IMG_8830

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

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

2024 Alfa Romeo Tonale First Drive

ux250 (1 of 19)

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.

Sometimes making one key change transforms a vehicle into something special. Other times, that one key change just highlights the other parts of the model that need changing. Adding the wonderful Lexus Interface infotainment system to the 2023 Lexus UX falls firmly into the latter camp.

Lexus changed more than just that one thing for the 2023 UX. It dropped the gas engine, for example. Now the 181 hp hybrid system and its 2.0L four-cylinder engine is the only model of the UX available. It's called the UX 250h and was such a substantial increase in power and fuel economy (with little change to price) that the UX 200 made little sense.

The luxury automaker also adds a new F-Sport trims to the UX for the first time. F-Sport trim models come with adaptive performance shocks, sports seats, paddle shifters, active sound control and a unique mesh grille on the entry grade, with a 12.3-inch screen with nav, adaptive lights, leather dash, front seat adjustment memory, and more on the F-Sport 2 grade. F-Sports even have a steering rack brace, an effort to help improve steering feel and response, because Lexus is convinced that sport is what its buyers want.

<img class="aligncenter size-full wp-image-176061" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/ux250-2-of-19-scaled.jpg" alt="2023 Lexus UX 250h" width="2560" height="1707" />

How convinced? The 2023 Lexus UX is more rigid than last year because the company added 20 new spot welds. A lot of time, effort, and probably cost for a change that average buyers might never even notice. We appreciate it, though, because a stiffer vehicle chassis is also one that is quieter and generally more comfortable.

My tester is not either of those F-Sports. This is the new one, the F-Sport Design trim, which gets fog lights, the F-Sport grille and side skirts, and 18-inch wheels. It doesn't have fancy shocks, but it does have ventilated front seats, which might be the smarter move in this category.

Lexus has also added some new safety systems for 2023. The Lexus Safety System 2.5+ gets an upgraded camera as well as tweaked radar that lets the pre-collision system better detect cyclists and pedestrians in low-light conditions. The exact conditions where you are most likely to have trouble spotting them yourself.

<img class="aligncenter size-full wp-image-176075" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/ux250-16-of-19-scaled.jpg" alt="2023 Lexus UX 250h" width="2560" height="1707" />

The lane recognition function has been tweaked as well. The system is meant to keep you centred in your lane and now it has a smoother operation. But it still wasn’t smooth enough for me to keep it on.

Lastly, the radar cruise control has a new curve speed control function that slows it down based on the upcoming corner. I'm going to get back to this new feature later, but I'll warn you I don't have many nice things to say.

First, back to that one key change. Lexus swore by its touchpad-based infotainment system, while reviewers swore at it. The system is gone, replaced in nearly all Lexus models by a new touch-based system.

The UX is one of the last to get the new system, but it's still extremely fresh. It rolled out from launch to nearly every model in less than two years.

More than new, the system is good. Clear and crisp graphics and plenty of processing power to make sure it is responsive.

<img class="aligncenter size-full wp-image-176074" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/ux250-15-of-19-scaled.jpg" alt="2023 Lexus UX 250h" width="2560" height="1707" />

The system has natural voice response commands, and they'll make most of the changes you want to make. If the system can't make the change, it will usually at least deposit you in the right menu.

There's Google cloud-based points of interest data, live traffic, and live agent destination assistance. I can't say enough good things about this system.

Remember how I said that can just bring attention to the rest of the vehicle's issues? In the 2023 UX that starts immediately beside the big new screen.

The Lexus UX has a mostly digital dash (it's fully digital on the top trims). The text and graphics match those of the old infotainment interface. They do not match the new one. So the two sets of screens are very clearly mismatched. It's a shocking lack of attention to detail. Was it overlooked, or a cost-cutting measure? Either way, it is not what we expect from luxury vehicle.

<img class="aligncenter size-full wp-image-176071" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/ux250-12-of-19-scaled.jpg" alt="2023 Lexus UX 250h" width="2560" height="1707" />

Inside the UX is cramped. This is a small cabin, and that's not just because of my well-known large size. A lack of head, knee, and shoulder room will have even smaller passengers wishing for more space. Yes, this is a subcompact crossover, but there are others that don't have tiny cabins.

Trunk space is at a premium, too. Competitors in the segment have 50 percent greater (or even more) space behind the rear seats than the 487 L Lexus offers. Yes, there is a bit more available below the removable floor, but it isn't much. A high load floor and narrow opening make it tough to make the best of the room you do get.

<img class="aligncenter size-full wp-image-176067" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/ux250-8-of-19-scaled.jpg" alt="2023 Lexus UX 250h" width="2560" height="1707" />
So back to how it drives.

While the UX's driveline makes 181 hp, the little crossover never feels as quick as that would suggest. In my experience, that's common to hybrids, especially models with an eCVT like this one. The same transmission effect means loads of drone when you're hard into the throttle, and that increases cabin noise.

Toyota (the parent of Lexus) has largely remedied this in its latest hybrid system, which debuted in the 2023 Prius. But this model is still on the older system.

Ride and handling are distinctly just to the wrong side of average. The UX 250h is comfortable enough to not be noteworthy, but not enough to coddle. Its handling is predictable enough to ignore, but not enough to inspire confidence. Were it not for the cramped cabin and the noise levels, it would be a completely unremarkable experience.

While that sounds like a criticism, a largely unremarkable experience is likely exactly what the brand's buyers are looking for. A model that gets you from A to B with zero trouble for 10 years.

In the case of Lexus, they want that with some more premium finishes and that L badge on the grille. This one has the L on the grille, but the new screen highlights finishes that aren't quite up to segment standards.

<img class="aligncenter size-full wp-image-176066" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/ux250-7-of-19-scaled.jpg" alt="2023 Lexus UX 250h" width="2560" height="1707" />

Forget about BMW, Acura, Cadillac, and Lincoln, the UX has trouble keeping up with Buick and even Mazda. The fit and finish offered in a <a href="https://www.wheels.ca/vehicle-reviews/review-2022-mazda-cx-30-turbo">Mazda CX-30 GT</a> tops this UX, and it's many thousands of dollars less. On the other hand, it's unlikely that a Mazda dealer will touch the level of service offered by a Lexus showroom and its legendary customer experience. There's more to a brand than just its vehicles.

I said I would circle back to the curve speed control function, and here it is. The idea sounds great; if the Lexus system detects you're coming in hot to a sharp corner, the adaptive cruise control slows down ahead of time.

In practice, that's not how it worked. Instead, on divided highways, the system would decide that the speed limit was at least 20 km/h too quick for the bend in the road. In response, it would slam on the brakes.

The kicker was that not only was the braking action abrupt and severe, but it was also nearly always too late. On the majority of occasions, the UX would slow down only after the apex of the corner. The vehicle had already navigated the sharpest part of the bend before deciding to slow down. The feature was irritating, but also completely unhelpful.

I was not happy, my passengers were not happy, and the vehicles behind me were absolutely not happy. They let me know, expressing their displeasure with an extended finger or a horn. Lexus is normally at the forefront of adding driver assists, but this one needs some work.

<img class="aligncenter size-full wp-image-176064" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/ux250-5-of-19-scaled.jpg" alt="2023 Lexus UX 250h" width="2560" height="1707" />

My sentiments about the UX 250h can be summed up by its fuel economy; looks good on paper, but the experience didn't quite measure up. The official rating is 5.7 L/100 km city, 6.2 highway. My mixed driving returned an indicated 7.8. I'm used to beating the official figures, not falling well below them.

The 2023 Lexus UX 250h will no doubt appeal to buyers who want the easy ownership experience and excellent customer service they've come to expect from the brand. It looks good from the outside, and it has that wonderful new screen. But it is cramped, noisy, and just not good enough in such a competitive arena.

This UX is trading on the equity of its badge, and Lexus can do better. Whether it has to in order to keep bringing in buyers is another issue altogether.
<h3>2023 Lexus UX 250h</h3>
BODY STYLE: Five-door subcompact luxury CUV

DRIVE METHOD: front-engine, all-wheel drive
ENGINE: 2.0-litre I4, hybrid, 181 hp

FUEL ECONOMY CITY/HIGHWAY/COMBINED: 5.7/6.2/6.0 L/100 km

TRANSMISSION: eCVT

MIN. CARGO CAPACITY: 487 L

TOWING CAPACITY: N/A

Base MSRP: $41,500

As tested MSRP: $43,800

2023 Lexus UX 250h Review

Crosstrek front 18

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

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

2024 Subaru Crosstrek First Drive Review

IMG_6615

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

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

2023 GMC Canyon First Drive Review

DSC04317

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)

A pickup truck isn’t just a pickup truck anymore. They’ve evolved to do everything any other vehicle can do. And that’s why you don’t just find them at job sites but also filling up the parking lot at your local Costco.

Pickups are a far cry from the utilitarian beasts of yore they once were and can be outfitted with luxuries unheard of in the “good ol’ days”. In fact, if your truck doesn’t have an interior or tech that makes a Range Rover blush, it’s not good enough, anymore.

When GMC redesigned the Sierra, their first go at an interior wasn’t as well received as the one Ram had just installed in their own truck and so they were forced to go back to the drawing board. What they came up with was basically a brand new interior, that’s so different, it’s like it skipped an entire generation. Climbing in, it’s hard not to be impressed. The sheer square footage inside one of these behemoths makes it feel like you’ve just entered a cathedral.

<img class="aligncenter size-full wp-image-175976" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/DSC04316.jpg" alt="GMC Sierra AT4X" width="2048" height="1365" />

All new Sierras get the new interior in varying levels of optional extras but the Sierra I was driving—the off-road-ready AT4X—had nearly all the goodies checked off.

And that’s another trend that’s rapidly growing. Off-roading. Nearly everyone is offering off-road packages that outfit regular crossovers and pickups with long travel suspensions and chunky tires. AT4 represents GMC's off-road branding and adding an X to it takes everything a step further.

The biggest and most noticeable change is the Multimatic DSSV dampers paired with longer travel springs. The Multimatic dampers use spool valve technology and were originally developed for racing but they’ve been designed here to work on a pickup. On the highway, you get a comfortable and stable ride as the dampers smooth out even the biggest impacts but they work just as well and smoothly off-road allowing lots of wheel travel. The AT4X gets a 2-speed transfer case, 18-inch wheels with Goodyear Wrangler Dura Trac Mud tires, and front and rear e-locking differentials for those technical off-road sections, which no one else in the class offers.

<img class="aligncenter size-full wp-image-175970" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/DSC04322.jpg" alt="GMC Sierra AT4X" width="2048" height="1365" />

The Multimatic dampers can be felt working right away. I covered nearly 2000 km in a couple of days and I had to remind myself I was in a big body-on-frame truck. Most body-on-frame pickups shimmy when driving over uneven surfaces or railroad tracks and generally don’t ride very well on rough broken roads, but the AT4X was composed at all times. There was no excessive bobbing or bucking and even in the corners, body roll was impeccably controlled for a big rig like this.

The 6.2-L V8 makes 420 hp and 460 lb-ft of torque and is mated to a 10-speed automatic. It's the only choice here but it's a good one. It’s not a Raptor or Ram TRX in terms of brute force but the big 6.2 is torquey and sonorous and it still offers more than enough power when needed. Towing is rated at a respectable 5488 kg (12,099 lbs).

On the open highway, the Sierra AT4X was smooth, civilized, and stable but was just as confidence-inspiring on the snow-covered trails found throughout Northern Ontario.

<img class="aligncenter size-full wp-image-175966" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/DSC04331.jpg" alt="GMC Sierra AT4X" width="2048" height="1365" />

Off-road and Terrain modes make it easy to configure the AT4X for duty when the paved roads end. There’s even a 1-pedal mode that allows you to crawl over the really technical sections on an off-road course.

From the driver’s seat, the AT4X feels just as capable as the mega off-roaders like the <a href="https://www.wheels.ca/vehicle-reviews/first-drive-2021-ram-1500-trx">Ram TRX</a> and <a href="https://www.wheels.ca/reviews/2023-ford-f-150-raptor-r-review">Raptor</a> but is more approachable and practical than either of those. With mostly highway driving during my time with the AT4X, I scored just under 14L/100km, a good figure considering its chunky mud tires and how this truck is set up.

The eminently useful Mutlipro tailgate is standard here too but so is almost everything else. The new dashboard with its large colourful centre screen and array of buttons angled towards the driver is ergonomic, well laid out, and feels richer than it should in a pickup but now also makes much more sense when associated with its six-figure price tag. It’s also cavernous inside with storage spaces and cubbies to stash anything you bring along.

<img class="aligncenter size-full wp-image-175964" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/DSC04334.jpg" alt="GMC Sierra AT4X" width="2048" height="1365" />

All this tech doesn’t come cheap but the AT4X feels just as capable as a Raptor but undercuts it in price. It’s not as powerful but the 6.2L V8 sounds better and has more character than Ford’s turbocharged V6.

The GMC Sierra AT4X is an impressive bit of kit, inside and out. The Multimatic dampers are near magic in their ability to balance on-road comfort and handling, with off-road capability. It truly is a truck that does it all.
<h3>2023 GMC Sierra AT4X </h3>
BODY STYLE: 4-door,  5 passenger full-size pickup

CONFIGURATION: -Front-engine, four-wheel drive

ENGINE:  6.2-L V8; Power: 420 hp @ 5600 rpm; Torque: 460 lb-ft @ 4100 rpm

TRANSMISSION: 10-speed automatic

TOWING CAPACITY: 5488 kg; Payload: 880 kg

FUEL ECONOMY : (Regular-grade Gasoline in L/100 km): 16.7 city; 14.0 highway 

PRICE: $ 98,703 (base MSRP not inclusive of fees, freight and taxes)

 Website: <a href="https://www.gmccanada.ca/en">GMC Canada</a>

&nbsp;

2023 GMC Sierra 1500 AT4X Review

2023 Nissan Pathfinder Rock Creek_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.

When it comes to original SUVs, there are few that are more OG than the Nissan Pathfinder.

First introduced way back in 1986, the Pathfinder is not only Nissan’s first SUV, but it’s one of the oldest utilities in continuous production on the market today.

And while it’s come a long way since its body-on-frame, built on the Hardbody compact pick-up platform of its rough and ready heyday, the Pathfinder exhibits many of the same characteristics as its 1980s forebears. In fact, Rock Creek, which is a new Pathfinder grade for 2023, bears a strong resemblance to its ancestors. More on that shortly. First a primer on the Pathfinder as it exists in 2023.

The current fifth-generation R53 model was all-new in 2021 and is built on Nissan’s D platform which is shared with its corporate cousin, the Infiniti QX60. Both vehicles are built at the company’s sprawling assembly plant in Smyrna, Tennessee.

<img class="aligncenter size-full wp-image-175951" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/2023-Nissan-Pathfinder-Rock-Creek_engine-compartment-scaled.jpg" alt="2023 Nissan Pathfinder" width="2560" height="1440" />

All Pathfinders are powered by Nissan’s 3.5-litre double-overhead cam V6 that produces 284 horsepower and 259 lb-ft. of torque, which is paired with a nine-speed automatic transmission and standard four-wheel drive (4WD). Six grades are available for Canada: S, SV, Rock Creek, SL, SL Premium, and Platinum.

Now if you figured that Rock Creek is Nissan code for off-road, you’re right on the money. While it’s not in Jeep or Toyota TRD rock-crawling territory, the Pathfinder Rock Creek is more suited to the rough stuff than other SUVs designed primarily for pavement duty.

Standard kit for the Pathfinder Rock Creek includes an off-road tuned suspension with a 16 mm (5/8- inch) lift, 18-inch beadlock-style wheels wrapped in 265/60R18 all-terrain tires, a tubular roof rack with 100 kg (220-pound) load capacity, and Intelligent Around View Monitor with Off-Road mode.

<img class="aligncenter size-full wp-image-175953" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/2023-Nissan-Pathfinder-Rock-Creek_front-fender-wheel-scaled.jpg" alt="2023 Nissan Pathfinder" width="2560" height="1440" />

Cosmetic additions include model-specific front fascia with dark V-motion grille and mesh insert, Rock Creek badging, leatherette and fabric seats with Rock Creek embroidery, and orange contrast stitching (seats, steering wheel, instrument panel, and door panels).

Other standard equipment with the Pathfinder Rock Creek includes LED headlights and taillights, heated front seats, heated leather steering wheel, heated outside mirrors, 10-way power driver’s seat, ProPILOT Assist, 8-inch multimedia display, wired Apple CarPlay / Android Auto and more.

Of note, the tester Nissan Canada loaned me for this review comes with no optional equipment apart from a $300 paint charge for its Baja Storm exterior finish.

From an appearance perspective, the off-road kit the Pathfinder Rock Creek is outfitted with exudes a ruggedly handsome, yet capable vibe. When I first drove the fifth-gen<a href="https://www.wheels.ca/vehicle-reviews/first-drive-2022-nissan-pathfinder"> Pathfinder</a> in 2021 I thought that its boxier, more upright proportions and 1980s call-backs (three-slot grille, blister fenders, diagonal C-pillar) were a welcome departure from its rather anonymous predecessor, and that feeling grew as I spent time in the Rock Creek.

<img class="aligncenter size-full wp-image-175950" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/2023-Nissan-Pathfinder-Rock-Creek_dashboard-centre-console-scaled.jpg" alt="2023 Nissan Pathfinder" width="2560" height="1440" />

This Pathfinder looks like it really wants to get away, preferably to a place where there aren’t any paved roads. While it is also available in Obsidian Green Pearl ($300), Glacier White and two-tone Baja Storm/Super Black Metallic ($950), I think Baja Storm suits the Rock Creek aesthetic best.

On the inside, the Rock Creek’s spacious cabin is well-equipped with an attractive and straightforward layout that puts everything within easy reach of both driver and passengers. Its finishes, including leatherette seating trim, are nice to look at and pleasing to interact with, as are the other plastics and soft-touch surfaces that line my tester’s console, dashboard, and door trims. Much like its exterior design, I was impressed with the design and functionality of the Pathfinder’s cabin when I first encountered it, and my feelings haven’t changed. It’s one of the best in its segment, in my view.

As for content, because it lands exactly in the middle of the Pathfinder range, the Rock Creek is well stocked, but it isn’t loaded, per se. If one is in search of items such as leather seating, heated second-row seats, a wireless charge pad and wireless Apple CarPlay or Android Auto, they’re not available on the Rock Creek.

<img class="aligncenter size-full wp-image-175956" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/2023-Nissan-Pathfinder-Rock-Creek_rear-3-4-profile-scaled.jpg" alt="2023 Nissan Pathfinder" width="2560" height="1440" />

However, all of these, except for wireless Apple CarPlay and Android Auto, can be had on Pathfinder grades above Rock Creek.

Space, comfort, and utility are strong suits for the Pathfinder generally, and they remain so with Rock Creek. With a 6,000-pound towing capacity and up to 2,280 litres of cargo space with second and third row seats folded flat, plus seating for up to eight, Rock Creek offers just as much practicality as other Pathfinder grades. Third-row seating remains tight for adults, but getting back there is relatively easy.

On the road, the Pathfinder Rock Creek delivers robust performance that can be enhanced when its 3.5-litre V6 is running on premium fuel. On 91 octane, the V6 produces 295 hp and 270 lb-ft., an increase of 11 hp and 11 lb-ft., respectively.

Even without splurging for pricier gas, the V6 delivers strong acceleration and hauls the 2,089 kg (4,605-pound) Rock Creek with plenty of zip, at least as far as a three-row, eight-passenger SUV is concerned. Handling in everyday driving situations feels responsive with direct steering and a stiff body structure that rides quietly and doesn’t become floaty or willowy over rougher tarmac.

One aspect that I really love, as I noted in 2021, is Nissan’s decision to ditch the CVT from the outgoing Pathfinder and replace it with a traditional automatic transmission. The nine-speed gearbox used in the current Pathfinder delivers quicker acceleration, more precise shifts, better fuel efficiency, and is much easier to modulate with the accelerator pedal than the whiney, rubber-banding CVT of old. Once again, I commend Nissan for doing the right thing for Pathfinder customers.

A few caveats before wrapping up here. First, a lack of time, unfortunately, prevented me from testing the Rock Creek off-road, and two, because I drove it in mid-winter, my tester wasn’t equipped with all-terrain tires which diminished my interest in taking it off-road.

<img class="aligncenter size-full wp-image-175959" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_E0518-scaled.jpg" alt="2023 Nissan Pathfinder" width="2560" height="1440" />

The next time I drive one, however, I’ll be sure to pick a warmer spot in the calendar for some off-roading fun. With that said, my test coincided with some snow-covered roads, which the Rock Creek’s 4WD, snow mode setting, and Michelin winter tires handled with ease.

My notes reveal few complaints. Do I wish the Rock Creek came with wireless CarPlay and a wireless smartphone charger? Yes, and ventilated seats would be nice to have also, but the absence of these items are not deal-breakers, and they’re not the focus of Rock Creek, besides. Off-roading is the appeal here, not modern automotive conveniences.

Overall, I think the Pathfinder Rock Creek should find a lot of favour with shoppers in the mid-size SUV segment, who may not be off-road enthusiasts, but perhaps own a cottage, or tow a trailer or a boat, and are looking for a vehicle that can handle moderate dirt roads and trails.

The Pathfinder may be approaching 40, but with the addition of Rock Creek, the rugged, go (almost) anywhere attitude of its youth is very much alive.
<h3>2023 Nissan Pathfinder Rock Creek</h3>
BODY STYLE: mid-size SUV
DRIVE METHOD: Front-engine, four-wheel drive, 9-speed automatic
ENGINE: 3.5-litre V6 (284 hp / 259 lb-ft.; 295 hp / 270 lb-ft. w/ premium fuel)
FUEL ECONOMY: (Regular 87) 11.9 / 10.0 / 11.1 L / 100 km (city/highway / combined)
CARGO VOLUME: 2,280 / 1,274 / 470 litres (80.5 / 45 / 16.6 cu ft.) (behind first/second/row third row)
MAXIMUM TOWING: 6,000 pounds (2,722 kg)
PRICE: $51,998 / $54,218 base /as tested, incl. freight, excl. taxes
WEBSITE: <a href="http://www.nissan.ca">www.nissan.ca</a>

2023 Nissan Pathfinder Rock Creek Review

IMG_9514

The 2023 Genesis G90 is the latest evolution of the brand’s flagship and the latest take on the original Hyundai Genesis sedan, a car that serves as the literal genesis of Hyundai’s luxury brand.

Put simply, it’s an absolute stunner. It has a presence that many try to achieve, but few do and just looking at it is a testament to how far the car – and the brand – has come. I mean, when a dyed-in-the-wool car guy (and movie lover) like myself can’t identify your car throughout the massive chase in the DiCaprio/Nolan film Inception, you may have a bit of an identity problem.

<img class="aligncenter size-full wp-image-175932" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_9512.jpg" alt="2023 Genesis G90" width="2000" height="1333" />

Well, the ’23 Genesis G90 has the tools to dispel that notion. The spidery 21-inch rims, the dual headlights, and matching side grilles, the massive front grille and the almost Kamm-back tail are all perfectly proportioned. Not to mention that at over 17 feet long and stretching six feet wide, the footprint alone is enough to stop you in your tracks. I was surprised, however, that upon closer inspection it appeared the taillight lens didn’t fully align with the light bar on the trunk lid. A strange oversight for an otherwise very well-designed car.

<img class="aligncenter size-full wp-image-175940" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_9541.jpg" alt="2023 Genesis G90" width="2000" height="1334" />

Stepping inside reveals that quality is far more than skin deep; the materials used are absolutely exquisite. The metallicized buttons on the dash, on the trim around the gear select dial (which gets a real glass insert) and the leather gracing most every surface you can imagine make for a first-class cabin. The interior lighting did well to match the bright lights of Ocean Drive during the car’s launch in Miami, FL last year and the dual digital displays for your gauges and infotainment are hi-def sharp.

Speaking of “hi-def” sharp; the G90 comes in only one trim in Canada – Prestige – and there aren’t any upgrade packages. Heck, there aren’t even any accessories to add past rear seat coat hangars, a special air filter for the cabin and a few other bits and bobs. That means all the good stuff comes as standard: spectacular 23-speaker Bang and Olufsen audio that didn’t suffer from the volume issues I often encounter when driving Hyundais and Kias; heads-up display; 8” armrest rear touch display; massaging front seats; rear/side window sunshades; every electronic driver aid you can imagine and a heck of a lot more.

<img class="aligncenter size-full wp-image-175927" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_1664.jpg" alt="2023 Genesis G90" width="2000" height="1333" />

The rear seat reclines and has a footrest and there’s a chauffeur drive mode to prevent the driver – or should we say “your driver” – from being overly generous with throttle. Forget imagining a first-class cabin; this puts many of those to shame. Chauffeur mode also adjusts steering inputs and reduces the effects of the rear-wheel steering, which rear seat passengers can find a little off-putting—proof positive that Genesis understands that you can drape all the fine cowhide you want throughout a cabin, but it’s all for naught if you don’t back it up with the dynamics and ride quality to match. Oh, and said rear passengers can open the massive doors – remember; this car is seventeen feet long – with the press of a button. Which is nice. There are no massaging seats in the back, however, which is somewhat disappointing.

The front doors open the same way, and they won’t go all the way if they sense there’s something blocking their path. They do take some getting used to, however, especially when it comes to closing them on your way out. You can press the button to do so, but make sure you jump quickly out of the way before the door clips you with the pointy corner of its window. You can of course close them the traditional way by, you know, pushing the door closed, but since they’ve been engineered to “help” you along during the arduous task of using your muscles, those motors override your ability to simply thrust them shut as you depart. In the end, I preferred the “new” way of just hitting that button and performing an Elaine Benes dance move to get out of the way.

<img class="aligncenter size-full wp-image-175928" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_9499.jpg" alt="2023 Genesis G90" width="2000" height="1333" />

The last bugaboos I have with the G90’s interior surround the tech; there is no wireless Apple CarPlay or Android Auto (even though wireless charging comes as standard), nor is there a digital rear-view mirror. Of course, while wireless smartphone mirroring apps are becoming more and more mainstream today – making their absence here that much more surprising – digital rear-view mirrors still occupy some pretty rare air. Having said that: this seems the perfect application for this car, especially if chauffeur driven because it provides a better view out and more privacy. For the majority that aren’t going to have a chauffeur, it’s just nice to be able to look back there and have nothing obstruct your vision, a de-stressor that fits well with the rest of the G90 motif.

Of course, in addition to all those interior niceties, you need the power and handling, too. While the older model’s V8 is gone, the twin-turbo V6 that now sits underhood makes a hearty 409 horsepower and 405 pound-feet of torque and gets an added boost with an electric supercharger for a better launch as well as less of a power interruption when shifting gears. The eight-speed automatic with paddle shifters, meanwhile jives well with the motor which has it feeling even faster than the numbers suggest, but with the smoothness required to match the chassis dynamics.

<img class="aligncenter size-full wp-image-175936" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_9524.jpg" alt="2023 Genesis G90" width="2000" height="1333" />

Ahh, the chassis dynamics. These are number one with a bullet in my book when it comes to the G90’s drive experience. It starts with the ride, which is perfectly enhanced and balanced by the standard fitment of a four-corner multi-chambered air suspension. Bumps both small and big, singular or repetitive are swallowed up by the Genesis G90, with only the XL rolling stock causing a few jitters here and there. Otherwise, it’s just a serene, comfortable, predictable drive – that, in no false terms, rides on air. It’s right up there with the best in the full-size luxury sedan and SUV segments.

Then, when it comes time to start threading the corners, the G90 feels a little like it shrinks around you thanks to a direct steering rack and of course, the aforementioned rear-wheel steering. What that does is rotate the rear wheels in the opposite direction of the fronts as you slither slowly through town and into parking spots and then in the same direction as the fronts when changing lanes at highway speeds. That last aspect is fine, but it’s more the low-speed benefits it provides because this is a car that will spend 95 per cent of its time in the city.

And it feels absolutely, 100 per cent luxuriously tailor-made to do just that.
<h3>2023 Genesis G90</h3>
BODY STYLE: four-door full-size sedan

DRIVE METHOD: front-engine, all-wheel drive
ENGINE: 3.6-litre twin-turbo V6 with electric supercharger, 409 hp, 405 lb-ft of torque

FUEL ECONOMY CITY/HIGHWAY/COMBINED: 13.6/9.6/11.8 L/100 KM
TRANSMISSION: Eight-speed automatic

CARGO CAPACITY: 445 L

TOWING CAPACITY: 454 kg (1,000 lbs.)

Base MSRP: $115,000

WEBSITE:  <a href="https://www.genesis.com/ca/en/models/luxury-sedan-genesis/g90/highlights.html">Genesis G90</a>

&nbsp;

2023 Genesis G90 Review

2024 Buick Encore GX_front 3-4 profile

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

2024 Buick Encore GX First Drive Review

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EV tech really shows off its advantages when applied to the ultra-luxury class of sedans and SUVs. Rolls Royce, a marque that only makes cars for the one-per cent recently announced that all their vehicles would be electric after 2030, which makes complete sense. The new 7 Series arguably one of the finest executive limos out there also has a new battery electric version called the BMW i7 and it goes head to head with Mercedes’ latest EV flagship, <a href="https://www.wheels.ca/vehicle-reviews/first-drive-2022-mercedes-amg-eqs-4matic">the EQS</a>.

In this upper echelon of vehicles, cabins are not merely places to sit and drive, they are rolling sanctuaries where quietness and isolation are key factors. The large engines traditionally mounted in the front of these heavy cars have always provided engineers with the challenge of making their noise, vibration, and harshness disappear, and that’s no easy feat.

With electric motors, this isn’t necessary. There is no noise, no harshness, and no need to balance champagne glasses on the hood to demonstrate smoothness (<a href="https://www.youtube.com/watch?v=32w76TaRaRY">sorry, Lexus</a>). EV motors are silent, powerful, and efficient, the perfect recipe for a luxury vehicle.

<img class="aligncenter size-full wp-image-175884" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/DSC04423.jpg" alt="2023 BMW i7 xDrive60" width="2048" height="1365" />

The i7 xDrive60 has two electric motors, one on each axle, and combined they make 536 hp and 549 lb-ft of instantly available torque driving all four wheels. Feeding those motors is a large 101.7 kWh (usable) battery that lives under the floor. A heat pump is standard and makes heating or cooling the cabin of the i7 much more efficient. Total range is 498 km but that’s dependent on a variety of factors including weather, and driving style.

With a maximum charging speed of 195 kW, BMW says that you can top up your i7 at a rate of up to 128 km every 10 minutes when connected to a capable DC fast charger. Level 2 or AC charging maxes out at a respectable 11 kW. While it would be nice to have seen something remotely close to those charging speeds, the Electrify Canada station I tried, supposedly rated at 150 kW, only put out about 45 kW and it still charged me by the minute.

<img class="aligncenter size-full wp-image-175887" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/DSC04451.jpg" alt="2023 BMW i7 xDrive60" width="2048" height="1365" />

Frustrating charging experience aside, which was not the fault of the car, the BMW i7 is everything you expect from a 7 Series. You can also get the 7 series as a 760i xDrive with a 4.4-L twin-turbocharged V8 that also makes 536 hp and while it’s a great engine the electric motors offer a better experience and in this class, it’s the experience that counts.

It starts with getting in because this i7 has power-operated doors, a $2000 option, and worth every penny. Pull on the fixed door handle and the door pops open, move out of its way and it will continue to swing open fully. Ultrasonic sensors will stop the door from contacting other cars, pedestrians, and cyclists. Inside there are touch buttons to open and close the doors and you can even control them from the infotainment screen.

<img class="aligncenter size-full wp-image-175874" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/DSC04438.jpg" alt="2023 BMW i7 xDrive60" width="2048" height="1365" />

<img class="aligncenter size-full wp-image-175877" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/DSC04432.jpg" alt="2023 BMW i7 xDrive60" width="2048" height="1365" />

Once seated a large curved display houses screens for the driver and centre console but the most striking aspect is what BMW calls the interaction bar. It’s a backlit clear strip with a polygon design that runs the length of the dashboard and changes colours depending on the drive mode you're in. There are capacitive touch controls built in for the defroster and defogger and to open the glove box. Most everything else is controlled through the infotainment system, including the climate control but iDrive remains one of the best systems in the business, not only because of its cutting-edge graphics and snappy responses but because it still uses a rotary controller which makes interacting with the screen easier on the move.

There are more screens in the i7. Rear passengers each get one embedded in their door armrests. These 5.5-inch screens control the sunshades, entertainment, and the climate control of which four distinct zones are available. But the real party trick and a 7 Series has always been about party tricks, is the Theatre Screen, a $4900 option. For that not-insignificant sum of money, you get a 31.2-inch 8K screen that drops down from the roof at the touch of a button and is controlled by either those rear passenger screens or the main infotainment screen.

<img class="aligncenter size-full wp-image-175871" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/DSC04443.jpg" alt="2023 BMW i7" width="2048" height="1365" />

It’s got Amazon Fire TV built-in and that means you can stream video from Netflix, Prime, or your most of your favourite services. You can even play games, stream music, or connect your Playstation to it. And since the i7 is fully electric you can charge the car while catching up on the latest episode of “Beef”.

The i7 I was driving also had the Rear Comfort Package ($4700) and the Executive Lounge Package ($2800), which adds a reclining rear seat and leg rest behind the front passenger. When you lower the Theatre screen all the sunshades also extend and with the brilliant 36-speaker, 1965-watt Bower and Wilkins Diamond Surround system ($5900), you get the full IMAX experience in a car. Not only did I watch TV while charging, but I also did it with my legs stretched out while getting a massage. It was the best charging experience I’ve had so far.

One problem with the Theatre screen that’s hard to overlook is that it completely blocks the driver’s rear view when extended, and there’s no option for a digital rearview mirror which would render that issue moot, a bit of a miss there.

Seats are epic. Big, coddling, and supportive with a built-in massage function and buttery Merino leather upholstery. They make long drives feel shorter. A 7 Series has always been a quiet and serene car to drive, but the i7 is in another league. Once the door is powered closed, because you couldn’t be bothered to close it yourself, the outside world is effectively muted and you can enjoy a relaxing escape wafting along riding on a cumulus cloud.

Cramming all this technology into a car means the i7 is monstrously big and heavy, but the electric motors make it feel weightless. And with active 4-wheel steering and active roll stabilization it still manages to balance the athleticism a 7 Series has always been known for with a magic carpet ride courtesy of the standard air suspension and adaptive dampers. BMW even puts the more powerful of the two EV motors on the rear axle giving this i7 a playful rear-wheel drive feel.

<img class="aligncenter size-full wp-image-175880" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/DSC04428.jpg" alt="2023 BMW i7 xDrive60" width="2048" height="1365" />

My last experience in a 7 Series was in the last-generation M760Li, which was powered by a 600hp V12. I missed that car and its 12 sonorous cylinders when I had to return the keys to BMW but this i7 felt even better. There’s just something so cool about being able to accelerate so quickly and so smoothly in complete silence. I might not want that in a sports car but in a luxury sedan like this, it feels perfect.

The i7 is less a car and more a full-fledged luxury experience on wheels, though with its powerful motors and sharp handling it’s also a lot of fun to drive. And if you can get over the looks, mainly the front, which is kinda hard to love, the new i7 is everything a 7 Series is supposed to be and then some.
<h3>2023 BMW i7 xDrive60</h3>
BODY STYLE: 5-door, 5-passenger full-size sedan

CONFIGURATION: Dual motor, all-wheel drive battery electric vehicle (BEV)

MOTOR: Dual current-excited electric motors, Combined Power: 536 hp; Torque: 549 lb-ft

TRANSMISSION: Single-speed direct drive

EV RANGE: estimated 496 km (21-inch wheels) from a 101.7 kWh (usable) battery

EFFICIENCY: (Le/100km); city: 2.8 ; highway: 2.6; combined: 2.7

CARGO CAPACITY: 501 litres

PRICE: $147,000 (MSRP); $194,200 (as-tested not including freight and fees)

WEBSITE: <a href="https://www.bmw.ca/en/home.html">BMW Canada</a>

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2023 BMW i7 xDrive60 Review

2023 Kia Niro ev main header

The Kia Niro has always had a bit of a strange spot in the line-up, hasn’t it? After all, here’s a vehicle with definite small or compact-crossover vibes, but with a body shape that was somehow reminiscent of the Kia Rondo people mover. Styling-wise, it had its moments but there wasn’t a huge variety of eye-catching details to really write home about. Sure; there was the tiger nose grille and some headlights that bore an obvious resemblance to the items on the Sportage crossover but you probably wouldn’t select the old Niro in a “which car defines our look?” query over at Kia. It has to be said that its main claim to fame was the variety of powertrain types, a list that included a fully-electrified (BEV) model. That’s great, but then the Niro’s <a href="https://www.wheels.ca/news/2024-hyundai-kona-and-kona-electric-debut-in-new-york">Hyundai Kona</a> cousin came along, eventually got a BEV variant of its own AND had a very unique look, helping it gain a massive following.

Well, Kia has set out to change that in a big way with the all-new 2023 model and by the looks of things, they are no longer content to let their cousins from ‘round the way steal all the spotlight in the BEV crossover game.

As it often is in the world of passenger cars, the new Niro’s massive headlights and vertical taillights are the defining factors that have it looking like nothing else, not even other Kias.

<img class="aligncenter size-full wp-image-175801" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/IMG_7470.jpg" alt="2023 Kia Niro EV" width="2000" height="1333" />

Oh, except one thing, and it actually has nothing to do with any other Kias, but something from a different automaker entirely. Those contrast-colour side blades you see aft of the rear doors? You can’t look at those and tell me you don’t see a Smart ForTwo – or if you really want, the ForTwo’s not-for-North-America ForFour sibling. I actually don’t mind the look, but it seems Kia is a little self-conscious of it because you can only get the two-tone look on one trim – the Limited seen here -- and only with a single base colour choice: Snow White Pearl. Personally, I’d like to see how a pair of darker carbon-coloured side blades set against a red or blue base colour would look.

Speaking of looks: the feature is actually about more than just that, as it serves as a pass-through for rushing air, providing better aerodynamics and better range, the latter of which is a claimed 407 km; I started with my battery at 97 per cent charge and 378 km of range. After driving 100 km, my computer told me I had 227 km remaining at 60 per cent charge; that’s off the pace a little bit, but range anxiety was never really an issue for me during my time with the Kia Niro EV. When hooked up to a DC fast charger, meanwhile, the Niro will go from 10 to 80 per cent charge in about 45 minutes at speeds of up to 85 kW.

For me, though, more than just how fast the Niro can charge, it was about the manner in which it does so and by that I mean how it physically hooks up to a charger. There’s no need to painstakingly dodge bollards at a Petro-Canada fast charger in order to get a side-mounted charge port aligned with the (annoyingly stiff) charge cable; just drive in nose first, and you’re good because that’s where the charge port is located, and where it should be on any EV. So thank you, Kia, for doing it right.

<img class="aligncenter wp-image-175790 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/IMG_7427.jpg" alt="2023 Kia Niro EV" width="2000" height="1333" />

While the exterior, with its flashy headlight lenses and side blades and two-tone 17-inch wheels is a head-turner, the interior can’t quite match it. For a long time, Kia’s buttoned-down interiors with their dark tuxedo-like ambience worked; now, however, times have changed and things are going brighter and a little more, well, fun. Look no further than the <a href="https://www.wheels.ca/vehicle-reviews/first-drive-2022-hyundai-ioniq-5">Hyundai Ioniq 5</a> to see just what I’m on about. Sure; Kia has tried to brighten things up a little by adding a splash of colour ahead of the front passenger and having twin digital displays for your gauge cluster and infotainment, but that’s about it. I’m also not fully sold on the dual climate control/navigation control button bank at the base of the centre stack -- you can change what it controls with the press of a button. It’s here, of course, to help reduce clutter and while other efforts in that vein such as the transmission control dial do work well, this is a little finicky.

<img class="aligncenter size-full wp-image-175789" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/IMG_7420.jpg" alt="2023 Kia Niro EV" width="2000" height="1333" />

It is a comfortable place to sit, though; that roof is high so headroom isn’t a problem either front or rear and they’ve managed to jam the wheels into the corners and stretch the cabin for some pretty good legroom, too. Add handy features like a front trunk – it’s shallow, but I’m glad it’s here – and low rear cargo floor and you have a very practical and accessible small hatch…crossover…thing.

Power is rated at 201 horsepower and 188 pound-feet of torque, fine figures for a small car but down in the torque department to the old model. That’s too bad, but the new car isn’t slow, racing to the 100 km/h mark in about 6.5 seconds and always seeming to have the juice required to not leave you hanging during highway manoeuvres, especially in more responsive sport mode.

As responsive as the powertrain is, the handling is the highlight here. With its 64.8 kWh battery stuffed neatly into the floor, the centre of gravity is low and body roll is kept to a minimum. The steering could have a little more feel – it’s a little squishy as is – but the front end is responsive so the Niro EV is a pleasure to thread through town in, as it should be.

Far as I’m concerned, the handling, the power and even the interior accoutrements have me thinking compact hatchback as opposed to compact crossover. Many – probably including Kia themselves – will argue against that but to me, it has come to 2023 with a properly fleshed-out identity and with a base MSRP of $47,844 before incentives, it is about as attainable as you get in the current EV market. That’s a lot of win, right there.
<h3>2023 Kia Niro EV</h3>
BODY STYLE: Five-door compact hatchback

DRIVE METHOD: front-wheel drive
ENGINE: front permanent magnet synchronous EV motor, 201 hp, 188 lb-ft

ESTIMATED RANGE: 407 km
TRANSMISSION: single-speed automatic

CARGO CAPACITY: 645-1,804 L

TOWING CAPACITY: N/A

Base MSRP: $47,844

WEBSITE:  <a href="https://www.kia.ca/en/vehicles/2023/niro/ev">Kia Niro EV</a>

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2023 Kia Niro EV Review

CX-90 front

For the 2024 model year, Mazda jumps into the three-row crossover game looking to ruffle some feathers in the premium segment. Clean styling, a 3.3L inline-six engine, and a finely crafted cabin are all part of Mazda’s plan to move upmarket. As an aside, know this post only refers to the mild-hybrid CX-90; perhaps we’ll write a Base Camp about the plug-in hybrid another time.

Mazda tends to offer a yaffle of trims for each model, and they’ve continued this trend with the CX-90. The least expensive one shows up for duty in GS guise, priced at an agreeable $45,900 and packing the same 280 horsepower/332 lb.-ft of torque as the pricier GS-L and GT trims. All-wheel drive is included. Safety gear includes active helpers like emergency lane keeping, smart brake support, and radar cruise control with stop &amp; go functions.

The brand’s signature Soul Red Metallic paint is not available on this entry-level CX-90, but the tasty Deep Crystal Blue Mica shown here can be selected at no charge and looks good with those 18-inch gunmetal alloy wheels. LED lamps are present front and rear, while colour-keyed door handles and heated side mirrors don’t give away the fact you’re rolling in the GS trim. We feel there’s more than a bit of BMW in those slick taillamps, by the way.

<img class="aligncenter size-full wp-image-175739" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/CX-90-interior.png" alt="Mazda CX-90 GS" width="2682" height="1800" />

Three-zone climate control does a good job of quelling complaints from the peanut gallery – even third-row riders get a set of air-conditioning vents. Keyless entry and push-button start are expected and present at this price, as are enough power points and USB ports to keep all devices fully charged. Cloth upholstery is equipped on the GS (the “L” stands for leather-type seats on the next-rung trim), though the front perches are heated and the second row can recline like an airliner for extra comfort. Infotainment shows up as a 10.25-inch colour centre display with wired Apple CarPlay and Android Auto but no satellite radio capabilities.

What We'd Choose

It is always easy to spend someone else’s money – just ask Queen’s Park – which is why we are looking heavily at the GS-L and its extra kit. Real leather on touch points like the gear selector and (heated) steering wheel, leatherette on the seats, power-operated access to the third row, and a power rear liftgate are all features most families would appreciate in their next all-wheel drive kid hauler.

An extra $3,400 isn’t exactly chump change, especially in this age of Galen Weston putting his hands in our pockets and inflation remaining stubbornly high, but a few of those extra items add tangible benefits to one’s daily travels. Adding in few extra USB-C ports and zoom-zoom paddle shifters seal the deal for a GS-L in our book.

However, if you’re even thinking about the $55,350 GT and its Bose audio system, you might as well blow sixty grand on a GT-P. Recall how the “-L” suffix denoted leather-type seats? The “-P” stands for performance, cranking the 3.3L inline-six wick to 340 horsepower and 369 lb.-ft of torque when fed a steady diet of premium fuel. Nappa leather, wireless device tools, 360-degree cameras, ventilated seats – all are part and parcel of the GT-P.

But for less than $50,000, we’ll gladly stand the comfortable and good-looking GS-L.

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 Mazda CX-90

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Compact and mid-size pickup trucks have made a big comeback in the last five years with all-new entries like the <a href="https://www.wheels.ca/truck-reviews/2022-ford-maverick-xl-hybrid-review">Ford Maverick</a> and the quirky <a href="https://www.wheels.ca/vehicle-reviews/review-2022-hyundai-santa-cruz">Hyundai Santa Cruz</a> joining the fold. But the Toyota Tacoma has been doing it for decades now and even after all this time it’s still one of the most versatile and robust trucks you can buy.

Over the years the Tacoma has gained legendary status. A reputation it’s garnered from doing duty all over the world in some of the most inhospitable and punishing environments. It’s been called indestructible and it retains its value long after the warranty runs out meaning that finding a “deal” on a used one can be tough.

<img class="aligncenter size-full wp-image-175714" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/DSC04414.jpg" alt="2023 Toyota Tacoma Access Cab" width="2048" height="1365" />

A sound principle which Toyota has clearly employed with the Tacoma is “if it isn’t broken, don’t fix it”. It’s why the truck has barely changed over the years and can trace its underpinnings back to the second-generation Tacoma, which was first sold in 2005. In automotive terms the Tacoma is ancient but it works so well that any drastic changes would have likely driven Taco loyalists directly to Toyota’s headquarters with pitchforks and flaming torches. Taco owners stick by their trucks and there are large communities and discussion forums that have built up around it.

Typically the cars loaned to us to test drive are loaded with all the optional extras and the kitchen sink, which is why I was pleasantly surprised to find my tester was a humble Access cab TRD Off-road with a 6-speed manual transmission (that’s right, you can still get a manual Tacoma). It’s about as bare bones as a Taco gets but that means it boasts the highest towing capacity of 2948 kg (6499 lbs) and the second highest payload of 571 kg (1259 lbs), bested only by an Access cab truck with the automatic transmission.

<img class="aligncenter size-full wp-image-175725" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/DSC04400.jpg" alt="2023 Toyota Tacoma Access Cab" width="2048" height="1365" />

Access cab Tacomas only come with the 6-foot bed and rear suicide doors that open up to reveal a rear seating area best reserved for child seats or pets. I tried sitting back there and while the legroom wasn’t the biggest issue, it was the total lack of seat comfort and the upright seating position that became agonizing after just a few minutes. It’s a good thing then that the bottom cushion flips up providing extra space for cargo. If you need to carry passengers with any regularity, a Double Cab Tacoma is a necessity.

It’s actually pretty well equipped with Toyota Safety Sense, that includes a pre-collision system, automatic high beams, lane departure alert, and dynamic cruise control. It has an 8-inch touchscreen infotainment system with a native nav system and wired Apple Carplay and Android auto. You also get heated seats and dual-zone climate control and because this is the TRD Off-road trim you get off-road tuned Bilstein shocks, and an off-road body kit.

All Tacomas sold here are four-wheel drive and this manual Access cab model gets a part-time selectable system with a rear locker, and a 2-speed electronic transfer case. Models equipped with the automatic get the Multi-terrain select system and crawl control.

<img class="aligncenter size-full wp-image-175724" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/DSC04403.jpg" alt="2023 Toyota Tacoma Access Cab" width="2048" height="1365" />

But arguably the best bit about this Tacoma for me was its manual transmission. It’s a configuration not everyone is going to pick but it made it an enjoyable truck to drive. The stick itself slots precisely into gear and the clutch is reassuringly heavy with good feel and a firm biting point. If nothing else it helped me fantasize about driving a big rig, something I’ve always wanted to do. It also gives you a lot more control, especially on a trail where this Tacoma with its 9.4-inches of ground clearance and tough-as-nails 4x4 system is ready for any terrain you can throw at it.

A 3.5-L V6 is the only engine choice. It makes 278 hp and 265 lb-ft of torque and has been proven just as indestructible as the rest of the truck. It’s not going to shove you back into your seat but there’s still enough power to get the Tacoma moving rather quickly and passing slower cars is never an issue.

<img class="aligncenter size-full wp-image-175719" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/DSC04408.jpg" alt="2023 Toyota Tacoma Access Cab" width="2048" height="1365" />

The 6-foot bed has multiple adjustable tie-down points and is easy to access with built-in steps in the rear bumper.

The Tacoma is not easy on fuel, and that’s a downside of its aging powertrain. The manual might be fun but trying to get anything under 13L/100 km in mixed driving requires a lot of effort. The automatic fares better in this regard.

On the inside the Tacoma features a mix of hardwearing plastic surfaces and some soft-touch points on the door panels. It doesn’t get the new infotainment system that’s been rolling out in new Toyota vehicles which is a bit of a shame.

Among the competition, there are entries with more modern turbocharged powertrains, more features, and better in-vehicle tech but if you want a bullet-proof truck that’s just really good at doing truck things with the best resale value on the market, the Tacoma is the one to get.

<h3>2023 Toyota Tacoma 4x4 Access Cab TRD Off-road </h3>

BODY STYLE: 4-door, 4 passenger mid-size pickup

CONFIGURATION: -Front-engine, four-wheel drive

ENGINE:  3.5-L V6; Power: 278 hp @ 6000 rpm; Torque: 265 lb-ft @ 4600 rpm

TRANSMISSION: 6-speed manual

TOWING CAPACITY: 2948 kg; Payload: 571 kg

FUEL ECONOMY : (Regular-grade Gasoline in L/100 km): 13.8 city; 11.4 highway; 12.7 combined 

PRICE: $ 46,053 (as-tested including fees and freight)

WEBSITE: <a href="https://www.toyota.ca/toyota/en/">Toyota Canada</a>

2023 Toyota Tacoma Access Cab Review

Sentra front

Believe it or not, there are still options in the Canadian marketplace for customers seeking a compact sedan with a manual transmission. A type of rig which was once very common on our roads – Cavalier, Focus, Sunfire, et al – these affordable row-yer-own cars (not crossovers, cars) have now either vanished or lost their manual transmission option.

Nissan holds the course. In fact, the Sentra recently received a makeover, earning a front fascia which drags it in line with the rest of its family, making it appear a lot more expensive than its $20,548 price tag may imply. For that sum, shoppers will find a 2.0L four-banger making 149 horsepower and roughly a like amount of torque. The car is front-wheel drive, of course, but sprouting between its two front seats is a six-speed manual transmission just like nature intended.

<img class="aligncenter size-full wp-image-175673" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/Sentra-int.png" alt="2023 Nissan Sentra" width="2400" height="1104" />

The base S trim is only available in three shades – Super Black or Fresh Powder are $0 options while Gun Metallic costs $135 extra. Stick with the noir and save some simoleons. Those are steel wheels with old-school hubcaps, though the 16-inch rubber will keep a lid on replacement costs. Active grille shutters up front do their part for fuel economy (6.2 L/100km highway) and the body-colour power sideview mirrors are heated.

Inside, we hope you like black cloth upholstery because that’s the only choice. That’s not a bad thing, since it lends a sharp appearance to the place, though one should expect a decent amount of dashboard plastic at this price. Air conditioning is standard, along with the likes of power windows and keyless entry. Hooray for economies of scale. The steering wheel tilts and telescopes, the driver’s seat moves six ways, and front passengers get heated chairs. In other words, this is not the penalty box of yore.

A small display wedged between its speedometer and rev counter does the trick for showing the driver important messages, while a 7-inch touchscreen does duty for infotainment. The latter may be underwhelming since some smartphones are now approaching that dimension. Still, one cannot argue with the presence of Apple CarPlay / Android Auto in a car priced just over 20 grand, though it surely wouldn’t kill Nissan to place more than a single USB port in this cabin. Cruise control, lane departure warning, and blind spot monitoring round out the safety kit – features for which one must pay extra on some more expensive car.

<img class="aligncenter size-full wp-image-175674" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/Sentra-rear.png" alt="2023 Nissan Sentra" width="1200" height="675" />

What We'd Choose

Folks toiling in the Wheels office enjoy a manual transmission, explaining why we’re pleased Nissan still offers this drivetrain combo in an entry-level trim. Shelling out an extra $4,400 brings the SR trim with a stick, offering no extra power but upping the ante with rear disc brakes and intelligent cruise control. Also on the SR are dual-zone climate control, a heated leather-wrapped wheel, better gauges, and a larger infotainment screen. The SR can also be had in entertaining colours like Electric Blue or Monarch Orange with a black roof, the latter of which makes the Sentra look very much like big-bro Altima.

This is tempting, though adding 20 percent to a car’s bottom line is not to be trifled at this price point. However, keep an eye on interest rates since base trims are sometimes excluded from subvented rates or incentives, making the monthly payment on a more expensive car not much more than an entry-level model even though the total amount financed is higher. As this is written, rates are equal for S and SR on the Sentra, leading us to recommend the S with its healthy level of standard equipment. If good-old-days of 0% ever return on SR, we’d flip that endorsement.

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: 2023 Nissan Sentra

2023 CADILLAC XT5 SPORT AWD-MAIN

Rob Beintema is an Auto Journalist for Metroland Media

PASS-A-GRILLE, FLORIDA - The theme was supposed to be “Go Big or Go Home”, taking a <a href="https://www.wheels.ca/reviews/why-i-love-my-vehicle-2022-escalade-esv-sport-4x4">Cadillac Escalade</a> ESV - the extended version that makes Cadillac’s mothership the biggest SUV of all - on a long-haul road trip.

Fine for big families towing trailers or packing to the gunnels with golf bags and gear. But we were just a couple of snowbirds migrating south to a different flock - the Toronto Blue Jays spring training camp in Florida. And two passengers travelling light in a stretched-out, eight-passenger, V8-powered behemoth seemed like a case of overkill, unless we were planning to take the Blue Jay infield out for beers after a game.

<img class="aligncenter size-full wp-image-175665" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/2023-CADILLAC-XT5-SPORT-AWD-COLUMBIA-SC-scaled.jpg" alt="2023 Cadillac XT5" width="2560" height="2051" />

So, the theme changed to “Less is More” with a 2023 Cadillac XT5 instead - more affordable and more practical, more suitable for a smaller family.

And, actually, less is also just less, with an XT5 that is, sure, less roomy, but also less cumbersome, less difficult to fit in a garage or parking spot, less pricey at the dealer lot and also considerably less costly at the gas pumps - in this case, an approximate 190 litre reason for changing vehicles.

In fact, you could argue that the “less factor” inspired the creation of the XT5, giving Cadillac customers access to the brand with a less trucky crossover with more modest pricing, passenger, payload and towing abilities.

The XT5 (Crossover Touring 5) debuted at the Los Angeles Auto Show in 2015 as a “lean and athletic” successor to the SRX, same-sized but weighing in at almost 300 lbs less than that predecessor, and with “wheels to the corner” architecture that extended the wheelbase by two inches with a corresponding one inch wider track.

<img class="aligncenter size-full wp-image-175660" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/2023-CADILLAC-XT5-SPORT-AWD-REAR-scaled.jpg" alt="2023 Cadillac XT5" width="2560" height="1858" />

Sure, for our trip south, we’d be giving up the sheer oversized audacity of the Escalade but the XT5 exudes enough Cadillac bravado, with its modern sharp-edged styling, the angles adorned with vertical DRLs and taillight treatments that throw back to rocket fins and other heritage Cadillac cues. The XT5 has proved popular enough to spur the creation of XT4 (smaller) and XT6 (bigger) siblings - more crossover choices to slot in under the Escalade. But the XT5 remains the popular choice, with a kind of Goldilocks “just rightness’ that seems to hit the sweet spot of size, comfort, price and utility.
And despite my emphasis on “less”, there are plenty of “more” factors included in standard equipment and content packages that build through the three XT5 trim levels ranging through Luxury, Premium Luxury and Sport models.

A no-cost Argent Silver Metallic paint is supplemented by seven other optional colours ($900-$1,395) including our Sport tester’s Crystal White Tricoat. Other options in our Sport tester included Kona Brown Sauvage leather seats, 20-inch 12-spoke Diamond Cut alloy wheels and a Technology Package with an 8-inch gauge cluster, head-up display, rear camera mirror and more. And there are plenty of other optional packages and stand-alone options available.

<img class="aligncenter size-full wp-image-175668" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/2023-CADILLAC-XT5-SPORT-AWD-INTERIOR-scaled.jpg" alt="2023 Cadillac XT5" width="2560" height="1708" />

The XT5 first debuted with a 3.6-litre V6 engine making 310 hp and 271 lb-ft of torque and with a fuel economy rating of 12.9L/9.3L/100km (city/hwy). A model revision in 2020 made a new 2.0-litre turbo four-cylinder the standard engine. It makes 235 hp and 258 lb-ft of torque and is a bit thriftier at 11.2L/8.7L/100km (city/hwy). The XT5 was the first model to adopt GM’s Electronic Precision Shift system, and this weight-saving, fly-by-wire system hooks up to 9-speed automatics with both engine choices. An AWD system that can shift 100 per cent of the power to either front or rear axles also benefits from drive mode settings of Tour, AWD, Sport and Offroad.

They kept the V6 as an optional powerplant in the mid-range Premium Luxury trim and made it standard in this top-of-the-lineup Sport model. I was hoping that auto stop-start and cylinder deactivation, which effectively turns the V6 into a V4 during those long highway miles, would narrow the gap between the two fuel economy ratings. But added power for passing is always appreciated and, although we wouldn’t be hauling a trailer, the V6 also boosts towing ability to 3,500 lb from the four-banger’s 1,000 lb rating.

The 2023 Cadillac XT5 Sport complements the engine power with a little extra performance mojo, adding quicker responsive steering, red-painted Brembo brakes and a sport suspension with real-time damping control that can adjust the ride every two milliseconds depending on varying road and driving conditions. Now, we weren’t exactly slaloming through the Blue Ridge or the Tail of the Dragon on the way, but even on the interstate, added control and ride/handling responsiveness can always be appreciated.

<img class="aligncenter size-full wp-image-175666" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/2023-CADILLAC-XT5-SPORT-AWD-FLA-SUNSET-scaled.jpg" alt="2023 Cadillac XT5" width="2560" height="1793" />

<img class="aligncenter size-full wp-image-175667" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/2023-CADILLAC-XT5-SPORT-AWD-FLA-SUNSET2-scaled.jpg" alt="2023 Cadillac XT5" width="2560" height="1836" />

So, we headed south for fried green tomatoes in Charleston, strolls through the fountained parks of Savannah, the crack of the bat in Dunedin and long beach walks in Pass-A-Grille, Florida. There’s nothing like a few days in the saddle to really get to know a vehicle. And the XT5 did not disappoint. No problems, no drama, just easy cruising in a competent package of luxuries and comforts to suit any Cadillac fan.

Here are a few numbers. The 2,422 km trip to Florida -mostly highway miles with the occasional stop-and-go slowdowns and some futzing about in towns - used up 235 litres of fuel for a respectable 9.7L/100km (comb) fuel economy average. That cost $285.92 CDN. American gas is still cheaper than Canadian prices, working out to a $1.20 CDN/litre average once we did the metric and currency conversions.

We were still in Florida at the time of writing, so I expect the round trip to be about double - roughly 5,000 km, 470 litres and under $600 CDN in total.

To sum up, the 2023 Cadillac XT5 competes in a tough field against worthy rivals like the BMW X3, Volvo XC60 and Genesis GV70, to name just a few. There are rumours of a revised XT5 for 2024, possibly only available in China, but speculation about the future is rife, especially with Cadillac’s commitment to an all-electric lineup by 2030.

But, for now, the 2023 XT5 soldiers on, providing its unique Cadillac blend of styling, luxury and included content availability in a user-friendly, five-passenger crossover.
<h3>2022 Cadillac XT5 Sport AWD</h3>
BODY STYLE: two-row, five-passenger compact crossover ute
DRIVE METHOD: 9-speed automatic, AWD
ENGINE: 3.6-liter VVT V6 engine (310 hp, 271lb-ft of torque)
FUEL ECONOMY: 12.9L/9.3L/100km (city/hwy). As tested 9.7L/100km (comb).
CARGO VOLUME: 849 litres behind second row, 1,784 litres behind first row
TOW RATING: 1,588 kg (3,500 lb) when properly equipped
PRICE: 2023 Cadillac XT5 Sport MSRP $59,098 As tested $67,588
WEBSITE: cadillaccanada.ca

2023 Cadillac XT5 Sport Review

cch wheels (1 of 15)

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

2024 Toyota Corolla Cross Hybrid First Drive Review

priprimewheels (1 of 17)

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

2023 Toyota Prius Prime First Drive Review

2023 BMW M2_front 3-4 profile

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

2023 BMW M2 First Drive Review

IMG_9250

The Rivian R1T’s gestation was a somewhat nebulous affair. What with the intervention – then non-intervention – of Ford, the styling, then the fact that seemingly out of nowhere it arrived, beating Tesla’s Cybertruck to market.

The Rivian is here, however, and it looks great. It comes with four electric motors – one per wheel – that produce a combined 831 horsepower and 908 pound-feet of torque. There’s 465-525 km of range depending on spec and it can be fast charged at up to 200 kW. Or, if you’d rather just charge as you drive, you can do so with two levels of brake regen; this can never be fully shut off and as a result, the R1T is in one-pedal drive mode all the time.

Now, I’ve driven many one-pedal drive modes before, and I can’t recall the last time it felt this natural. It didn’t take me long to get used to when to release the accelerator to come to a complete stop and there were times when I had to remind myself after stopping that I had never actually hit the brake to do so.

<img class="aligncenter size-full wp-image-176310" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_9339.jpg" alt="2023 Rivian R1T" width="2000" height="1333" />

The Rivian’s interior is like a cross between MEC and Matt and Nat; there’s vegan leather everywhere (the company’s CEO, RJ Scaringe, is a vegan), bronzed buckles on the doors, and the front seatbacks look like they’re made from a repurposed MSR stove. There’s even a removable Bluetooth Meridian speaker!

More practically, the interior is a very open and low-clutter space; like a Tesla, the 16-inch main display is your go-to for pretty much everything. Typically, I prefer “hard” buttons but such is the way of the world these days in cars. There is no support for Apple CarPlay or Android Auto at this time, however; the same goes for Amazon Alexa and Google on-board. That’s going to be a tough pill to swallow for many, especially considering I found that the native navi system was not as good as the smartphone navigation apps so many of us are used to. Better features and support for Rivian’s own apps could be coming in future over-the-air updates.

There is one thing, however, that you adjust via the touchscreen that I’ve never seen, and that’s the mirror and steering wheel adjustment – sort of. To do so, you have to first tell the truck via the screen that you want to adjust the mirrors or wheel (it tilts and telescopes), then the two steering wheel buttons – typically reserved for your trip computer or audio adjustment – become your mirror or wheel adjustment. It’s no big deal, except for the fact that there are no auto tilt-down mirrors; apparently, those are coming, but this is where we’re at now.

<img class="aligncenter size-full wp-image-176304" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_9325.jpg" alt="2023 Rivian R1T" width="2000" height="1333" />

<img class="aligncenter size-full wp-image-176312" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_9343.jpg" alt="2023 Rivian R1T" width="2000" height="1333" />

The rear seat doesn’t have quite the space of the F-150 (or the R1T’s R1S SUV twin), but it is roomy enough for two adults to sit comfortably and they get their own USB-C ports. Since the Rivian features a quad-zone climate control system, each back seat occupant gets their own climate controls, including heated seats.

The front-end styling with its full-length light bar is divisive, but I have trouble believing anyone would have any problems with the rest of the exterior styling. The cabin gets an almost “chopped” look – that looks even cooler when you have the R1T set to its lowest ride height (the four-corner air suspension that allows this also keeps the Rivian flatter through corners) – and the off-road wheels and tires on my tester are a good fit and shroud bright yellow brake calipers.

Even though the R1T is obviously aimed at a more relaxed/recreational group, that’s not to say it can’t get some work done. The tow rating is 11,000 lbs. and you can get a tow hitch set up. You can only have a 4.5-foot bed and there is no bed extension upgrade. Mounted within the bed are two 240V outlets, tie-downs – even an air compressor. If you opt to skip the full-size spare option and go with the tire repair kit instead, you get additional storage beneath the bed floor that can be sealed if you want to store drinks, wet items and so forth.

<img class="aligncenter size-full wp-image-176300" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_9260.jpg" alt="2023 Rivian R1T" width="2000" height="1333" />

There’s also a frunk, of course, and perhaps, more importantly, is the “gear tunnel” ahead of the rear wheels. That allows storage of longer items and whose doors provide a step to help access the pickup bed.

Performance-wise, once you dip into the pedal of this thing, you’re flat-out gone. That, of course, is what the instantaneous release of over 800 horses and 900 – nine-hundred! – torques will do. You are off the line in a hurry and while I wouldn’t call the R1T a performance pickup it’s fun to dip into that throttle pedal, that’s for sure.

To show that there is actually some fun to be had when off the beaten track, however, Rivian has provided both Rally and Drift – yes, Drift – modes to allow you to tap into your inner hooligan when on more slippery stuff by changing the power delivery. Rally mode is truly something to behold, as it’s somewhat easier to enjoy than the ultra seat-of-your-pants Drift mode.

<img class="aligncenter size-full wp-image-176301" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_9271.jpg" alt="2023 Rivian R1T" width="2000" height="1333" />

The steering feels almost hydraulically assisted as if you were driving a Nissan Frontier. It’s an uncanny feeling not just for a truck, but for an EV of any kind as they really do tend to isolate occupants as much as possible and that means making sure no unnecessary vibrations or what have you through the wheel. There’s not really any of that here, either, just a good amount of weight. The one thing I did fight with a little, however, was the lane-centering and lane-keep assist system which I found too sensitive.

The Rivian R1T is a lifestyle-focused vehicle meant to contend with the likes of the Jeep Wrangler 4xe and Land Rover Defender (and probably the Bronco, too), according to Rivian. That means unique styling both inside and out—indeed, there are few vehicles more unique-looking than the Wrangler or Defender—until now with the Rivian. It is a darn cool thing that turns heads left, right and centre, can lift itself to go off-road or lower itself down to be more fuel efficient on the highway. With all that cool kit inside, meanwhile, it is a truck that looks poised to carve its own niche in the fast-growing EV truck world and is beating quite a few others to the punch while it’s at it.
<h3>2023 Rivian R1T</h3>
BODY STYLE: Four-door mid-size pickup

DRIVE METHOD: four EV motors, all-wheel drive
ENGINE: four permanent magnet synchronous EV motors, 835 hp, 908 lb-ft

ESTIMATED RANGE: 465-525 km
TRANSMISSION: single-speed automatic

BED LENGTH: 4.5 feet

TOWING CAPACITY: 4,990 kg (11,000 lbs.)

PAYLOAD: 798 kg (1,760 lbs.)

MSRP AS TESTED: $129,800

WEBSITE:  <a href="https://rivian.com/r1t">Rivian R1T</a>

&nbsp;

2023 Rivian R1T Review

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Better late than never is a good way to sum up Toyota’s first entry into the rapidly growing high-demand BEV segment that’s poised to replace internal combustion cars as we know it. Whether you think this whole EV thing is going to succeed or fail, nearly all major automobile manufacturers have invested big money into it, and the train isn’t stopping for anyone. Toyota, one of the largest and most recognized automakers in the world is late to the EV party, especially when compared to the Koreans and Americans who already boast many excellent choices. And Toyota’s first electric car, the bZ4X hasn’t exactly enjoyed the smoothest of launches.

Now that the issues are largely behind them, what’s the Toyota bZ4X like?

<img class="aligncenter size-full wp-image-176269" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/DSC04481.jpg" alt="2023 Toyota bZ4X" width="2048" height="1365" />

It feels very similar to the <a href="https://www.wheels.ca/reviews/2022-volkswagen-id-4-review">VW ID.4</a> though it has less power and range. Base models get a single 150 kW motor driving the front wheels, and the bZ4X XLE, the top trim, gets two 80 kW motors, one on each axle, giving it all-wheel drive. Toyota loaned me an LE, which is a single motor trim with about 200 hp and a similar amount of torque. The dual motor version isn’t much more powerful but has 248-lb-ft of combined torque.

If you make it a numbers game, the bZ4X has less power and less range than the <a href="https://www.wheels.ca/reviews/first-drive-2022-kia-ev6">Kia EV6</a>, <a href="https://www.wheels.ca/vehicle-reviews/first-drive-2022-hyundai-ioniq-5">Hyundai IONIQ 5</a>, <a href="https://www.wheels.ca/reviews/2023-nissan-ariya-e-4orce-first-drive-review">Nissan Ariya</a>, and the ID.4. The Toyota can charge at a maximum rate of 150kW (100kW for AWD models) which is also slower than some of its rivals, but that’s assuming you can find a charger capable of reliably supplying that output, and in my experience that happens far less than it should.

<img class="aligncenter size-full wp-image-176270" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/DSC04482.jpg" alt="2023 Toyota bZ4X" width="2048" height="1365" />

I’m not a fan of the bZ4X’s unpainted fenders, but on my dark blue tester, they blended in and weren't very noticeable. Its design is definitely EV-forward with a grille-less front end and styling and proportions that sit somewhere between the Tesla Model Y and the Kia EV6. If you took the badges off it would be hard to identify what brand it came from.

Inside the bZ4X looks and feels high quality with its fabric-covered dashboard panels, large centre screen, logically laid out controls, and large windows lending to great outward visibility. The 12.3-inch infotainment touchscreen is standard equipment and runs the latest Toyota software, which is easy to use and quick to respond. A strangely placed gauge cluster high and far away from the driver is said to be better for keeping your eyes on the road but I found the steering wheel cut some of it off. It’s still better than consolidating everything into a large centre screen. Rear-seat passengers get lots of legroom and the cargo area is generous for a compact crossover.

<img class="aligncenter size-full wp-image-176276" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/DSC04491.jpg" alt="2023 Toyota bZ4X" width="2048" height="1365" />

By Toyota’s estimates, a fully charged front-wheel drive bZ4X can travel 406 km, which is mid-pack. All-wheel drive models are rated for 367 km. My tester was at 100 per cent charge when I picked it up and the range estimate was sitting at 390 km on a chilly spring day. However, turning off the climate control system added an extra 100 km to that range, a rather shocking jump that I haven’t encountered on any other EV.

Toyota spent a lot of time making the bZ4X as efficient as it could be, so a heat pump comes standard, which heats and cools the cabin much more efficiently and also greatly conserves range in colder weather. The climate control can also be configured to only send warm or cool air to the driver when there aren’t any passengers. Then there are radiant foot well heaters (on LE and up), which I haven’t seen before. They’re basically pads affixed to the bottom of the steering wheel and where a glove box would be and they quickly warm up the driver and passenger footwells when switched on. Between these, the heated seats, and the heated steering wheel, I found little need to run the climate control system even when it was below zero outside, except for windshield defogging purposes.

<img class="aligncenter size-full wp-image-176273" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/DSC04486.jpg" alt="2023 Toyota bZ4X" width="2048" height="1365" />

The bZ4X isn’t the fastest EV in its class, but even with its modest power figures it feels quicker than a RAV4 or Toyota Venza, which are both similar in size. It also handles really well for what it is and a big part of that can be attributed to its low centre of gravity and a suspension that absorbs most lumps and bumps but still exhibits excellent body control through a corner. The steering has no feel but it is precise and to be fair no one buying a bZ4X is going to care about steering feel. I found it rather fun to drive and the thought of more power didn’t cross my mind. Neither did the fact that my tester didn’t have all-wheel drive. I would personally be happy with a good set of winter tires and the additional range you get with a front-wheel drive bZ4X.

.At the end of the week, I was averaging 20 kWh per 100 km, a good figure that should only improve as the weather warms up. That near 500 km range estimate was actually pretty accurate providing the climate control was switched off, which I did about 50 per cent of the time.

<img class="aligncenter size-full wp-image-176268" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/DSC04480.jpg" alt="2023 Toyota bZ4X" width="2048" height="1365" />

Toyota’s goal for the bZ4X was to balance power, battery size, and range, and I’m fully behind it. Big batteries and big power make EVs heavier and less efficient, and they take longer to charge. Toyota wants to ensure the bZ4X is as reliable and as long lasting as its famously bulletproof cars and trucks.

Toyota may have been late to the EV game but the bZ4X, despite its initial teething problems, is a solid effort and another excellent BEV for consumers to choose from. And if you’re already a fan of the Toyota ecosystem, it’s absolutely worth checking out.
<h3>2023 Toyota bZ4X LE</h3>
BODY STYLE: 5-door, 5-passenger electric crossover

CONFIGURATION: Single motor (150kW), front-wheel drive battery electric vehicle (BEV)

POWER:  200 hp; TORQUE: 196 lb-ft

BATTERY: 71.4 kWh lithium-ion

EV RANGE: 406 km

EFFICIENCY (Le/100km): 1.8 city; 2.2 highway; 2.0 combined

CARGO CAPACITY: 784 litres

PRICE: $49,990 (base); $52,006 (as-tested)

WEBSITE: <a href="https://www.toyota.ca/toyota/en/">Toyota Canada</a>

2023 Toyota bZ4X LE Review

2024_Kia_Seltos_SX-02

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

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

2024 Kia Seltos First Drive Review

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

2024 Lamborghini Huracán Sterrato First Drive Review

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

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

2023 Honda Odyssey Touring Review

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

2024 Chevrolet Trax First Drive

DSC04469

With 25 different variations of the Porsche 911 choosing the right one can seem a bit of a daunting task. The Carrera 4 GTS, however, is one the easiest recommendations in the lineup with its perfect mix of features and bits from Porsche’s extensive options list.

A GTS slots above the Carrera S and under the atomic-powered Turbo. It has 473 hp and 420 lb-ft of torque which is 30 more hp and 30 more torques than an S. If you want something track-capable but don’t want to step up into the <a href="https://www.wheels.ca/vehicle-reviews/review-2022-porsche-911-gt3">racier GT3</a>, you can order a GTS with carbon bucket seats and a lightweight package that deletes the rear seats among other things. Perfect for casual track days.

The GTS gets a host of performance enhancements standard. Like a sports suspension with a 10mm lower ride height, PASM which is Porsche speak for adaptive dampers, the Sport Chrono package, blacked out trim, and Race-tex microfibre material covering the seats, lower dashboard, and steering wheel.

<img class="aligncenter size-full wp-image-176134" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/DSC04457.jpg" alt="2023 Porsche 911 Carrera 4 GTS" width="2048" height="1365" />

<img class="aligncenter size-full wp-image-176131" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/DSC04462.jpg" alt="2023 Porsche 911 Carrera 4 GTS" width="2048" height="1365" />

Optional extras are numerous and can inflate the price quickly and my tester included quite a few of them. The lightweight package was the most expensive at $9910 and saves up to 25kgs (55lbs) of weight with carbon bucket front seats, a rear seat delete, lightweight glass, and less sound insulation. The package also includes rear-axle steering, which enhances agility even further, and front-end lift is reduced through the use of aerodynamic optimization in the front section of the underbody. You can opt to keep the more comfortable sport seats if you find the carbon buckets uncomfortable.

The Carrera GTS is a sweet spot in the 911 lineup. The optional Bose Surround sound system, a part of the premium package, was excellent and one of the best I’ve heard in a 911. Mixed with luxurious feeling Race-tex fabric surfaces and the Carmine red stitching that matched the Carmine red tachometer and dash clock and, of course, the Carmine red paint job, the 911 GTS I got to drive for a week was stunning inside and out.

<img class="aligncenter size-full wp-image-176136" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/DSC04454.jpg" alt="2023 Porsche 911 Carrera 4 GTS" width="2048" height="1365" />

Even without the badging on the back, the lower stance and black wheels give the 911 GTS presence for days. The car has grown larger over the decades but its elegant shape and simple design are equal parts beautiful and purposeful. It’s a car that gets attention but this is still a bit of an undercover supercar (whether or not it’s actually a supercar is up for debate).

Getting in and finding the perfect seating position is easy. The hood drops down and away from sight giving you an expansive view of the road in the front of you. Like every new 911, you twist a plastic stub resembling a keyfob to the left of the steering wheel and the 3-litre turbocharged flat-6 grumbles to life and settles into that characteristic gravelly idle that could only come from the back of a 911.

<img class="aligncenter size-full wp-image-176127" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/DSC04466.jpg" alt="2023 Porsche 911 Carrera 4 GTS" width="2048" height="1365" />

The grippy Race-tex surfaces on the steering wheel and seats have become a GTS hallmark. They make the car feel a bit more special as do the Carmine red accents in this tester. It’s a good place to be with minimal distractions or gimmicks to get in your way of driving.

I’ve driven many different variations of the 911 from mild to racy, and the GTS truly feels the most balanced. It might seem like a bit of a spreadsheet car with only incremental improvements over a Carrera S but in the real world it feels like a lot more.

The Carrera 4 GTS is noticeably quicker than a 4S. So much quicker I had to check if Porsche hadn’t mistakenly given me the keys to a <a href="https://www.wheels.ca/vehicle-reviews/review-2021-porsche-911-turbo-s">911 turbo</a>. It accelerates more brutally than the much more expensive GT3, and while it might not sound as raw, the flat-6 behind your back still generates a mechanical symphony of the highest order and it's even more audible here thanks to less sound insulation.

The 8-speed PDK is still the best automatic gearbox on the planet. In any condition, or situation it does exactly what you want it to do. It shifts faster than you can think and is always in the correct gear. If you blip the throttle sharply or pull the left paddle, the resulting downshift is instantaneous and perfectly rev-matched. This and the Carrera 4’s all-wheel-drive system work together to deliver breathtaking levels of thrust especially when blasting out of a corner.

<img class="aligncenter size-full wp-image-176123" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/DSC04475.jpg" alt="2023 Porsche 911 Carrera 4 GTS" width="2048" height="1365" />

Crisp and clear electric power steering feels alive in your hands. It’s precise and reactive and together with the perfect driving position, epic brakes, and sublime gearbox, it’s one of the best driving experiences to be had. There’s so much confidence gained through just the feel of the controls that it’s one of the easiest and most approachable sports cars to drive but in the hands of a pro it becomes a tool through its consistency and predictability. The sports suspension makes it noticeably stiffer and the ride gets rough over crappy roads but that comes with the territory.

Really, much of the above can be said of any 911, but the GTS is just a bit sharper without getting too extreme. It’s all the best bits of the 911 in one convenient package and that's why it’s one of the easiest to recommend regardless of how many other variants exist.
<h3>2023 Porsche 911 Carrera 4 GTS</h3>
BODY STYLE: 2-passenger compact sports car

CONFIGURATION: Rear-engine, all-wheel drive

ENGINE: 3.0-L twin-turbocharged boxer-6; Power: 473 hp @6500 rpm; 420 lb-ft @ 2300-5000 rpm

TRANSMISSION: 8-speed dual-clutch automatic

FUEL ECONOMY: (Premium Gasoline in L/100 km):13.8 city; 10.1 highway; 12.2 combined

CARGO CAPACITY: 132+64 (frunk) litres

PRICE: $166,600 (base); $202,340 (as-tested) not including fees, taxes

WEBSITE: <a href="https://www.porsche.com/canada/en/">Porsche Canada</a>

&nbsp;

2023 Porsche 911 Carrera 4 GTS Review

Prius front

It doesn’t happen often, but there are occasions in which a vehicle model goes through an impressive overhaul to the point where its fresh styling wholly and thoroughly erase sins (and jokes) of the past. Enter the new-for-’23 Toyota Prius, sheathed in slinky new bodywork whilst retaining the type of efficiency which made the car so popular in the first place – only now, you don’t have to be embarrassed if seen in one.

This year’s car is available in two trims, starting with the XLE. A 2.0L four-cylinder engine lives under the curvaceous new hood, tag-teamed with a hybrid powertrain to deliver a system total of 196 horsepower – roughly 60 percent more than last year. A brace of electric motors means even this sub-$40,000 XLE is equipped with all-wheel drive. This is good for an estimated 4.8L/100km in combined city and highway driving.

Toyota makes plenty of noise about their Safety Sense suite of driver aids, and version 3.0 is found on the new Prius. This means gear like pre-collision with pedestrian detection is on board plus lane tracing assist and dynamic radar cruise control. Lane departure alert with a steering assist now has enhanced lane recognition which includes detection of certain 3D objects such as guardrails that can be used to help define the lane. In other words, the council’s refusal to paint new lines shouldn’t be as much of an issue with this system.

<img class="aligncenter size-full wp-image-176116" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/Prius-interior.jpg" alt="Toyota Prius interior" width="1800" height="900" />

All ’23 Prius trims get the same snazzy headlamps and 19-inch alloy wheels. A good-looking Reservoir Blue is available for $0 on the XLE, though we won’t begrudge anyone paying $255 for Supersonic Red. If you must, Wind Chill Pearl is on offer for those who want their new Prius to look like something from the Apple Store.

Inside the XLE is an 8-inch infotainment tablet featuring goodies like satellite radio capability, wireless Apple CarPlay/Android Auto, and no fewer than six USB-C charging ports. Having more outlets in which to plug in than places to sit is a good thing these days. The front seats are heated, the driver’s perch is eight-way power adjustable, and the rear bench folds 60/40 for those times you have underestimated that IKEA purchase. Automatic climate control and a heated steering wheel should keep most occupants comfy.

What We'd Choose

One of the biggest, literally and figuratively, differences between the XLE and Limited is the latter’s 12.3-inch infotainment screen, a thoroughly modern unit packing wireless smartphone mirroring and an 8-speaker JBL sound system. The $4,500 walk also brings comforts like ventilated front seats, heated rear seats, wireless device charging, and a fixed glass roof panel. The price spread is not chump change – but at least the extra feature count seems worth the cash if those items are important to you.

The rest of us should probably bank the $4,500 spread, a sum which will purchase approximately 2,800 litres of regular-grade gasoline as of this writing. At the Prius’ fuel-sipping rate, that’s enough to travel roughly 58,000 kilometres – or almost 3 years of average driving. Combined with its attractive new styling, choosing the XLE is the easiest decision Prius shoppers will ever make.

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.

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