a 111-kWh capacity and the ability to hoover up enough electricity at 250kW DC fast chargers to re-juice from 10 – 80% in an estimated half hour. Brembo-branded performance brakes, an option on other Polestars, are standard with the calipers painted a so-called Swedish gold. Alright, then. Active air suspension and mode-selectable electric power steering help handling.

<img class="aligncenter size-full wp-image-177376" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/Polestar-3-int.png" alt="Polestar 3" width="1800" height="1246" />

In an apparent homage to IKEA and other whip-tidy Swedish items, the interiors of Polestar vehicles are decidedly minimalist – but that’s not to say they are poorly equipped. A fixed panoramic roof is part of the deal, as are tri-zone climate control, ample device charging spots (one of them wireless), and a jumbo 14.5-inch centre infotainment screen. A Bowers &amp; Wilkins sound system with 25 speakers belts out your favourite tunes or grim news from the CBC.

One can splash out $7,000 for different interior upholstery, replacing the charcoal-hued cloth or MicroTech seat coverings with “animal welfare” perforated Nappa leather. The upgrade brings ventilated front seats and massaging functions, so it’s not all for looks. Zooty 22-inch wheels can be swapped in for about three grand but the stock 21’s look just fine to our jaundiced eyes.

It is fortunate Polestar sees fit to splash a bit of colour on those brake rotors since the 3’s exterior paint palette is bleaker than a Swedish crime drama show. Only the dark blue Midnight adds any sense of non-grayscale to the car, with all other options – Magnesium, Snow, and even the entertainingly named Jupiter – residing squarely in the “non-colour” category. At least they are all $0 options.

What We'd Choose 

A grand total of $7,000 for the performance pack is a lot of cheddar for adding just 27 horsepower and shaving 0.3 second off the highway sprint. That’s almost $260 per horse, or the average bet per equine at Churchill Downs. Torque fares better in comparison, jumping up 51 to 671 lb.-ft. Still, that’s a big ask – especially knowing the extra power blunts total driving range by about 10 percent.

With that in mind, we’ll stick with the standard Polestar 3 – just be aware that less-expensive trims may be in the pipeline for 2025.

Every week, wheels.ca selects a new vehicle and takes a good look at its entry-level trim. If we find it worthy of your consideration, we'll let you know. If not, we'll recommend one - or the required options - which earns a passing grade.

Base Camp: 2024 Polestar 3

DSC04620

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

When you think of the Jeep brand it’s probably not the Compass that comes to mind. This compact car-based crossover might have the familiar Jeep grille but it’s a far cry from the mud-slinging <a href="https://www.wheels.ca/reviews/2024-jeep-wrangler-first-drive-review">Wrangler</a> that turned the brand into a worldwide cultural icon.

Jeep may be cashing in on the Wrangler’s reputation but in this age, compact crossovers are what consumers want, and adding a dose of off-road character to what is otherwise a humble commuter can do wonders on the sales floor.

For 2023 the Compass gets some noteworthy upgrades. The first and most important one is a new 2-litre turbocharged 4-cylinder engine and a new 8-speed automatic. With 200 hp and 221 lb-ft of torque the Compass’ newfound power is exactly what it needed.

<img class="aligncenter size-full wp-image-177357" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/DSC04631.jpg" alt="2023 Jeep Compass Altitude" width="2048" height="1365" />

All Compass trims also include Jeep Active 4x4, an on-demand system that can fully decouple the rear axle for fuel efficiency. Trailhawk models are Trail-rated meaning they can handle more off-road abuse than 99 per cent of customers would ever subject one to.

The 2023 Compass also bundles more safety and driver assistance features into all models including drowsy driver alert and a rear seat reminder alert. Active blind-spot monitoring, active lane management, and full-speed forward collision warning with active braking are also standard fare.

I admit that the Compass wasn’t exactly high on my list of cars that I wanted to drive in 2023. My last experience with one left a bit of a sour taste in my mouth but approaching with lower expectations might just be a good thing in this case.

<img class="aligncenter size-full wp-image-177359" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/DSC04628.jpg" alt="2023 Jeep Compass Altitude" width="2048" height="1365" />

My red Altitude tester looked pretty good and wears its slotted Jeep grille well but some angles, like the rear three-quarter view, aren’t as flattering. It’s also on the smaller end of the scale in its class. Look at the spacious Honda CR-V and the Compass feels at least a full size smaller. Its tough-looking exterior, however, does up the coolness factor and image does well to move cars on the sales floor.

This time, driving the Compass was a pleasant surprise. The new motor is punchy and imbues it with a spunky and playful attitude that wasn’t there before. The 8-speed automatic dishes out quick gear changes and is a marked improvement over the outgoing 9-speed unit.

Turn the steering wheel and there’s more good news. The Compass, thanks to its small size is light on its feet and eager in the corners. With the new engine and transmission, you can even call it fun-to-drive. A <a href="https://www.wheels.ca/reviews/2023-honda-cr-v-sport-review">Honda CR-V</a> or <a href="https://www.wheels.ca/reviews/2023-toyota-rav4-hybrid-woodland-review">Toyota RAV4</a> feel like more sensible choices but for the lifestyle crowd the Compass makes sense.

<img class="aligncenter size-full wp-image-177371" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/DSC04613.jpg" alt="2023 Jeep Compass Altitude" width="2048" height="1365" />

The Altitude trim falls in the middle of the Compass lineup and adds navigation, leather, a power driver’s seat, nicer 18-inch wheels, and more for about $6000 over a base model.

The Compass isn’t cheap starting at $38,695, which is more expensive than a CR-V or RAV4, but it lines up well with a <a href="https://www.wheels.ca/reviews/2022-ford-bronco-sport-outer-banks-review">Bronco Sport</a> and I can see that being its main rival.

The Jeep is certainly nicer inside than the Bronco, and the Uconnect infotainment is one of the better systems out there with sharp graphics, snappy response times, and an easy-to-use interface. The digital gauge cluster is another nice touch here and general material quality and fit and finish are also quite good. Passenger and cargo space aren’t class-leading but still fine in this class, however, the back seats are probably a better space for kids.

<img class="aligncenter size-full wp-image-177362" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/DSC04624.jpg" alt="2023 Jeep Compass Altitude" width="2048" height="1365" />

If you opt for the more expensive Trailhawk trim ($45,190), you get more ground clearance, a better 4x4 system with a 20:1 crawl ratio and rock mode, and skid plates to protect the underbody. The little Compass Trailhawk can also ford up to 19-inches of water and gets “Trail Rated” badges on its fenders to prove it. While that’s likely more off-road cred than anyone buying a Compass needs, it’s nice to know that a logging trail or unpaved cottage road will pose no issue.

It’s shocking how much of a difference a new engine, transmission, and some tuning can make to the overall driving demeanour of a car. In the Compass’ case, it takes it from a near fail in my books to a vehicle that I would happily recommend to those that want a bit of adventure in their commuter crossover.
<h3>2023 Jeep Compass Altitude 4X4</h3>
BODY STYLE: 5 passenger, 5 door compact crossover

CONFIGURATION: Front-engine, all-wheel drive

ENGINE: 2.0-L turbocharged inline-4; Power: 200 hp @5000 rpm; 221 lb-ft @1750-4250 rpm

TRANSMISSION: 8-speed automatic

FUEL ECONOMY: (Premium Gasoline in L/100 km): 9.9 city; 7.4 highway; 8.8 combined

CARGO CAPACITY: 770-1693 litres

PRICE: $ 42,395 (base); $48,775 (as-tested)

WEBSITE: <a href="https://www.jeep.ca/en">Jeep Canada</a>

2023 Jeep Compass Altitude Review

Crosstrek front

Canadians looking for an affordable way to get all-wheel drive under their feet have often sought out Subaru dealerships in search of a new machine. These days, every model – save for the BRZ – has its power meted out to all four corners.

Towards the entry-level end of the Subaru menu, we find the 2024 Crosstrek which is priced at $28,995 when shod with its Convenience package. Under its hood is a 2.0L boxer-type four-cylinder engine making 152 horsepower and 145 lb.-ft of torque, all lashed to a continuously variable transmission marketed by Subaru under the Lineartronic name. There are a couple of drive modes and, of course, all-wheel drive is standard.

You’ll do without fog lamps in the entry-level Crosstrek, though at least Subaru has the decency to offer a couple of blue paint options instead of limiting choice to greyscale. Headlights are snazzy steering-responsive LED units as found on more expensive trims, a spoiler juts from the back hatch, and a rear wiper is present unlike base trims of some competitive models. Tires are 17 inches in diameter.

<img class="aligncenter size-full wp-image-177313" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/Crosstrek-int.png" alt="2024 Subaru Crosstrek" width="1800" height="842" />

At this price, the Crosstrek is saddled with twin 7.0-inch touchscreens in its centre stack instead of the jumbo 11.6-inch tablet-style slab found in costlier trims. However, given the latter only makes use of part of its screen for functions like the backup camera, this may not be a wholly bad thing – if you can get over the odd appearance. At least there are physical dials for radio volume and tuning, plus dedicated buttons for temperature and defroster controls. CarPlay is onboard, plus a USB port and satellite radio. The latter is notable since some competitors force upgrades to access that capability.

Air conditioning is present, as it is in just about every new car these days. Black interior trim is found on the dashboard and door handles, though a skiff of colour appears by way of silver stitching on the manually adjusted heated cloth seats. Analog gauges flank a small colour multi-information display ahead of the driver, serving up basic information and a digital speed readout if desired. Cost cutting for the base trim shows up in the lack of illumination in the glovebox and visor mirrors, absent armrest for rear seat urchins, and binned heated steering wheel.

What We'd Choose 

Perhaps ironically, the least expensive Crosstrek shares several visual cues with the far more expensive Onyx trim, including blacked-out mirrors, grille, and similar wheels. The Onyx gets a power boost to 182 ponies, a sum which better fits the Crosstrek’s lot in life, but its $5,000 price walk is not to be trifled, generally representing $100 or more per month depending on terms of the loan. At that price, one could easily find themselves in the much larger Forester or Outback at entry-level trim, cars which also have 182 horses.

All of which leads us to what is probably our first dual Base Camp recommendation. If the base Crosstrek’s power levels are sufficient to yer tastes, jump on that trim. But if one desires a bit more grunt and wishes to stay in a Subaru showroom, the smart play would be to sample a Forester or Outback instead.

Every week, wheels.ca selects a new vehicle and takes a good look at its entry-level trim. If we find it worthy of your consideration, we'll let you know. If not, we'll recommend one - or the required options - which earns a passing grade.

&nbsp;

Base Camp: 2024 Subaru Crosstrek

2024 Porsche 718 Boxster RS

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

2024 Porsche 718 Boxster Spyder RS First Drive Review

2024 Mercedes-Benz E-Class_front 3-4 profile

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.

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

2024 Mercedes-Benz E-Class First Drive Review

4Runner23

It wasn’t so long ago I was bemoaning the Toyota 4Runner. My last tester, a fully loaded TRD Pro, felt like a vehicle from another decade. Because, frankly, it was. The current 4Runner generation was introduced for the 2010 model year and it feels every bit its age.

While I loved the indestructible, unstoppable off-road capability of the 4Runner, I couldn’t get over the dated interior and wheezy drivetrain which felt like it couldn’t get out of its own way. Overall, it felt like a product whose time had come and gone. It needed to either evolve or die — especially with so many incoming competitors.

Next year, the 4Runner will evolve into its sixth generation. The first full refresh for the model in nearly a decade and a half.

This year, however, knowing that this was the last of the “old school” 4Runner… I felt nostalgic and even mournful to be driving my 40th Anniversary tester.

<img class="aligncenter size-full wp-image-177248" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/4Runner11-scaled.jpg" alt="2023 Toyota 4Runner 40th" width="2560" height="1920" />

Maybe the marketing sold me. I have to admit that I was completely charmed by the 40th Anniversary badges, the throw-back exterior body graphics (I heard every reference from Starsky and Hutch to the A-Team in describing the stripes), the bronze rims, and matching interior stitching. The truck made me smile every time I walked up to it. I count that as a win.

And while the 40th Anniversary package is really just a cosmetic add-on to the base SR5 model, I actually found it a little easier to live with than the King Kong TRD Pro. Sure, you don’t get the locking diffs, Crawl Control, or trick Kinetic Dynamic Suspension System or Fox Shock Absorbers. But I also didn’t need to climb up any mountains, so I got by just fine… and honestly, more comfortably. And because I didn’t have the bicycle roof rack which comes on the TRD Pro, I could park this 4Runner underground.

I found that the standard SR5’s near 10 inches of ground clearance, combined with the chunky P265/70R17 tires made navigating unmarked, hill-laiden, gravel and mud back roads perfectly easy. It also ate up Toronto’s pothole infested roads like they were an appetizer that had arrived at the table 20 minutes late.

<img class="aligncenter size-full wp-image-177249" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/4Runner10-scaled.jpg" alt="2023 Toyota 4Runner 40th" width="2560" height="1920" />

The interior is still a throwback to the first term of the Obama administration. The essential design hasn’t changed and even a layperson, at a glance, will comment on just how dated it all looks. However, Toyota has made efforts to ensure it’s not totally spartan in terms of modern content.

Every 4Runner now comes with the myriad of driver-assistance technology that you would expect from a vehicle manufactured in this decade. Automatic high-beam headlamps, blind-spot monitoring, and rear cross-traffic alert are standard. So are collision warnings, automated emergency braking, lane departure warning, and lane-keep assist. Adaptive cruise control is also present.

But, mercifully, none of that stuff ever got in the way of actually using the vehicle. In fact, I barely noticed it was there. During the long weekend, I took the 4Runner on a little getaway up north, and I often caught myself feeling grateful for just how unmodern the vehicle was.

<img class="aligncenter size-full wp-image-177250" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/4Runner9-scaled.jpg" alt="2023 Toyota 4Runner 40th" width="2560" height="1920" />

When you get in the truck, for example, the entire thing doesn’t immediately light up like a stadium concert with a million greeting screens. Which means you can easily grab things you left in it without draining the battery.

It also doesn’t immediately hit you with an alarm that would be more appropriate on a submarine with a hull breach when you slowly drive it a few feet without your seatbelt on.

You can still run the 4Runner on 87-octane fuel. All of a sudden, you don’t find yourself lusting over a turbo four-cylinder or 8-speed automatic transmission. That lazy 4.0 V6 may have all the enthusiasm of an old dog, but it’s also refreshingly dumb. I am still puzzled by the 5-speed transmission when a 6-speed is available in the Tacoma. Maybe it’s simply a case of, “if it ain't broke…” in which case, I applaud the stubbornness.

<img class="aligncenter size-full wp-image-177245" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/4Runner19-scaled.jpg" alt="2023 Toyota 4Runner 40th" width="2560" height="1920" />

The price feels right too. Shelling out for the TRD Pro, if you’re not a serious off-roader, feels a little like buying a UFC t-shirt — burning a disproportionate amount of cash just to let the world know how cool and tough you are without actually participating in the thing that makes you cool and tough. But at under $60,000, there’s just a lot of value and content in the 4Runner SR5. Plus… you get cool wheels and stripes on the 40th Anniversary. And as we’ve already established, I’m a sucker for that.

It was a somewhat solemn experience returning this one to Toyota. I left my experience with this final 4Runner thinking, “Well, that’s it, then. This is the last analogue SUV I’ll ever test.”

No hybrid powertrain. No digital screens in place of analogue gauges. No overbearing electronic nannies.

And that bummed me out a little. It made me feel old. And not just because of the ‘70s body graphics. But because this 4Runner is, as a whole, indicative of a simpler time. One that I was more familiar with… more comfortable with.

We’ll have to of course reserve judgment of the 2024 4Runner for when it launches next year. But for now, if you want to recall a time before constant notifications and all-consuming digital screens, the 4Runner 40th Anniversary is a wonderful throwback.
<h3>2023 Toyota 4Runner 40th Anniversary Special Edition</h3>
BODY STYLE: 5-door SUV

DRIVE METHOD: Front engine, 4x4, 5-Speed automatic transmission

ENGINE: 4.0L V6 (270 hp, 278 lb-ft torque)

FUEL ECONOMY: 15/13/14 L/100 km city/highway/combined

TOW RATING: 5,000 lbs

PRICE: (as tested) $57,283

WEBSITE: <a href="https://www.toyota.ca/toyota/en/vehicles/4runner/overview">Toyota 4Runner</a>

2023 Toyota 4Runner 40th Anniversary Review

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The Honda Civic Si continues to carry the flag for those that want the practicality of the big-selling Honda Civic, but with just that much more oomph in terms of performance. Even with the arrival in North America of the Type R model, the Si has soldiered on and that’s music to the ears of may an affordable performance car enthusiast.

The Si separates itself from the likes of the Touring model by adding matte-black 18” wheels, black window trim, enlarged exhaust tips, and rear spoiler. That’s fine but the problem is it looks like the standard Civic the rest of the way and while handsome enough, the current model lacks a real defining quality that the previous version did – namely, its aggressive head- and taillights. In profile, it’s also unable to hide its tall roofline and coupled with wheels that are big for a compact but not that big, it’s awkward.

<img class="aligncenter size-full wp-image-177222" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_9553.jpg" alt="2023 Honda Civic Si" width="2000" height="1333" />

The view from the rear three-quarter perspective is what saves the Civic Si from not getting a lower mark here; from this angle, it looks squatter, more purposeful and quite cool thanks to that spoiler and rear tailpipes.

What that tall roofline does do, however, is make for tons of headroom inside – 956 millimetres up front, 942 mm at the rear – and generous legroom both front and back as well. Overall passenger volume is rated at 2,735 litres with 408 L of trunk volume – not too shabby at all.

Even with all that room, Honda hasn’t forgotten the fantastic driver’s seating position that places you right at the wheel, while the shift lever and centre console are barely an outstretched digit away. That seating position is further complimented by more supportive front seats with higher side bolsters and red inserts.

<img class="aligncenter size-full wp-image-177232" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_9593.jpg" alt="2023 Honda Civic Si" width="2000" height="1333" />

Other neat interior bits include the honeycomb dash insert with red trim that not only looks cool but also disguises the HVAC vents, thick-rimmed leather steering wheel, aluminum pedals, and stubby shift lever – the Civic Si can only be had with a manual. So if you don’t want to row the gears yourself first of all why would you want one of these anyway secondly, there’s always the Touring model.

Not only is the Si loaded for performance, but it comes fully loaded with tech as well. That means a wide 9” infotainment display with wireless Apple CarPlay and Android Auto as opposed to the standard car’s 7” display and wired apps, as well as standard 12-speaker Bose audio, WiFi hotspot, 10.2” digital gauge cluster and wireless charging. A blind spot system, rear cross-traffic alert, lane keep assist and adaptive cruise with traffic sign recognition are on-hand as well.

<img class="aligncenter size-full wp-image-177233" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_9606.jpg" alt="2023 Honda Civic Si" width="2000" height="1333" />

Power from the 1.5-litre turbocharged four-cylinder is rated at 200 horsepower and 192 pound-feet of torque, equalling the torque figures of the previous model but down a little on the hp front. That’s too bad, but the fact the Volkswagen Jetta GLI and Hyundai Elantra N make more power for similar money is a tougher pill to swallow.

What the Si does do, however, is deliver its power smoothly and with little turbo lag so it feels more powerful than it is. Peak power is made at 6,000 RPM but peak torque comes in at a lowly 1,800 and will continue to push through 5,000, which is a flat torque curve the likes of the older naturally-aspirated VTEC Si models could even dream of. It adds an air of luxury that plays well with the interior environs. It means you don’t have to row the gears or wring its neck quite as much as you once did to get the most out of it when on an aggressive drive -- and some will miss that – but overall, we have a sporty sedan with a more relaxed powertrain that makes for a more comfortable experience.

There’s one glaring error, however, and that’s its penchant for rev hang between shifts. No matter whether I was in Normal or Sport drive modes, I just couldn’t get the shift action done as smoothly as I’d like, or as quietly.

<img class="aligncenter size-full wp-image-177235" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_9610.jpg" alt="2023 Honda Civic Si" width="2000" height="1333" />

As important as the powertrain is, a Civic Si needs to handle as well. In that light, the feel through the thick-rimmed steering wheel is very good, providing the detail the Civic Si has always done. For all its luxury, more relaxed powertrain (and higher curb weight), the steering feel is right on. The ride backs that up with great damper tuning that won’t rattle your fillings as much as it once did but keeps the body in check enough through repeated turns and is nowhere near as brittle feeling as it has been in the past. Add a helical front limited-slip differential that allows for an elastic band-like response when coming out of turns, and there’s plenty here to keep drivers on their toes.

The turn-in response, however, is not quite as immediate as it once was (or currently is with the Elantra N), so it doesn’t feel quite as live-wired. Many will appreciate the fact that it’s somewhat less nervous, but there will be an enthusiast or two that will miss the shrunken off-centre dead zones these used to have.

<img class="aligncenter size-full wp-image-177236" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_9615.jpg" alt="2023 Honda Civic Si" width="2000" height="1333" />

At the end of the day, this latest Si is improved in almost every way – on paper. The trouble is, I found myself struggling to truly appreciate it more than I have previously. It’s great that it’s so well-equipped and more comfortable than it’s ever been, but it’s lost a little bit of that, shall we say, rambunctiousness of an older model with a high-revving VTEC four-banger and telepathic steering. Yes, those cars were loud and they rode too firmly for some, but their character was undeniable. As well-sorted, well-equipped, and spacious as this new model is – and as much as many will appreciate it as a result – it exhibits a level of self-consciousness that the Si’s never had to before.

2023 Honda Civic Si

BODY STYLE: Four-door compact performance sedan

DRIVE METHOD: front-engine/front-wheel drive
ENGINE: 1.5-litre turbo four-cylinder, 200 hp, 192 lb-ft of torque

FUEL ECONOMY CITY/HIGHWAY/COMBINED: 7.7L/100 km
TRANSMISSION: 6-speed manual

CARGO CAPACITY: 408 litres

Base MSRP: $37,085

WEBSITE: <a href="https://www.honda.ca/en/civic_si">Honda Civic Si</a>

2023 Honda Civic Si Review

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

Audi Q6 e-tron Prototype First Drive Review

2024 Atlas Cross Sport main header

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

2024 Volkswagen Atlas and Atlas Cross Sport First Drive Review

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The Mazda CX-90 is the largest crossover in the Mazda lineup, seating up to 8, and starting at $45,900. (KUNAL D’SOUZA)

The Mazda CX-9 was an early example of a three-row crossover that now finds itself surrounded by competition in a segment that’s booming. The <a href="https://www.wheels.ca/reviews/2023-kia-telluride-x-line-review-2">Kia Telluride</a>/<a href="https://www.wheels.ca/reviews/2023-hyundai-palisade-review">Hyundai Palisade</a> have received a lot attention, recently. They’re well thought out, with roomy third rows, and are good value. Dealers can’t seem to keep them in stock. There’s also a new Honda Pilot, a refreshed VW Atlas, and even a three-row EV coming from Kia. The demand for these people movers is growing rapidly. While the CX-9 was great to drive, it lacked space, especially in that all-important third row.

Enter the CX-90, Mazda’s all-new three-row crossover that’s longer, wider, and taller than the CX-9 it replaces. This directly translates into a much more usable third row that can now accommodate adults comfortably. But there’s more to the CX-90 than its larger body. It represents Mazda’s shift upmarket and it debuts an all-new rear-wheel drive platform, and an all-new inline-6 engine, going against the grain of its major competitors, which are primarily front-wheel drive based vehicles.

<img class="aligncenter size-full wp-image-177068" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/DSC04586.jpg" alt="2024 Mazda CX-90 GT-P Signature" width="2048" height="1365" />

The new large vehicle platform represents a philosophical shift in design and performance for Mazda. A rear-wheel-drive platform is conducive to better weight balance and better steering feel and provides for a shorter turning radius, which is important in a big vehicle. They also have a longer dash-axle ratio (the distance from the base of the windshield to the centre of the front axle), which means a better-looking vehicle.

Developing a straight-six is also not the norm today when everyone is scurrying about trying to come up with the next leap in battery and electric motor technology. Most automakers ditched the straight-six long ago in favour of the packaging and space gains provided by V6s and inline-4s. But straight-sixes are renowned for their perfect balance, smoothness, and torque. It might be an uncommon powertrain but it’s an excellent choice for a luxurious and sporty vehicle like the CX-90 claims to be. It’s why BMW still uses them.

So the new larger CX-90 is as focused on driving dynamics as it is on passenger space and it would seem that Mazda was able to carve out a lot of room in all three rows despite the long engine under the hood.

<img class="aligncenter size-full wp-image-177083" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/DSC04558.jpg" alt="2024 Mazda CX-90 GT-P Signature" width="2048" height="1365" />

My tester, a range-topping GT-P Signature trim had the high-output turbocharged inline-6 augmented by a mild-hybrid system using a small electric motor sandwiched in between the engine and 8-speed automatic transmission. The electric motor provides for seamless auto start-stop as well as some mild fuel efficiency gains. The 3.3L engine makes 340 hp and 369 lb-ft of torque on premium gas. The base CX-90 gets a lower output version that makes 280 hp and 332 lb-ft of torque, which are still very respectable numbers. There’s also a plug-in hybrid version that uses a 2.5L 4-cylinder and an electric motor providing up to 42 km of electric-only driving range.

Our focus here is the most powerful GT-P. We’ve covered much of the technical details of the CX-90 <a href="https://www.wheels.ca/news/2024-mazda-cx-90-three-row-gets-new-inline-6-plug-in-drivetrain">here</a>, so I won’t go through them again but I will focus on what it’s like to drive and live with on a daily basis.

If Mazda’s goal is to capture those that would typically buy an Acura, Lexus, or an Audi, it’s got its work cut out for it, but the cabin is one place that will impress even the most discerning customers. It has really comfortable seats, supple soft-touch materials on the dash, Nappa leather, matte wood trim, and a simple and elegant layout that will be familiar to anyone that’s driven a newer Mazda.

<img class="aligncenter size-full wp-image-177078" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/DSC04569.jpg" alt="2024 Mazda CX-90 GT-P Signature" width="2048" height="1365" />

<img class="aligncenter size-full wp-image-177075" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/DSC04572.jpg" alt="2024 Mazda CX-90 GT-P Signature" width="2048" height="1365" />

Each row gets USB ports to power devices and the second-row captain’s chairs are heated and ventilated. They can also be moved out of the way quickly to access the third row, which my six-foot frame had no problem plopping down in. One sore point is the infotainment system which lags behind the competition. It doesn’t have a touchscreen and you have to use a rotary controller to access it. It’s easy to use, but simple things like radio presets and Apple Car play integration need a complete rethink.

The CX-90 drives smaller than it is for the most part. The steering is crisp and precise but is slightly heavier than it needs to be. Enter a corner at speed and the girth of the big Mazda is perfectly controlled with minimal body roll. Quick left/right transitions, heavy braking, full-throttle acceleration, nothing seems to upset the chassis. You have to remind yourself that you’re in a heavy three-row SUV. It even rides really well, absorbing most bumps and handling the war-torn roads of Toronto with the utmost ease. It also feels uncannily Teutonic, probably owing to its development in Germany.

Power delivery is impeccably smooth and refined. Like all good straight-sixes, it doesn’t matter if the engine is spinning at 2000 rpm or 6000, there are virtually no vibrations that make it into the cabin.

<img class="aligncenter size-full wp-image-177073" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/DSC04575.jpg" alt="2024 Mazda CX-90 GT-P Signature" width="2048" height="1365" />

The CX-90 is well-behaved with impeccable road manners and it seems to do everything well, but I still feel the <a href="https://www.wheels.ca/vehicle-reviews/2022-mazda-cx-5-sport-design-review">smaller CX-5</a> is Mazda’s benchmark for a fun-to-drive crossover. As good as the CX-90 is, it comes off as a bit boring and a bit clinical. It’s better to drive than many of its competitors but it seems like Mazda went to great lengths to achieve incremental gains. The reality is, many shoppers looking for a three-row SUV like this couldn’t care less about “fun-to-drive”.

It’s a good thing then that the CX-90 is much more than just a dynamic driver. It’s a really well-packaged large family crossover that also happens to be excellent value starting at just $45,900. The plug-in version starts at $54,900 and is one of the largest PHEVs on sale today. The CX-90 isn’t perfect, but it should still cause some serious concern for its many competitors.
<h3>2024 Mazda CX-90 GT-P Signature</h3>
BODY STYLE: 5-door, 6-8-passenger full-size crossover

CONFIGURATION: Front-engine/all-wheel drive

ENGINE: 3.3-L turbocharged inline-6; Power: 340 hp @ 5000-6000 rpm; Torque: 369 lb-ft @ 2000-4500 rpm

TRANSMISSION: 8-speed automatic

CARGO CAPACITY: 423-2101 litres

FUEL ECONOMY: (Premium Gasoline in L/100 km)  9.6 city; 8.3 highway

PRICE:  $63,300 + freight, taxes, and fees

WEBSITE: <a href="https://www.mazda.ca/en/">Mazda Canada</a>

2024 Mazda CX-90 GT-P Signature Review

2024 Buick Envista_front 3-4 profile

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

2024 Buick Envista First Drive Review

IMG_9133

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

2024 Ford Mustang First Drive Review

2016 Honda Civic Sedan

Honda’s Civic has enticed buyers with its smooth drivetrains, excellent driveability and impeccable assembly for 50 years now. When the first Civic sedan arrived on our shores in 1980, Car and Driver magazine declared it a mini-Mercedes. Subsequent generations of the Civic earned more raves as it grew larger, quicker and more refined.

That’s until the ninth-gen model appeared in 2012. It was widely panned by the press due to obvious penny-pinching, with cheap plastic trim and carpet akin to a dish scouring pad. For the first time the Civic failed to earn a recommendation from Consumer Reports. Unaccustomed to criticism, Honda scrambled to fix the deficiencies.

The all-new Civic for 2016 aimed higher, seemingly to compensate for the missteps made with the previous car. It looked bigger than the 3-centimetre-longer wheelbase and 5 cm in added width would suggest; it was virtually the size of an old Accord. The lower roofline accentuated the Civic’s swoopy lines – in both sedan and coupe form – taking on a hatchback profile that in fact finishes with a stubby trunk lid at the rear.

The Civic used higher-grade steel than in the past, making the unit body 31 kg lighter, while new sealing techniques resulted in a 58 percent reduction in cabin air leaks. It earned a five-star crash rating from NHTSA, the U.S. transportation safety agency. The suspension was redesigned with revamped MacPherson struts up front and a new multi-link rear setup mounted to a rigid subframe at the back. The floor, engine and suspension were all set lower, reducing the centre of gravity for better handling.

Open a door and a big space welcomes you inside, especially in the rear quarters, which gained 5 cm of legroom. Up front, the previous Civic’s bi-level instrument panel was replaced by a three-pod layout with an enormous tachometer displayed prominently. A tall centre console separates the driver and front passenger; while somewhat obtrusive, it provides lots of clever storage space.

If the big tach suggests the Civic is geared for drivers, there’s evidence to support it. The variable-ratio electric steering, larger diameter anti-roll bars and the brake-based understeer-mitigation program deliver a more athletic ride. And a quieter one, too, thanks to an acoustic windshield and triple-sealed doors. On the downside, the 7-inch touchscreen found in most models can frustrate with its confusing menus, too-small buttons and slow response.

<img class="aligncenter wp-image-176964 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/10th-Gen-2016-Honda-Civic-Coupe-scaled.jpg" alt="2017 Honda Civic Coupe" width="2560" height="1706" />

Base models made do with a direct-injection 2.0-L four cylinder engine, good for 158 horsepower, replacing the old 143-hp 1.8-L four. The optional powerplant is a turbocharged, direct-injected 1.5-L four that produces 174 horses. Either engine imbues the Civic with verve, but only the normally aspirated 2.0 worked with the six-speed manual transmission initially. Honda’s CVT automatic keeps the turbo on the boil, making for a caffeinated drive. Regardless of the drivetrain, drivers can look forward to attaining up to 50 mpg (5.7 L/100 km) on the highway with a light foot.

For 2017, the six-speed manual transmission was available in 1.5-L turbo Civic coupes and sedans, and it also marked the arrival of the five-door hatchback, which only came equipped with the turbo engine tuned for 180 horses – six more than in other turbo Civics.

There were also two new performance variants: the popular Si, and the off-the-hook Type R rated at a tire-scorching 306 hp. The Si is powered by a 205-hp version of the 1.5-L turbo four that sends its power through the six-speed manual gearbox along with 192 pound-feet of torque. The Si also featured a stiffer suspension, adaptive dampers and retuned steering.

<img class="aligncenter size-full wp-image-176966" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/10th-Gen-2017-Honda-Civic-Type-R-scaled.jpg" alt="2017 Honda Civic Type R" width="2560" height="1706" />

For 2019, all Civics earned some styling tweaks and new standard features, including driver-assistance tech and an actual volume knob and hard buttons added to the touchscreen to alleviate user frustration. While both the sedan and coupe got the new Sport trim, only the hatchback version gained extra horsepower in its 1.5-L turbo. The hatchback got more styling tweaks for 2020, while the two-door coupe bowed out in 2021, the last model year of the 10th-gen Civic.

WHAT OWNERS REPORTED

If a sporty, good-looking car with a willing engine and all the technology you can fit into it for an accessible price isn’t a formula for automotive success, we’d be hard-pressed to think what is. Canadians obviously agreed, making the Civic the nation’s bestselling car for 24 consecutive years (the reign ended in 2021).

“Growing up I’ve had Honda motorcycles; this was my first Honda auto, but I knew what to expect,” wrote the owner of 2018 base model online. “The Civic has taken generational leaps. Steering is tight and responsive and the handling is great. The car reminds me of my Mercedes C250 coupe – as sporty a design as the M-B, but gobs more reliable.”

Over its 50-year history in North America, the Civic has forged a reputation for dependability, although the early years were marred by premature rust that took the Japanese company some time to address. Unfortunately, the 10th-gen Civics did exhibit some problematic issues at least at the outset.

According to George Iny of the Automobile Protection Association (<a href="https://www.apa.ca/en/">APA.ca</a>), owners have reported troublesome air conditioners generally through to the 2018 model year. The condenser can fail, or the compressor in some instances. Iny reports that Honda extended the warranty to cover this issue, and replacement parts may be improved.

While the 1.5-L turbo engine is both powerful and frugal, it’s been the subject of some complaints regarding mediocre heater output in very cold weather, as well as oil dilution. Honda launched a recall campaign involving Civics and CR-V utes with the engine to upload new software for the engine and transmission control units, and in some cases, a replacement air-conditioning control unit.

There have also been some complaints about turbo wastegate failures in the same engines; the replacement costs over $3,500. By comparison, the normally aspirated 2.0-L engine has generated fewer complaints and the APA actually recommends it over the 1.5T.

Honda’s continuously variable automatic transmission (CVT) is an in-house effort that performs well and has proven to be reliable, though 2016-2017 automatic models may exhibit growling after a cold start that likely indicates a defective valve body. Iny notes that dealers can reprogram the unit at no charge, and replace it if necessary under an internal policy.

Owners of 2016-2018 Civics have commonly complained about malfunctioning infotainment units and displays that are slow to respond or black out momentarily. Bluetooth and phone connectivity can be spotty; dealers have updates that may resolve the issues. In 2016-2017 models, check the trunk floor for moisture as there are some reports of water infiltration.

A top-ranked “economy” car that hits far above its weight class, the 2016 to 2021 Civic checks all the boxes: Lively engines that sip fuel, excellent driving dynamics, and a spacious and comfortable cabin. Deficits include a buggy infotainment system and a few reliability issues that have largely been addressed with software updates.

Being a Canadian favourite, used examples sell fast and for plenty of money. In this case, the outlay is worth the sacrifice.
<h3>2016-2021 Honda Civic </h3>
BODY STYLE: Five-passenger compact sedan, coupe, hatchback

DRIVE METHOD: Front-engine, front-wheel-drive; six-speed manual transmission, continuously variable transmission (CVT)

ENGINE: 2.0-L four cylinder (158 hp, 138 lb-ft), 1.5-L turbo four cylinder (174 hp, 162 lb-ft or 180 hp, 162 lb-ft or 205 hp, 192 lb-ft )

FUEL ECONOMY: (Regular) 8.5/6.0/7.2 L/100 km city/highway/combined

CARGO VOLUME: 428 litres (14.8 cu ft)

TOW RATING: 500 kg (1100 lbs.)

PRICE: $19,500 (2016); $29,000 (2021)

Buying Used: 2016-2021 Honda Civic

2023 Dodge Challenger Shakedown_front 3-4 profile

This car is anachronism, and it has been that way since its inception.

Just look at it. Slab-sided, with tiny windows, massive wheels, and a long hood, but also little round headlights like eyes peeking out from under a pulled-down ballcap that say, “what are you looking at?”

Even among muscle car rivals from Ford and GM, the Dodge Challenger is the most out there, perhaps flexing a little too hard, leaning into its own prodigious power and badassery a bit too much, and reveling it its horsepower king status for a bit too long.

<img class="aligncenter size-full wp-image-177684" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/IMG_1465-scaled.jpg" alt="2023 Dodge Challenger Shakedown" width="2560" height="1920" />

Ok dude, we get it – you’re the Captain America of muscle cars. Quit tying so hard.

But then you clunk its heavy driver’s side door shut, get comfortable in its bathtub environs, fire up one of its massive V8s, such as the 6.4-litre (392 cubic inch) HEMI, and the chortling of its deep bass exhaust fills the cabin – and your brain stem – with intense feelings of, “oh yeah!” and you forget how fundamentally absurd this car is.

Logic and common sense are tossed out the window and it’s time to go for a rip!

I’m not going to say those were my exact thoughts when I, for the last time, picked up a Challenger press car for a week’s worth of fun recently, but it was close enough.

As you may have heard, 2023 marks the end of production for the Dodge Challenger, along with its sedan stablemates, the <a href="https://www.wheels.ca/vehicle-reviews/review-2021-dodge-charger-hellcat-redeye-widebody">Dodge Charger</a> and <a href="https://www.wheels.ca/vehicle-reviews/review-2020-chrysler-300-limited">Chrysler 300</a>.

<img class="aligncenter size-full wp-image-177689" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/2023-Dodge-Challenger-Shakedown_dashboard-centre-console-scaled.jpg" alt="2023 Dodge Challenger Shakedown" width="2560" height="1920" />

Like all automotive marques, Dodge’s future is electric, and they’ve indicated as much with the reveal of the Charger Daytona SRT, a pure electric concept first shown last summer. A production variant of that car is expected to go on sale next year.

But in the meantime, Dodge is ensuring the current third-gen Challenger will go out with a bang thanks to the release of seven “Last Call” special editions. The one shown here is a Shakedown Special Editon, which is the first of the Last Calls.

Originally, I was going to run through the Challenger’s history, which goes back to concept sketches first shown in 2005 but changed my mind because it’s ancient history, and the car we have now is what matters.

That said, the Challenger has an interesting backstory, as it was originally built on a modified platform and shared some Mercedes-Benz DNA because it was in development during the Daimler-Chrysler era. So please, feel free to read up on that stuff, as I did. It’s quite interesting.

<img class="aligncenter size-full wp-image-177696" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/2023-Dodge-Challenger-Shakedown_side-profile-scaled.jpg" alt="2023 Dodge Challenger Shakedown" width="2560" height="1920" />

Back to our story. One of the more remarkable aspects of the Challenger is its looks, which haven’t changed much throughout its 15 years of production. Comparing the 2008 model to the 2023 reveals only minor styling changes which is a nod to its iconic status.

It is clear Dodge has used the Challenger nameplate as a playground to introduce a flood of new colours, appearance packages and models throughout the car’s production run, particularly in the past half-decade or so.

Currently, there are nine regular models sold in Canada in addition to the seven Last Calls, and they are available in a broad array of colours to suit any mood. They came up with great names for these shades too, including Pitch Black for my tester.

Personally, I’ve had the good fortune to drive most, if not all, of the current Challenger lineup over the past decade. I’ve enjoyed each of these experiences, but the one I’ve driven the most is the 392 Scat Pack, and it is my favourite, and it serves as the basis for the Shakedown Special.

It’s not the most powerful but, in my view, it is the most connected to the Challenger’s early 1970s muscle car heritage, a time when big iron ruled, and you didn’t rely on a supercharger to go fast.

The Shakedown Special Edition epitomizes the essence of the Challenger, a feeling that is apparent from the time the starter button is pressed and the 392 spools up with the accompanying deep rumble of its HEMI V8. It is a deeply satisfying experience.

<img class="aligncenter size-full wp-image-177685" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/IMG_1474-scaled.jpg" alt="2023 Dodge Challenger Shakedown" width="2560" height="1920" />

And that sentiment carries through every aspect of this car. From the Mopar Shaker hood to the flared haunches, massive 20-inch wheels, and more Super Bee easter eggs than you can throw a stick at, the Shakedown’s emotional appeal hits one square between the eyes.

The 392 generates 485 horsepower and 475 lb-ft. of torque, which is transmitted to the rear wheels through a 6-speed manual transmission. And it’s quite fast too – that I can confirm.

But the cool-car stuff is what lingers in my mind, and I suspect most buyers have similar feelings.

Hood pins. Check.

Heavy clutch. Check.

Round analogue gauges circa 1971. Check.

Overstuffed seats that belong in your living room couch. Check.

I could go on, but you get the point. Consider that these days the average new car purchase is a small or medium-sized crossover, and this car hits like a bucket of ice water to the face.

It’s as non-conforming as one can get, a pizza and ice cream for dinner forever kind of car. And that, to me, accounts for much of its appeal beyond its performance credentials. If you want to feel like a badass, this is your car.

<img class="aligncenter size-full wp-image-177697" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/2023-Dodge-Challenger_front-fender-wheel-scaled.jpg" alt="2023 Dodge Challenger Shakedown" width="2560" height="1920" />

When one rumbles into a Wal-Mart parking lot, others will pause for a moment to watch the non-conformist behind the wheel pass in search of a parking spot. Did I just describe an experience I had while driving the Shakedown? Yes. And I loved it.

The fact that Stellantis is finally putting the Challenger out to pasture shouldn’t come as a surprise. One can make the argument that it’s long overdue. Electrification is the future, a reality that can no longer be put off, as all manufacturers have come to accept. That the Challenger and its siblings have survived this long is a testament not only to their popularity, but to our reluctance to let them go.

Their passing into the automotive afterlife is both sad and inevitable, but the time has come. One can hope the Dodge performance torch is successfully passed to the Charger Daytona SRT, but even if that comes to pass, the legacy of the Challenger will linger.
<h3>2023 Dodge Challenger Shakedown Special Edition </h3>
BODY STYLE: 2 door, 5 seater, full-size coupe
DRIVE METHOD: Front-engine, rear-wheel drive, six-speed manual
ENGINE: 6.4-litre V8 (485 hp / 475 lb-ft.)
FUEL ECONOMY: (Regular 87) 16.7 / 10.4 / 13.9 L / 100 km (city / highway / combined)
CARGO VOLUME: 458.7 litres (16.2 cu ft.) 
PRICE: $62,995 base / $85,670 as tested, incl. freight, excl. taxes and fees
WEBSITE: <a href="http://www.dodge.ca">www.dodge.ca</a>

One last spin in the Dodge Challenger

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Ford has revamped the Mustang for 2024, gifting it new looks and an interior that’s inching away from the past few kicks at a so-called retro design. Whether one thinks the ’24 Mustang moves the needle enough from last year in terms of styling matters not – after next year, it’ll have the American pony car market all to itself.

Starting the rodeo is a $37,000 Fastback model, equipped with a 2.3L EcoBoost engine. Purists will wail about a four-banger under the hood but one needs to remember this ain’t the 1980s anymore, not with the engine in question belting out 315 horsepower and 350 lb.-ft of torque. Both those numbers vastly eclipse those found in the 5.0L GT most of us coveted in high school – in measure if not in exhaust note. These days, a 10-speed automatic is the only transmission.

Those new-for-’24 LED projector headlamps are found on this pony’s schnoz, along with a lighting signature that’s sure to draw attention at the Barrett-Jackson sale in 2045. Side mirrors have body colour caps, the exhaust tips are bright and the size of sewer cannons, and the LED taillamps retain their too-cool sequential action. Nearly a dozen paint hues are on tap, plus a yaffle of racing stripes and hood/side graphics. We’ll select the tasty Atlas Blue since it looks great and is a $0 option. As a Mustang, it’s also tough to go wrong with the $0 Race Red.

<img class="aligncenter size-full wp-image-177668" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/Mustang-int.jpg" alt="2024 Ford Mustang Ecoboost" width="1024" height="576" />

In the cabin, we find a 12.4-inch digital screen acting as an instrument cluster and a 13.2-inch tablet serving duty as an infotainment centre. At this price, those screens are contained in separate housings, making the place look like an office desk with two monitors. Spendier trims get both screens behind a single housing for a much more cohesive look. The cloth seats are manual (you can claim weight savings, if anyone asks for power adjustments), the climate is single-zone, and the flat-bottom steering wheel is clad in vinyl.

Still, it’s not like this is a stripped-out penalty box. Tilt/telescope steering column action means drivers of all sizes can get comfy at the controls, and that huge infotainment system mentioned above features the type of Track Apps that used to be reserved for the brawny GT. There’s leather on the gear shift knob and the type of driving aids (lane keeping, automatic emergency braking, et al) one expects in a new car these days.

<img class="aligncenter size-full wp-image-177669" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/Mustang-rear.jpg" alt="2024 Ford Mustang Ecoboost" width="1024" height="567" />

What We'd Choose 

Our minds go straight to the $48,500 V8-powered GT, of course. But if prodded to buy the EcoBoost, we’d take a hard look at the $1,400 active valve performance exhaust, if not for the extra racket then for the Remote Rev abilities baked into the car’s keyfob. Note this option requires the selection of another option package costing $2,600 as well.

Less clear cut is the $6,500 2.3L High Performance Package. Even though it brings goodies like better rear-end gearing, summer tires, more bracing, the neato drift stick, and better brakes (just to name a few), marching to that price point almost puts customers behind the wheel of a GT. Decisions, decisions.

Every week, wheels.ca selects a new vehicle and takes a good look at its entry-level trim. If we find it worthy of your consideration, we'll let you know. If not, we'll recommend one - or the required options - which earns a passing grade.

Base Camp: 2024 Ford Mustang

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Journalists have been singing the praises of minivans for eons now. Even through the rise of the SUV, our recommendations for them never faltered and while they haven’t been in fashion for a long time, they are the best choice if you need to move people and cargo

Chrysler was the first to market a minivan here, but the Toyota Sienna quickly became one of the most popular choices. It’s been around for 25 years now, which is hard to believe, and to commemorate the occasion, Toyota has released a limited-run 25th anniversary Sienna.

This special edition van builds on the Sienna XSE AWD trim and adds among other things, special 18-inch wheels with a chrome finish, power-folding mirrors, ventilated front seats, second-row seats with built-in ottomans, LED fog lamps, 12-speaker JBL audio system, and a wireless charging tray. It’s good value at $4650 for the package and includes 25th-anniversary badging on the tailgate and the floor mats, a choice of Windchill Pearl or Celestial Silver paint jobs, and black trim and badging. If you’re a Sienna fan, it’s worth checking out.

<img class="aligncenter size-full wp-image-177652" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/DSC04714.jpg" alt="2023 Toyota Sienna 25th anniversary" width="2048" height="1365" />

Since its redesign in 2021, all Siennas are hybrid-only. The familiar powertrain utilizes a 2.5-L 4-cylinder engine paired with two electric motors for a total output of 245 hp. While some might bemoan the loss of the V6, the hybrid system’s efficiency more than makes up for it.

The Sienna is huge. With a footprint that’s longer and wider than Toyota’s new Grand Highlander, coupled with a minivan’s low floor height, the interior is unsurprisingly cavernous. And the space has been used wisely with all manner of cubbies, shelves, and crevices to throw your stuff in. A handy shelf runs the length of the dashboard and also houses the wireless phone charger. Under the gearshift is a cubby big enough to fit a large bag or in my case, a medium pizza.

Dual power-sliding doors open up to spacious second and third rows. My tester was a seven-passenger version which meant the second row was two captain’s chairs instead of a bench, and because it was a 25th anniversary special, those chairs had built-in ottomans, something you find on high-end luxury vehicles. While the third row can fold flat, the second-row seats do not. They can, however, slide forward and the backrest can be folded in.

<img class="aligncenter size-full wp-image-177658" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/DSC04707-Enhanced-NR.jpg" alt="2023 Toyota Sienna 25th anniversary" width="2048" height="1365" />

<img class="aligncenter size-full wp-image-177656" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/DSC04710-Enhanced-NR.jpg" alt="2023 Toyota Sienna 25th anniversary" width="2048" height="1365" />

Driver and front passenger get large, comfortable thrones on which to perch. Controls are high up and positioned well for easy reach with hard buttons for everything that’s important. USB ports and cup holders are plentiful, and our tester was equipped with a 120V/1500W power outlet so you can plug in your Nespresso machine and skip the Timmies drive-thru line.

In the six days that I had the Sienna in my possession, it helped us move into our new house with an impossible amount of stuff crammed in. It handled multiple trips to Ikea swallowing the largest and heaviest of flat-pack boxes. We hauled old bins to the recycling centre in it and packed it full of lawn equipment. It kept us cool during a particularly hot week and never skipped a beat, all while returning an average of just 6.8L/100 km. That’s compact car efficiency in an all-wheel drive vehicle that’s the same size as a large SUV.

Toyota’s ubiquitous hybrid powertrain makes that remarkable efficiency possible and while it’s not exactly a powerhouse there is enough oomph for the Sienna to get out of its own way. The one issue with this hybrid system, though, is the way it sounds. It’s more backup generator than car engine with a distinctive 4-cycle note and it’s a blemish on an otherwise refined vehicle but still far from a deal breaker. The efficiency and durability of the system far outweigh any aural discomfort.

<img class="aligncenter size-full wp-image-177651" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/DSC04715.jpg" alt="2023 Toyota Sienna 25th anniversary" width="2048" height="1365" />

Driven with a light foot, especially in town, the Sienna will enter EV mode often. On the highway it can coast for short periods using nothing but the stored energy in its battery. Getting over 1000 km of range per tank of fuel is easy.

It isn’t the most dynamic of drivers; look at the Honda Odyssey if that’s what you’re into and it doesn’t have a plug-in hybrid system or second-row seats that can collapse into the floor like the Chrysler Pacifica, but the Sienna is comfortable, holds an enormous amount of stuff and is super efficient without ever having to plug it in.

For a family conveyance, nothing more is required. Your kids will love it, and you’ll love how easy it makes your life. Beach days, shopping sprees, road trips, garage sales, the Sienna is ready.

As an auto journalist, I’m always going to recommend a minivan to a family that wants a “good” vehicle and I also get why that family will go ahead and purchase an SUV instead. But for those who are over SUVs and ready for the ultimate people and cargo carrier, a good minivan like the Toyota Sienna is indispensable.
<h3 class="p1">2023 Toyota Sienna XSE AWD 25th Anniversary Special Edition </h3>
BODY STYLE: 5-door,  7-8 passenger minivan
CONFIGURATION: -Front-engine, all-wheel drive
ENGINE:  2.5-L 4-cylinder + electric motors; Combined power output: 245 hp
TRANSMISSION: eCVT
FUEL ECONOMY : (Regular-grade Gasoline in L/100 km): 6.8 city; 6.6 highway; 6.7 combined
PRICE: $ 56,423 (as-tested)
 Website: <a href="https://www.toyota.ca/toyota/en/">Toyota Canada</a>

2023 Toyota Sienna 25th Anniversary Special Edition Review

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

2024 Polestar 2 First Drive

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Personal luxury coupes like the 8 Series weren’t very common in the 90s and are even less so today. The original BMW 8 Series sold from 1990 to 1999 was a big, powerful, and luxurious grand touring coupe for customers with deep pockets and a penchant for long-distance driving. When the badge was revived two decades later, the formula remained the same, minus the V12 and pop-up headlights.

The current BMW M850i Coupe has been on sale since 2018 but there just aren’t many on the roads. <a href="https://www.wheels.ca/reviews/2023-porsche-911-carrera-4-gts-review">Porsche 911s</a> are a far more common sight. But for those who can afford it, the 8 Series represents a near-perfect execution of mechanical exuberance and utter comfort. Something that BMW is very, very good at.

<img class="aligncenter size-full wp-image-177581" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/DSC04681-scaled.jpg" alt="2023 BMW M850i xDrive Coupe" width="2560" height="1707" />

The Santorini Blue example parked in my driveway is imposing. It’s long, low, and wide, an exotic combination. If BMW set out to build its own version of the Ford Mustang, they’d end up with this M850i Coupe. The bimmer is bigger and softer, but the long hood and short rear deck with muscular fenders is textbook muscle car.

There’s muscle under the hood too. The 4.4L twin-turbocharged V8 produces an M-car-like 523 hp and 553 lb-ft of torque managed by an 8-speed automatic gearbox. BMW’s rear-biased all-wheel drive system ensures that the front wheels only engage when extra traction is needed, so the M850i is essentially rear-driven most of the time.

<img class="aligncenter size-full wp-image-177580" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/DSC04686.jpg" alt="2023 BMW M850i xDrive Coupe" width="2048" height="1365" />

Inside, the driver-centric dashboard is elegantly styled and offers a good balance of virtual and physical controls including the iDrive controller which continues to be a safer way to interact with all the tech in cars while on the move. Being a range-topping 8-Series, everything is covered in soft-supple leather. Turn the seat heaters on and the armrests warm up too. There’s a wealth of space for you and your lucky passenger. There are rear seats but they should be considered vestigial at best. Perfect for extra luggage. The big front thrones coddle as well as they support, and hours-long stints end in fatigue-free rest stops.

Getting down to business, for me, means selecting the sportiest Sport Plus driving mode. This enables the quickest gear changes, the most sensitive throttle response, and the firmest steering and damping. It also opens up the mufflers letting out all sorts of rude noises.

<img class="aligncenter size-full wp-image-177582" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/DSC04684.jpg" alt="2023 BMW M850i xDrive Coupe" width="2048" height="1365" />

Punch the accelerator and the great big hood of the M850i rises up as it catapults forward like a cigarette boat, emitting a guttural bellow the likes of which could only come from a marriage of brute force and sophisticated engineering. The force-fed V8 is a free-revving jewel of a powerplant with effortless power delivery aided by laser-quick shifts from the ZF 8-speed autobox. It’s enough to launch the M850i to 100 km/h in just 3.7 seconds. With that much power and torque, the bonkers 617-hp M8 just seems unnecessary.

The M850i has pinned down the perfect balance of ride and handling. It’s a big heavy car but 4-wheel steering helps mask its girth in the corners. In Sport Plus mode it's a big playful hooligan. It moves around slightly at speed, a consequence of weighing over 2 tons and the steering doesn’t deliver the clearest of messages to your palms but it’s nicely weighted and you never lose that sense of control. With intense torque delivery lying in wait to mutilate rear tires at a moment’s notice, corner exits require patience before you mash the throttle. The all-wheel drive system will allow some tail-wagging histrionics before the traction nannies slap you on the wrist and bring you back down to earth. The M850i is genuinely fun to drive and with its comfortable ride and huge trunk, it’s a car that’s easy to live with every day.

You also don’t have to crank up all the settings to max to get enjoyment out of the M850i. This is a car that’s just as content crushing miles on the freeway in the Comfort setting as it is storming craggy mountain passes in full attack Sport mode.

<img class="aligncenter size-full wp-image-177571" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/DSC04700.jpg" alt="2023 BMW M850i xDrive Coupe" width="2048" height="1365" />

<img class="aligncenter size-full wp-image-177577" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/DSC04691.jpg" alt="2023 BMW M850i xDrive Coupe" width="2048" height="1365" />

I fully understood the M850i on the open road. From its cosseting seats and an endless reserve of torque at your right foot, to the symphonic delights delivered by the $4900 Bower and Wilkins Diamond Surround Sound system, few cars deliver a grand touring experience this complete without shelling out nearly twice as much on a Bentley or Rolls-Royce.

It’s such a good car, you’d think there’d be more of them kicking around but then you think about what the car is and the small production numbers make sense. While it’s a relative bargain, few can justify garage space for what’s essentially a $137,650 toy. There’s also the Porsche 911 question, which isn’t a grand touring car per se, but one that works just as well for a younger clientele as it does for the well-heeled retirees more likely to thumb the brochure of this M850i.

As an ultimate expression of the best of BMW's worlds of sport and luxury, this M850i is a triumph. Better balanced than the balls-to-the-wall M8 but no less of an event to drive. It's a car that doesn’t really offer much of a business case for bolstering company coffers but it is instead a showcase of BMW’s best bits of the internal combustion era. For those who aren’t interested in a Porsche 911, a BMW M850i remains an excellent choice.
<h3>2023 BMW M850i xDrive Coupe</h3>
BODY STYLE:- 2+2 passenger, 2 door coupe

CONFIGURATION: Front-engine, all-wheel drive

ENGINE: 4.4-L twin-turbocharged V8; Power: 523 hp @5500-6000 rpm; 553 lb-ft @1800-4600 rpm

TRANSMISSION : 8-speed automatic

FUEL ECONOMY: (Premium Gasoline in L/100 km): 14.1 city; 9.9 highway; 12.2 combined

CARGO CAPACITY: 420 litres

PRICE: $ 119,900 (base); $137,650 (as-tested) price does not include taxes and fees.

WEBSITE: <a href="https://www.bmw.ca/en/home.html">BMW Canada</a>

2023 BMW M850i xDrive Coupe Review

2023 MAZDA CX-5 SIGNATURE-main

Rob Beintema is an Auto Journalist for Metroland Media

STEVENS PASS, WA. – It’s early morning, as we swing and swoop along mountain roads through the Cascades. The post-dawn sun peers over the peaks, burning off the last vestiges of ground mist and stabbing shifting rays into dark stands of Douglas Fir and Sitka Spruce, the interplay creating elusive dances of light and shadow.

Hey, something moving in there?

Nah, no sign of Bigfoot, here in his supposed home range. At least, not until we spot Sasquatch statues at Espresso Chalet, our pit stop for Americanos, also a former movie location for “Harry and the Hendersons”.

But rather than search for shadowy signs of cagey cryptids, I pace a slow circle, sip my coffee, and gaze at the very real, very sharply delineated form of our 2023 Mazda CX-5, trimmed in top-of-the-line Signature level and resplendent in a new-for-2023 brilliant shade of Rhodium White Metallic.

Yes, the CX-5 has been around for a while, making its North American debut at the 2012 L.A. Auto Show, but it is still selling strong in second-generation form. The rounded rear quarters may seem less current and edgy than the jagged styling lines of newly minted competitors but the sharp nose and overall minimalist style still resonates. The novelty might have worn off a tad but the Kodo design still catches the eye. And catches customers too, with the CX-5 still the consistent best-seller for Mazda both in Canada and globally, approaching four million worldwide sales.

<img class="aligncenter size-full wp-image-177524" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/2023-MAZDA-CX-5-SIGNATURE-badge-scaled.jpg" alt="2023 Mazda CX-5 Signature" width="2560" height="1846" />

The 2023 CX-5 offers six trim levels ranging from around $31K - $44K. The lineup starts by harnessing a 2.5-litre Skyactiv-G four-cylinder engine, now coming standard with cylinder deactivation, and making 187 hp and 186 lb-ft of torque with a 9.8L/7.9L/100km (city/hwy) fuel economy rating.

Our high-end Signature tester is the only trim to come standard with a turbocharged version of the 2.5-litre four-banger, achieving a stronger power level of 227 hp and 310 lb-ft of torque. Drivers looking for a little extra kick can tweak the output with 93-octane fuel, boosting power to 256 hp and 320 lb-ft of torque.

Both engines come mated to six-speed automatic transmissions and both offer the same 907 kg (2,000 lb) tow rating. But the turbo powertrain, even while adding 63 kg (139 lb) of extra mass to the curb weight rating, bumps up the power-to-weight ratio and seat-of-the-pants performance significantly.

There’s a minor fuel economy penalty to pay for that extra get-up-and-go with a rating of 10.8L/8.7L/100km (city/hwy). But our real-world results, including four-passenger shuttling, came in at a very respectable 8.6L/100km (comb).

All CX-5 models come with G-Vectoring Control Plus and the i-Activ AWD system and, for 2023, Mazda Intelligent Drive Select (Mi-Drive) has been added across the lineup, offering Normal, Off-Road and Sport modes selected through a rocker switch on the console.

A healthy list of engineering and safety features includes all the latest safety nannies and driver aid, and our Signature model tops that list with bigger front brakes to counter the added turbo power, i-Activsense 360 degree View Monitor with front and rear parking sensors, Smart City Brake Support Rear, Traffic Jam Assist and the nagging nanny Driver Attention Alert.

<img class="aligncenter size-full wp-image-177529" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/2023-MAZDA-CX-5-SIGNATURE-interior-scaled.jpg" alt="2023 Mazda CX-5 Signature" width="2560" height="1939" />

Inside, it’s the same premium story for our top-of-the-line Signature model - Cocoa Brown Nappa leather trim on the seats, shifter boot and armrests, Abachi wood on the doors and dash, a black headliner, silver highlights and a rocking 10-speaker Bose Audio system inside a compact but comfortable interior.

Up front are all the expected apps and amenities, with driver info on the 7-inch digital dash and infotainment displayed on a slim 10.25-inch colour display controlled by a command wheel on the console. The whole command wheel idea feels dated and more distracting than a touch screen but, thankfully, the HVAC controls are simple dials and buttons on the dash and, of course, other functions can be accessed through the steering wheel controls.

<img class="aligncenter size-full wp-image-177530" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/2023-MAZDA-CX-5-SIGNATURE-loading-scaled.jpg" alt="2023 Mazda CX-5 Signature" width="2560" height="1861" />

Our trek down the West Coast included a family visit and some shopping trips. Rear seating is doable with some seat adjustment compromise and the middle part of the 40/20/40 second row flops down, in our case to allow the pass-through of a long bird feeder pole, or to open up to cupholders, storage and USB ports.

The Signature’s power liftgate opens to an 871-litre cargo space that expands to 1,680 litres with the second row folded and includes side cubbies, tie downs, underfloor storage bins, second-row seat releases, a 12V outlet, lighting, and a tonneau cover.

Yes, the 2023 CX-5 rounds out as a pretty complete package, especially in fully-outfitted Signature form, and is still competitive in a busy market niche that includes the <a href="https://www.wheels.ca/reviews/2023-honda-cr-v-sport-review">Honda CR-V</a>, <a href="https://www.wheels.ca/reviews/2023-toyota-rav4-hybrid-woodland-review">Toyota RAV4</a>, VW Tiguan, Ford Escape/Bronco Sport, and even Mazda’s own, next-generation <a href="https://www.wheels.ca/reviews/2023-mazda-cx-50-gt-turbo">CX-50</a>.

<img class="aligncenter size-full wp-image-177522" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/2023-MAZDA-CX-5-SIGNATURE-rear-scaled.jpg" alt="2023 Mazda CX-5 Signature" width="2560" height="1920" />

Some have wondered if Mazda’s new CX-50 might be angling to replace the CX-5 but the CX-50’s slightly Subaru-ish, more off-roadish styling shows it positioned for a different market and, with the CX-5’s strong sales record, the two will probably co-exist for now.

New 2024 CX-5 models will appear soon, carrying over unchanged for the most part with an inflationary uptick in pricing (+$700 - $2,900, depending on model) and adding a uniquely coloured Suna model just beneath the Signature level.

And, looking further down the road, Mazda has affirmed that by 2030 all of their vehicles will be electrified in some way, with a new fleet including EVs, hybrids, mild hybrids and PHEVs.

But that’s all in the future. For the present, focusing on the mountain roads and the steering wheel in my hands, it was obvious that, like all Mazda vehicles, the CX-5 felt just a little more dialed-in than other SUVs, combining athletic prowess and near-lux appointments, tracking seamlessly through the esses and hairpin curves and putting a smile on my face with its driver-centric focus, ride and handling.

Yeah, we may not have found Bigfoot in the Cascades but it was plenty interesting enough to rediscover the 2023 Mazda CX-5.
<h3>2023 Mazda CX-5 Signature</h3>
BODY STYLE: four-door five-passenger compact SUV

DRIVE METHOD: 6-speed automatic, all-wheel drive

ENGINE: 2.5-litre Skyactiv-G T four-cylinder (227 hp, 310 lb-ft) (256 hp, 320 lb-ft with 93 octane)

FUEL ECONOMY: 10.8L/8.7L/100km (city/hwy). As tested 8.6L/100km (comb).

CARGO VOLUME: 871 litres, 1,680 litres behind front row.

TOW RATING: 907 kg (2,000 lb)

WEBSITE: mazda.ca

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2023 Mazda CX-5 Signature Review

Large-53602-HyundaiAutoCanadaannouncespricingforall-new2024Kona

Hyundai has been known for ages in this country as the purveyor of vehicles with a solid value play, these days with assists from its wingers “Styling” and “Power”. The Kona stepped into a void left by the Tucson when it got slightly larger a few years ago, providing an alternative for customers shopping in the Elantra price range.

For 2024, the Kona has been significantly revamped, appearing with an alarming new face reminiscent of Robocop’s helmet, at least to those of us with one foot still in the ‘80s. The base trim is still called the Essential on this side of the border, equipped with a 2.0L four-cylinder engine and front-wheel drive, priced at $25,999 before fees. An automatic transmission is the sole choice of gearbox – which really isn’t a gearbox at all since it is of the continuously variable sort. We digress. Horsepower figures remain the same.

The ’24 Kona grows a bit in size compared to its predecessor, stretching an extra 145 mm (5.7 inches) longer and 25 mm (1.0 inch) wider than before. Some of that bounty is said to be shuffled to the rear seat, where passengers in that perch should enjoy better legroom than last year. And, yes – we know it’s a Limited trim in these photos; overall footprint and appearance (and LED lighting signatures!) will be similar, so use yer imagination for now, mmkay?

Alert readers will have noted a price hike, and some of that increase is thanks to snazzy standard equipment which pops up even on the base Essential model. On board is a 12.3-inch touchscreen, one which incorporates a next-generation infotainment system that builds on the generally excellent software currently inhabiting today’s car. It appears we’re getting to the point in base model cars where it’s cheaper for some manufacturers to simply include the biggest infotainment screen on all trims instead of making a smaller one solely for The Cheap Seats. This phenomenon played itself out years ago on the likes of power windows and air conditioning, and we’re glad to see it migrate to infotainment. Thank you, economies of scale.

<img class="aligncenter size-full wp-image-177515" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/Large-53599-HyundaiAutoCanadaannouncespricingforall-new2024Kona.jpg" alt="2024 Hyundai Kona" width="1800" height="1200" />

Hyundai’s Smartsense safety features are also standard across the board, meaning active driving aids such as forward collision assist are part of the deal, as are 17-inch alloy wheels. Back to the infotainment system, we learn that wireless connectivity to Android Auto and Apple CarPlay tools are standard kit as well. It is rumoured that remote start is standard on all trims, though it is unclear if that is a dedicated feature or one provided through the BlueLink over-the-air service which is generally offered as a three-year trial before expiring.

What We'd Choose 

All-wheel drive will be a $2,000 option on the base Essential trim, meaning it still comes in about $500 cheaper than the Preferred trim with front-wheel drive. While full details will be shared closer to the ’24 Kona’s official launch later this year, we’ve learned the Preferred trim will likely gain adaptive cruise control and the brand’s too-cool digital key along with a few other creature comforts.

With that in mind, we’d rather spend an equivalent sum on a Preferred FWD than an Essential AWD – especially since every good Canadian driver budgets for a quality set of winter tires anyway, right? But anyone unconcerned by those few extra features would be smart to sample the Essential FWD and enjoy its healthy list of standard equipment whilst saving about $40 per month compared to the more expensive options.

Every week, wheels.ca selects a new vehicle and takes a good look at its entry-level trim. If we find it worthy of your consideration, we'll let you know. If not, we'll recommend one - or the required options - which earns a passing grade.

&nbsp;

Base Camp: 2024 Hyundai Kona

grandcherokee4xe (8 of 10)

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

The government says that a 2023 Jeep Grand Cherokee 4xe can drive 42 kilometers before you run out of battery and the gas engine needs to kick on. But that's on paved roads. We wanted to know how far the 4xe could go off-road before you needed to break the silence of nature and fire up the four-cylinder.

Jeep's 4xe system puts its electric motor in front of the transmission, and that gives it features other plug-ins don't have. Like low range gearing for rock crawling and even more multiplication of the electric motor's torque. Even before multiplication, the 4xe's electric motor makes 195 lb-ft of torque. Nearly as much as the original Grand Cherokee's iconic 4.0L six could manage. With the 2.0L gas engine running, the figure leaps to 470 lb-ft. Include the crawl ratio and you're suddenly dealing with more than 22,000 lb-ft of torque at the road's surface.

The first part of the test was to find out how far the Grand Cherokee 4xe could go on its 17.3 kWh lithium-ion battery. I set out on some rural back roads with a full charge and planned to drive until the engine turned itself on. In electric mode, the Jeep stays on EV power unless you fully floor the accelerator pedal for a second or two. That gives you extra power when you need it, but it also makes it easy to drive normally (and even briskly) and keep the gas engine off.

<img class="aligncenter size-full wp-image-177487" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/grandcherokee4xe-4-of-10-scaled.jpg" alt="Jeep grand cherokee 4xe" width="2560" height="1707" />

53 minutes and 41 seconds later, the Jeep Grand Cherokee's computer said "that's enough" and fired up the gas engine. I had driven 49.1 km, a useful distance beyond the 42 km official rating. That was with the air conditioning and ventilated seats running, not some extreme self-suffering mileage run.

After a few hours of charging (about two and a half on L2), it was time to head for some forest roads and rocky trails to test out the 4xe's off-road range.

I wasn't expecting anything close to the 49 km I managed on pavement. Off-road driving, especially when you're using 4x4 and not two-wheel drive or even Jeep's automatic 4x4 mode, uses more fuel. In an average gas pickup or SUV, I'd expect to get half the fuel economy I would on the road or worse. Numbers in the 20s or 30s for L/100 km are common.

<img class="aligncenter size-full wp-image-177493" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/grandcherokee4xe-10-of-10-scaled.jpg" alt="Jeep grand cherokee 4xe" width="2560" height="1707" />

To make things a real challenge for the Grand Cherokee 4xe, I didn't just use Rock mode, which forces the engagement of the front axle (Jeep normally disconnects it when not needed). I put the Grand Cherokee into 4Lo for the entirety of my drive and had the air suspension in either max-height Off Road 2 or Off Road 1 settings.

The trail I picked was a mix of off-road conditions. There were stretches of higher-speed driving and stretches where I was crawling at a snail's pace over rocks and other obstacles. There were steep hills in both directions, with the Jeep's on-board off-road dials showing me a steepest grade of 30 percent.

There was no hard-core rock crawling or terrain that required bouncing the Jeep over obstacles. This is a $90,000 Grand Cherokee, not a Wrangler Rubicon. It's aimed at a different audience, so I tried to off-road accordingly.

In electric mode, the 4xe couldn't crawl up those steep hills throttle-free like I would have expected in a 4Lo Wrangler Rubicon, but it was able to drive up them with very little pedal movement. The electric motor and off-road throttle response also gave me excellent control, avoiding tire spin in the loose sand and gravel I was climbing.

<img class="aligncenter size-full wp-image-177485" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/grandcherokee4xe-2-of-10-scaled.jpg" alt="Jeep grand cherokee 4xe off road" width="2560" height="1707" />

&nbsp;

The Grand Cherokee 4xe didn't deliver the near-silent off-road experience I was hoping for, but that's not Jeep's fault. Jeep's choice of pedestrian alert sound is particularly irritating, though it does stop as soon as you reach 30 km/h, but an audible noise is a legal requirement. It scares the birds, but that's better than hitting a pedestrian who can't hear you coming.

What the Jeep did deliver was 16.7 km of comfortable and smooth all-electric off-roading before the gas engine fired up. That's starting from a 95 percent charge, not 100, as it was the highest level the Jeep would maintain in e-save mode and the trailhead wasn't at the end of my driveway. Tack another km onto the figure if you want to be picky.

That might sound short, but it was two hours of driving plus the time I spent with the AC on while taking photos and basking in the peacefulness of the woods. It was enough distance to get to my favourite hidden swimming hole (and back). And as loads of rock crawlers know, it can be easy to spend an entire afternoon on the trail and only cover 5 klicks. It all depends on what you're doing with your off-roader.

<img class="aligncenter size-full wp-image-177488" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/grandcherokee4xe-5-of-10-scaled.jpg" alt="Jeep grand cherokee 4xe" width="2560" height="1707" />

Is 40 percent of the estimated electric range really ok for off-road driving? Thanks to a washed-out bridge I had to repeat the whole trip on gas power, where I saw an indicated 21.9 L/100 km or a bit more than double the fuel I was using on pavement in hybrid mode. So I'd call that a yes.

Of course, the point of a PHEV like the 4xe isn't to save your power for the trail, it's to use less fuel everyday. Thanks to that 45 km range figure I saw, the Grand Cherokee 4xe was able to do all of my week's driving on electric power. I used gas only when I chose to fully test the vehicle, and when this off-road excursion went further than expected. Which was exactly when I needed it.
<h3>2023 Jeep Grand Cherokee 4xe</h3>
BODY STYLE: 5 door, 5-passenger mid-size SUV

CONFIGURATION: Front-engine, four-wheel drive

ENGINES: 2.0-L turbocharged 4-cylinder + electric motor and 17kWh battery: Combined power: 375 hp; Torque: 470 lb-ft

TRANSMISSION: 8-speed automatic

CARGO CAPACITY: 1067-2005 litres

FUEL ECONOMY: 4.2 Le/100 km combined; gas-only: 10.0L/100 km

PRICE: $75,190 (base, including destination); $93,660 (as-tested. Overland trim, $81,995, Velvet Red Pearl $395, Luxury Tech Group IV $2,195, Advanced ProTechGroup III $3,295, Off-Road Group II $1,095, Black Roof, $995, Front Passenger Interactive Display $1,595)

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