2019 Ram ProMaster

CHELSEA, MI: Ram is updating and expanding its ProMaster and ProMaster City commercial vans for 2019.

The Class 2 full-size ProMaster is now available in 18 configurations with the addition of three new 136-inch wheelbase models.

When it comes to payload, Ram claims it has the highest available standard payload in the segment including ProMaster 1500 at 4,000 lb, ProMaster 2500 at 4,230 lb and the ProMaster 3500 at a claimed best-in-class at 4,680 lb.

The new ProMaster and smaller ProMaster City were exhibited recently at Fiat Chrysler Automobiles (FCA) “What's New” event at its Chelsea, MI, proving grounds before a mix of autojournalists from across North America.

Towing capacity has been increased by 30 per cent up to 6,800 lb and now offers a Class IV receiver hitch with four-/seven-pin wiring harness to handle the increased loads.

Because these vans are extensively upfitting, Ram ProMaster includes a Vehicle System Interface Module (VSIM) with 13 inputs and 41 outputs (54 total). The VSIM feature gives upfitters quick and reliable connections to vehicle systems.

New optional interior LED lighting is 20 times brighter and offers integrated motion sensors for added convenience.

Among other claimed best-in-class features are the standard 280 hp 3.6-litre Pentastar V6 with six-speed automatic transmission, standard interior cargo height, load floor height, cargo width between wheel wells and maximum cargo width.

Ram says the reason for the extra interior volume is the ProMaster doesn’t need a drive tunnel because it is front-drive resulting in a lower floor.

The updated 2019 ProMaster City is Ram’s entry in the Class 1 commercial van and is available in a two-seat cargo van or five-seat passenger van in two trim levels, Tradesman or SLT.

With a payload of 855 kg (1,885 lb) and a cargo volume of 3,729 litres (131.7 cu ft), the ProMaster City is powered by a 2.4-litre inline four-cylinder (178 hp, 174 lb/ft) mated to nine-speed automatic transmission driving the front wheels.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2018/07/RM019_001PM8lomapdab5lvhritjgjah2dj9q.jpg?w=745&h=430"><img class="alignnone size-full wp-image-121770" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2018/07/RM019_001PM8lomapdab5lvhritjgjah2dj9q.jpg?w=745&h=430" alt="Ram ProMaster" width="3000" height="2001" /></a>

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Preview: Ram ProMaster and ProMaster City 

2023 Dodge Challenger Shakedown_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.

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

One last spin in the Dodge Challenger

Mustang front.png

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

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

Base Camp: 2024 Ford Mustang

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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)

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

2023 Toyota Sienna 25th Anniversary Special Edition Review

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For 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.

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

2024 Polestar 2 First Drive

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

2023 BMW M850i xDrive Coupe Review

2023 MAZDA CX-5 SIGNATURE-main

Rob Beintema is an Auto Journalist for Metroland Media

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

2023 Mazda CX-5 Signature Review

Large-53602-HyundaiAutoCanadaannouncespricingforall-new2024Kona

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

Base Camp: 2024 Hyundai Kona

grandcherokee4xe (8 of 10)

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

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

4 by How Far? Jeep Grand Cherokee 4xe Electric Range Tested Off-Road

IMG_8531

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

Track Test Review: 2024 BMW M3 CS

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

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

Buying Used: 2018-2023 Volkswagen Tiguan

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

If you’re an automotive enthusiast looking for something cheap and fun in the secondhand market these days, things are a little rough. Ever since the COVID-19 pandemic hit us back in 2020, prices of iconic enthusiast-friendly classics have skyrocketed, making them, in some cases, more expensive than a brand-new sports car. But not all hope is lost, because there are still some hidden gems out there for any budget. One example is the first-generation MINI Cooper R50, an underrated future classic. It was sold here in Canada from 2002 to 2006 (2008 for the convertible).

When these cars came out, they were all about smiles per gallon. They were lightweight and tiny compared to anything else on the road, huge fun to drive and beautifully styled by non-other than Frank Stephenson. They also marked the return of the iconic MINI brand thanks to new BMW ownership.

Here’s a fun fact about these cars: in 2022, Hagerty UK listed the MINI Cooper R50 in its Bull Market List. Hagerty, a classic car insurer, considers that this generation of the MINI Cooper is currently at its most affordable and that it will slowly appreciate over time. Hagerty believes that the MINI Cooper is a future classic due to its significance in automotive history, but also because it’s a bookend car in the sense that it reincarnated the entire MINI brand that we know today.

Unfortunately, one of the reasons they’re so underappreciated and forgotten by enthusiasts is because of their shady reliability record. Stories of first-generation MINI Coopers blowing their engines, dropping their transmissions, or ending up with serious cooling or electrical issues are far too common, which has seriously hindered their appeal and resale value over time.

Finding the right Mini

Yes, it’s true that the R50 (base MINI Cooper), R53 (supercharged Cooper S) and R52 (Convertible Cooper and Cooper S) aren’t the most reliable cars out there. But it’s also true that if you pick the right one, you’ll end up with a MINI that’s “not bad”. That’s the one you’ll want to buy as a foundation for your build.

The good news in all of this is that you can still find a well-kept example with decent mileage in the vicinity of $10,000. When I bought my Cooper back in 2020, I paid $6,000 for a model that had never seen winter and it only had 115,000 km on the odometer. Needless to say, it was a keeper.

<img class="aligncenter size-full wp-image-174243" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/IMG_6949.jpg" alt="Mini Cooper R50" width="2000" height="1125" />

The first rule of thumb when buying an R50 is to stay away from anything that’s pre-2005. The early years were a nightmare, but in 2005, BMW basically overhauled the car, replacing several key components with sturdier and better parts. The transmissions were now supplied by Getrag instead of Midlands, which made them a lot more reliable.

The second rule when shopping for a first-generation MINI Cooper is to avoid the automatic transmission. As an enthusiast, you won’t want it anyway since it’s a CVT, but also because it was plagued with problems, leading to a <a href="https://topclassactions.com/lawsuit-settlements/closed-settlements/mini-cooper-class-action-lawsuit-settlement/#:~:text=Under%20the%20terms%20of%20the,mileage%20of%20the%20repair%2Freplacement.">class-action lawsuit</a>.

The final and perhaps most important rule of all: do not buy a Cooper S!

Now at this point, you’re probably wondering why? Why not start off with the high-performance, supercharged model for your performance build? The reason for this is that you’ll want to stay away from the complexity, as well as the oil consumption and cooling issues that resulted from the supercharger. The base Cooper, while underpowered, has a much simpler engine, while remaining a fantastic platform on which to build from.

<img class="aligncenter size-full wp-image-174247" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/mini-r50-manual.jpg" alt="Mini Cooper R50" width="2000" height="1123" />

So, let’s recap. You’ll want to find a 2005 or 2006 MINI Cooper, non-S R50, equipped with a five-speed manual transmission and, ideally, without low mileage. Also make sure that the car has been properly maintained and has its service records. This is a European car after all.

The Tuning Guide – Handling

The R50 MINI is already a fantastic handling car, but you can make it even better. One of this car’s main problems out of the box is that its ride is very stiff. You can improve ride quality and durability with a quality aftermarket coilover set.

<img class="aligncenter size-full wp-image-174248" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/mini-bilstein-coilovers.jpg" alt="Mini Cooper R50" width="2000" height="1125" />

Take the time to carefully shop for the brands that are available. Try to go for well-established companies that have made a good name for themselves in the aftermarket and OEM world. I personally chose Bilstein due to its extensive experience with all sorts of vehicles, more specifically European cars. I went with the B16 set due to its adjustability. Working with a trusty mechanic, I was able to find a sweet spot between handling and comfort. The upgrade led to a car that handles better, rides smoother, but that’s also more solid when hitting rough pavement.

Wheels and Tires

Since the R50 has a power disadvantage versus the R53 Cooper S, you’ll want to keep those wheels as small and light as possible. From the factory, the non-S Cooper comes with 15-inch wheels. I recommend staying with those. If you plan on going larger for looks, do not exceed 16 inches.

There’s a great website called <a href="https://minicooper.fandom.com/wiki/OEM_Wheels_and_Tires#15%22_Wheels">minicooper.fandom.com</a> that lists all the available OEM wheels for a first-gen MINI Cooper, with the weight of each set. The lightest wheels are the R81 “phone-dial” type, weighing in at only 12 lbs. each.

<img class="aligncenter size-full wp-image-174249" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/stock-wheels.jpg" alt="Mini Cooper R50 wheels mod" width="2000" height="1125" />

I personally couldn’t resist the look of the R90, Italian Job style 16-inch wheels. But I do realize that at 24 lbs. apiece, they’re on the heavy side.

Lastly, you’ll want to wrap those wheels with sticky rubber and if possible, not too wide. What you want from your MINI is to feel it at the limit, so you don’t want too much grip. From the factory, these cars come with 175-mm wide tires. I wouldn’t go past 205-mm, which is what I chose to put on my MINI.

Power – You’ll Need More of it

The biggest problem with the R50 is its lack of power. While immensely fun to throw into a corner due to its lack of body roll and small size, you might find things a bit boring in the straights. You’ll need to extract more horsepower and torque from that basic, but bomb-proof 1.6-liter, single overhead cam, 16-valve Tritec four-cylinder. Stock, it’s good for 115 horsepower and 110 lb-ft of torque.

But what this engine lacks in refinement, it makes up for it for by how simply it was engineered. When designing the MINI Cooper, both Rover and BMW wanted the car to be easily customizable. This also meant easily tunable. They therefore engineered a cast-iron block so it could endure massive abuse, either through natural aspiration, supercharging or turbocharging.

Breathing

The first step is to improve the engine’s breathing through an upgraded intake system. A cold air intake is typically the best route to take for this.

<img class="aligncenter size-full wp-image-174233" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/Engine.jpg" alt="Mini Cooper R50 intake mod" width="2000" height="1123" />

Just like the coilovers, carefully research each brand and find the one that is best suited for a MINI Cooper. Try to prioritize quality over low pricing. <a href="https://www.outmotoring.com/">Outmotoring.com</a> is a wonderful place to find aftermarket parts for all generations of the MINI Cooper. They suggested that I go with an A&amp;E cold air intake system for maximum gains. Upgrading your Cooper’s intake will also give it a pleasant, raspy snarl when climbing through the revs, further adding to the driving experience.

Exhaust

Intake modifications don’t do much if they’re not paired with a proper exhaust system. What you want from this tiny engine is to give it a chance to breathe properly, but also to adequately get rid of its waste.

A full exhaust system may be costly, but it’ll give you the greatest number of gains, especially if it’s mated to a proper intake system. In my case, I went with the Milltek setup, which is specifically designed for the R50 MINI Cooper.

<img class="aligncenter size-full wp-image-174246" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/MINI-R50-exhaust-mod.jpg" alt="Mini Cooper R50" width="2000" height="1125" />

Designed and hand-built in the UK, the system is said to add about 15 horsepower while improving the exhaust note, but not to the point of getting you pulled over by the police. One other aspect I particularly like about this exhaust system is that the muffler’s tip fits perfectly well inside the bumper hole, put there for the OEM exhaust tip.

True MINI connoisseurs will argue that the R50’s original “Coke can” exhaust tip is part of the Frank Stephenson design. And it is. But Milltek’s system is discrete enough to make it look like an OEM part, all while significantly improving your car’s performance and sound.

Ignition

Now that air and exhaust are flowing through your engine faster than before, you’ll also want to improve the entire ignition system so it can keep up. Out Motoring sells a great package for this that they call the <a href="https://www.outmotoring.com/mini-cooper/out-motoring-MINI_cooper_ignition-upgrade-out-ig-kit-kingsborne-beru-standard-screaming-deamon-coil-tune-up-performance-upgrade-spark-plugs-coil-pack-high-volt.html">Out Motoring Stage 3 Ignition Kit</a>. It comes complete with an upgraded coil pack from Screaming Demon, upgraded NGK spark plugs, and performance Kingsborne wires. This engine modification may seem insignificant, but when you mix it up with a proper intake and exhaust upgrade, you’ll notice the gains.

ECU Reflash

This is a tricky one and I highly recommend you read up on it before you embark on an ECU reflash. It’s also important that the company you work with knows everything about your car before they send you the tune.

<img class="aligncenter size-full wp-image-174239" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/IMG_6945.jpg" alt="Mini Cooper R50" width="2000" height="1126" />

I learned this the hard way by working with Superchips, a UK-based company. They sell a great kit called the Bluefin which allows you to simply connect it to your OBD port, giving you up to 10 horsepower in the process. Unfortunately, I hadn’t informed them ahead of time that I had already installed the parts listed above. This led to a reflash that simply wasn’t compatible with my already tuned engine.

My recommendation is as follows: either you begin with this upgrade or, if you plan on doing it last, like I did, make sure to inform the company of all the upgrades you’ve done prior. Also make sure to work with a company that has extensive experience with gen-1 MINI Coopers. Superchips is a good one, but they’ve already begun to legacy their kits due to their age.

How About the Brakes?

Upgrading your brakes is never a bad idea, but I’ve realized that the stock Cooper brakes are plenty capable of withstanding the augmented horsepower and torque. That’s why I decided to stay with the original four-wheel disk setup. All I did was upgrade my brake pads with Hawk performance ceramic units.

Enough Gains to Have Massive Fun

If all these steps are taken properly, your MINI Cooper R50 should end up in the vicinity of 140 horsepower give or take. Considering that these cars only weigh about 2,500 pounds, that’s a great power-to-weight ratio.

You’ll also notice that the engine revs easier all the way to its 7,000-rpm redline and that the throttle response is improved. Lastly, since the car’s entire intake, exhaust and ignition system is overhauled, I suggest always running on 91-octane fuel or higher.

In total, expect these mods to cost you anywhere between $5,000 and $7,000. Considering how affordable these cars are right now, you could end up with a highly fun, analog, and vocal little brat of a hot hatchback for less than $15,000.

Buying and Modding a first-generation BMW Mini Cooper R50

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Dear Ask a Mechanic,

My 2009 Toyota Corolla has a warning light that stays on. I’ve brought it into the dealership, and they say it has to do with the tire pressure. At the time, they did something to clear the warning light and checked the tires. They said it would cost a lot of money to replace the sensor that is causing the warning light. They said that if I didn’t want to pay for it to be replaced, I could just live with the warning light being on and just be sure to check the tires now and again. But it’s annoying seeing the light on every time I’m driving. What do you think? – Tire tired

Automotive tire pressure monitoring systems, generally referred to as TPMS, have been around for more than 30 years. The earliest design, co-developed by Bosch and Porsche, used specialized wheels with calibrated pressure switches built into them. The system was costly and not widely used.

Improvements in technology eventually allowed sensors powered by internal batteries to do the job. Each sensor transmits its information to the car’s computer using radio signals. While these sensors have become smaller and capable of transmitting more information (such as tire temperature and sensor battery strength), the basic premise of what is known as direct TPMS remains the same today.

At the same time, anti-lock brakes (ABS) have also become more common and its controllers are now much more sophisticated. This is also a way that tire pressure can be detected. Known as indirect TPMS, this method uses the ABS wheel speed sensors to monitor average tire speeds relative to one another.

Low pressure will result in a tire’s overall diameter becoming smaller. The tires sidewalls get smooshed out and the wheel is closer to the road, meaning the tire’s overall height is less and it will rotate slightly faster than a properly inflated tire. Eventually the average tire speeds reveal the imbalance, and the ABS module will turn on the TPMS warning light.

Automakers frequently use either type. Your Corolla uses the direct kind with four sensors in the valve stems. Since they have batteries built in them, they have a finite lifespan. The battery is attached to the sensor, so replacing the sensor is required to replace the battery, and the tires must come off the wheels to do it.

Like you, I hate having warning lights on, and TPMS is a useful system when it works, so I’d want to fix it. Just know that the sensors are probably all the same age, so even if only one is dead, the others may not be far behind.

While factory sensors can be expensive, aftermarket sensors are widely available, functionally interchangeable and potentially far less costly. I would expect that it will cost well under $100 for each sensor to be replaced and installed. You’ll most likely have to go an independent shop for this option, though.

Ask a Mechanic is written by Brian Early, a Red Seal-certified automotive technician. You can send your questions to wheels@thestar.ca. These answers are for informational purposes only. Please consult a certified mechanic before having any work done to your vehicle.

Dealing with the pressure from a tire warning light

wh-AskMechanic-Nov5

Dear Ask a Mechanic,

I have a three-year-old Mini Cooper. Recently two tires developed a bump on their side walls. I do hit the occasional pothole, but never at any high speeds. Because the wheels on the Mini do not have a conventional inner tube, I was told I would have to replace both tires (they have less than 18,000 kilometres on them). There is no warranty or insurance coverage, and it has cost me $750. What is going on here? – Tire Dinged 

Unfortunately, you’re the victim of a couple of automotive industry trends. One is the market’s preference for larger diameter wheels and correspondingly shorter sidewalls. With less sidewall height to flex and compress, the likelihood that the tire will get pinched by something, like the edge of a pothole or a driveway lip, becomes even greater.

Mini’s use of tire sizes on the Cooper that are a smaller in overall diameter than what is common in Canada and the U.S. results in even shorter sidewalls.

Your cost sounds quite high, but you probably tried to match the remaining tires, which would be a major factor. Even if you didn’t, the Cooper’s less popular tires sizes mean there are fewer alternatives on the market. One of the Mini’s tire sizes, the 205/45R17, is a common factory fitment on Mazda’s MX-5, but the Japanese roadster doesn’t use run-flat tire

Run-flat tires are another factor in your replacement costs. BMW, Mini’s parent company, began transitioning to primarily using run-flat tires in the early 2000s, eliminating spare tires and saving on vehicle weight, space and production costs. The German automaker isn’t alone in using run-flat tires, Chevrolet’s Corvette has used them for three generations, but BMW is among the higher users of them in the auto industry.

The key benefit of these extended mobility tires is the ability for the heavily reinforced sidewall to safely permit continued driving without air pressure (albeit at reduced speed) far enough to reach a service station or garage. Most tire manufacturers have a policy of replacing and not repairing the tire once that happens. Some do not permit repairs at all.

Due to their heavier and specialized construction, run-flat tires are typically anywhere from 10 to 30 per cent more expensive than comparable tires. They also tend to increase ride harshness, a side-effect of the super-stiff sidewalls necessary for low pressure support. Many owners opt to replace run-flats with other tires (and rely on roadside assistance in a flat tire situation) when they buy a vehicle with them.

While it won’t help you with your car’s original tires, pro-rated Road Hazard warranties are available from select tire retailers and brands (often at additional cost) for future tire purchases, offering you a limited form of insurance protection.

Ask a Mechanic is written by Brian Early, a Red Seal-certified automotive technician. You can send your questions to wheels@thestar.ca. These answers are for informational purposes only. Please consult a certified mechanic before having any work done to your vehicle.

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