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 

EQE front

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

Mercedes-Benz is well on its way to stuffing its showrooms full of all-electric vehicles from each vehicle segment, now home to SUVs of several sizes plus a couple of sedans. The subject of this week’s Base Camp is the latter – and we’ll go on record as saying it’s pleasant to see car makers continuing to produce this body style instead of being blindly laser-focused on crossovers and SUVs.

The <a href="https://www.wheels.ca/news/first-look-mercedes-benz-eqe-suv-mercedes-amg-eqe-suv">EQE</a> is Merc’s midsize all-electric sedan, mashing the brand’s “EQ” nomenclature with the familiar “E” from the long-running gasoline-powered E-Class sedan. Hey, at least it gives customers a known anchor point on which to find their footing. A trio of trims are on offer in Canada, starting with the $85,600 EQE 350 4Matic. To put this vehicle in perspective, its size straddles the gulf between Tesla’s compact Model 3 and larger <a href="https://www.wheels.ca/reviews/why-i-love-my-vehicle-2022-tesla-model-s-long-range">Model S</a>. There are a host of paint colours available, including the tasty Patagonia Red shown above.

Canadian customers will find all-wheel drive on every new EQE sedan, which is not the case in many other markets. Its electric motors are good for 288 horsepower and 564 lb.-ft of torque, while its 90-kWh battery has an estimated range of just over 400 kilometres on a full charge. When it’s time to replenish those electrons, the EQE should be able to hoover up electricity from a 170kW Level 3 fast charger with sufficient vigor to juice the thing from 10 to 100% in about half an hour.

<img class="aligncenter size-full wp-image-175115" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/EQE-int.jpg" alt="Mercedes benz eqe interior" width="1800" height="938" />

In its Exclusive trim, the EQE 350 comes standard with MB-Tex upholstery, a material which looks and feels much like real leather but historically has been so durable that it’s likely to outlive the car itself. A 12.3-inch instrument cluster serves up key information to the driver while a separate 12.8-inch OLED media display in the centre stack serves as party central for infotainment and ventilation controls. It is also host to wild and wonderful animations about the car’s power delivery and 4Matic all-wheel drive operation.

What We'd Choose

As with nearly all Mercedes-Benz vehicles, trim levels and option packages can quickly swell the EQE’s price tag faster than you can say auf wiedersehen to your bank balance. Stepping up to the EQE 500, with 402 horses and 633 lb.-ft of electric twist is nearly a $10,000 proposition – we’re not sure $87.50 per pony is a sensible spend of cash.

Sticking with the EQE 350, moving from the Exclusive to Pinnacle trim is approximately half that premium but does bring a host of excellent features such as a heads-up display, quad-zone climate control, and Mercedes’ trick interior ambient lighting system. It’s the latter which is most tempting, since it turns the cabin into an event of illumination, responding to changes in ventilation temperature and even subtle beats of music – yet manages to do so in a way that isn’t devastatingly distracting. For this author, selecting that trim on the EQE 350 is an easy choice.

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 Mercedes-Benz EQE 4Matic Sedan

Solterra front 3q mountain tops 11

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.

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

2023 Subaru Solterra First Drive

GR Corolla front

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.

It’s been ages since one could mention Toyota in the same breath as ‘GTI’ or, indeed, any variant of true hot hatch. That’s changed of late, with the appearance of cars like the tasty GR86 and fun Supra. Now, the company’s speed demons – spurred on by CEO Akio Toyoda who soon moves into a chairman’s role – have introduced the <a href="https://www.wheels.ca/features/does-the-gr-corolla-live-up-to-the-hype">GR Corolla</a>.

Under its stubby hood is a 1.6L three-cylinder turbocharged engine making 300 horsepower which works out to a stupefying 185.4 horsepower per litre. To put that in perspective, a V8-powered Ram 1500 pickup truck would have to make over a thousand ponies to equal that figure (it doesn’t even make 400, if you’re wondering). Tied to this frenetic little mill is an all-wheel drive system and a six-speed manual transmission sorting out power.

There will be three trims of the GR Corolla, explaining why a specific variant of Toyota’s little hatch qualifies for its own Base Camp post. Kicking things off is the Core, priced at $45,490 plus fees and coming equipped with a few unique features compared to American examples. Atop that list is a Torsen limited-slip differential which helps tidily sort out power during spirited track sessions. This goodie isn’t on the American base car, so take note if you’re researching yer purchase using sites from that country.

<img class="aligncenter size-full wp-image-175047" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/GR-Corolla-int.jpg" alt="toyota gr corolla" width="1800" height="900" />

A trio of colours are on tap for the Core trim, including an extra-cost Supersonic Red. Black, shown here, does a good job of showing off the car’s boxy flared rear haunches and permits the maw-like grille to blend easily. It’s to trouble to pick out the Core compared to the next-level Circuit trim since the latter has a hood with flared nostrils and some other styling cues which are immediately identifiable.

Inside, heated seats are also Canadian-spec on the Core, though the 8.0-inch touchscreen and six-speaker stereo are becoming universal in most Toyota models of this ilk. The brand’s Safety Sense 3.0 suite of driver aids inspire confidence on messy days with gear like lane keeping and auto dimming headlamps plus a dynamic cruise control system which accounts for road speed whilst negotiating some curves. The driver’s perch adjust six ways and all seats are wrapped in fabric (different upholstery options appear further up the food chain).

What We'd Choose

It is a significant $8,500 jump to the Circuit edition, especially given the fact there is no extra horsepower in the engine bay (not that we’re complaining; 300 ponies in a car this size is tremendous). It’d be a different conversation in markets where the Core does not have the limited-slip diff, but that’s not an issue in Canada. Snazzier seats upholstered in a suede material, better audio gear, and a heated steering wheel – plus the exterior visual addenda – are the bulk of this trim’s claims to fame.

Worth making the leap, then? We’d be more inclined to save the cash and budget that cheddar for items which pair well with GR Corolla ownership. A sum of $8,500 would buy a lot of tires, for instance, not to mention several track days and perhaps a few lessons from any number of schools in the country. With the Torsen diff on board the Core in Canada, it is easy to recommend that trim.

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 Toyota GR Corolla

2023 RZ 450e Wave 6 Canada 043

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

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

2023 Lexus RZ 450e First Drive

043A7465

She thinks about him a lot when she is driving. Tom O’Brien was a high school teacher with a hot-red Toyota Tercel stick shift. In the years before he retired, having become chaplain of Senator O’Connor College School in North York, the father of four, who was born in Ireland, decided he needed to size up his set of wheels. There was but one requirement for the new vehicle: extra space.
Space to transport the many things that might keep a community close-knit: food for a communal dinner, equipment for a Sunday singalong, a back seat ready to give any neighbour a ride.
Perhaps Tom O’Brien was not thinking of himself when he bought his 2011 <a class="text-block__link" href="https://www.toyota.ca/toyota/en/vehicles/rav4/overview?gclid=CjwKCAiAl9efBhAkEiwA4TorikomGLKd_vza7ZzLUf9NMNwT8VXFsjhzNMUItfarkgrTgyfl8yGjjRoCgdoQAvD_BwE">Toyota RAV4</a>, but of everyone else.
<img class="aligncenter size-full wp-image-174993" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/043A7380-scaled.jpg" alt="why i love my car rav4" width="2560" height="1708" />
His daughter Wanda, who now owns the SUV, agrees and adds that was just her dad.
“I remember back then being really excited to see this new car that my dad had bought.
“And then I saw it,” recalls Wanda O’Brien, whose late father Tom bought the 2011 Toyota RAV4 second-hand.
“I saw this brown machine in my parents’ driveway and I thought, ‘Ew, dad! If you’re going to spend money on a new car, first of all, why brown?’ I was living overseas at the time, and, on the occasion that I’d be home, I’d use the RAV for errands and such.
“It just felt too big, too uncomfortable. It wasn’t for me, but my dad.
"He just loved it.

<div class="image article-content__image image__has-rightrail pure-image hideRegistration image--flush-sides">
"A few years later — three years ago now, this January — my dad died unexpectedly at the age of 72. He had gone in for a routine surgery and things just went very wrong.
"The loss of my father has been the first major grief I’ve experienced in my life. The pain of it has been so vast and enormous.
"My family and I feel it was a grace that my father passed away right before the pandemic hit. I feel terrible for those who suffered a loss during that chaotic time. But then there I was, stuck in Toronto and in deep grief from the loss of my father. I desperately needed an escape and I discovered one, that same summer, in camping.
"I had a Mazda at the time, but it was always just so tight to pack it up for those trips into the wild that I needed so badly. My thoughts started turning to the RAV for the same reason my dad had considered it: for its sheer amount of space. I put my hand up to say that I wanted it and took over the ownership in 2022.
"The first time picking it up and getting into it as my own was in my childhood driveway. I remember getting into it and feeling a bit emotional. Sitting there in the driver’s seat I thought, ‘Hey, Dad. Thanks! I really appreciate it.’
<img class="aligncenter size-full wp-image-174994" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/043A7462-scaled.jpg" alt="why i love my car rav4" width="2560" height="1708" />
"The car, in I suppose more ways than one, enabled me to move again. I’ve learned that grief doesn’t just have to be painful. And now having this vehicle available to me, and having experienced this slow burn of coming to absolutely love it … I feel so safe and comfortable in that car and I know that’s so clearly linked to the safety and comfort that he always provided. I even love the colour now.
"I think whenever the time inevitably comes that it’s time for this car to go — will that be hard? Yes, but I almost feel like I’m at a different stage where I’m thinking it is just a thing and I’m so grateful I had it. I’m genuinely just really grateful to have it for the time that I do.
"One of the last things my father said, in the hospital before he passed away was, ‘Ah life, there’s great pain, but there’s great joy, too.’ With grief, I’m at that point where, yes, there is pain, but there is so much joy.

<div class="image article-content__image image__has-rightrail pure-image hideRegistration image--flush-sides">
"This car, in its connection to my father, brings me so much joy."
<img class="aligncenter size-full wp-image-174992" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/043A7371-scaled.jpg" alt="why i love my car rav4" width="1708" height="2560" />
<div></div>
<div class="text-block-container">“I listen to my dad sing while I drive”</div>
Being an older car, this RAV has a CD player. My dad was a very humble singer and guitar player who had actually written some of his own songs. As a retirement gift, we had purchased him some studio time and when he passed away we used those recordings to produce a CD. I listen to it often when I drive, and I do cry sometimes. But it helps ground me in the loss, because, although no one I meet going forward will ever have a chance to truly know him, we have his voice and his words. They can get to know him through his music.

<div class="text-block-container">“There’s room enough for anything”</div>
The fact that you can bring the seats fully down in this car means you can really load it up. It has made packing for camping so much easier and does things like enable me to have easy access to my cooler while I’m out there — I like to keep it safely tucked away as I’m a bit bear-paranoid. My mom actually said to me recently, ‘You know, they don’t make them like that anymore.’ Apparently the new RAVs are much shorter than this one. She said, ‘That’s why your father got it’ and I thought, ‘That’s why I love it.’
<img class="aligncenter size-full wp-image-174996" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/043A7560-scaled.jpg" alt="why i love my car rav4" width="2560" height="1708" />
<div></div>
<div class="text-block-container">“Who knew how fast it could go?”</div>
Several times since his passing, friends of my father’s have found out he drove this particular car and been shocked that he would drive something so speedy. This car, I’ve discovered, has a 3.5-litre 2GR-FE V6 engine, which means it can go very fast. But it surprises everyone, because my dad presented as such a gentle man. I actually wonder if he ever really knew the capability of it. Me, I’m a pedal-to-the-metal person, and often when I drive now I can hear him saying, ‘Wanda, would ya slow down?’ and I say with a loving eye roll, ‘Yes dad. I see that car, Dad. Thank you.’ ”
Do you love your vehicle? Email us at <a class="text-block__link" href="mailto:wheels@thestar.ca">wheels@thestar.ca</a> with “Why I Love My Car” in the subject line and tell us, briefly, why you do!
Correction — March 8, 2023: Tom O’Brien was a high school teacher and chaplain at Senator O’Connor College School in North York, and he drove a Toyota Tercel. A previous version of this article misstated the location of the school the and the model of the car.

</div>
</div>

A daughter finds her own road to healing in dad’s car

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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)

BMW is still betting on the sport sedan as an essential part of its lineup even though the general public seems to have <a href="https://www.wheels.ca/features/the-mercedes-benz-c-class-is-better-than-ever-does-anyone-care">forgotten about them</a>. Sales of the 3 Series, which was once BMWs best-selling model, have dipped year after year despite it being one of the best driving sedans you can buy today. Within the current 3 Series lineup, the M340i sits at the top and for the 2023 model year it gets a big list of upgrades including a hybrid power boost.

The 382 hp from the 3-litre turbocharged inline-6 is unchanged but a 48V mild hybrid system integrated into the 8-speed automatic transmission add an 11 horsepower kick during acceleration. It works with the gasoline engine to eliminate any semblance of turbo lag (not that there was much to begin with), increase efficiency, and refine the auto stop/start system to the point where it’s seamless.

While this might seem like a minor change the effects of the system are immediately noticeable. Throttle response is immediate and the M340i feels like it’s taken notes from its electric sibling the BMW i4. The wave of torque from this powertrain is so linear and so relentless, it must be the closest thing to surfing a tsunami. Capable of blasting from a 0-62 mph in just 4.1 seconds, this M340i xDrive is astoundingly quick.

<img class="aligncenter size-full wp-image-174955" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/DSC04260.jpg" alt="2023 BMW M340i" width="2048" height="1365" />

The M340i has standard all-wheel drive, so all that power has no problem finding the ground. With so much traction and power at your disposal, my immediate impressions are that it’s basically an <a href="https://www.wheels.ca/vehicle-reviews/first-drive-2021-bmw-m3">M3 without the wide body kit</a>, quad-exhaust tips, and extra fuel consumption. The M340i also gets a limited-slip differential something that was exclusive to M models at one time.

The performance might bring to mind the M3, but this is a 3 series and something the 3 Series has always done well is keeping a low profile. Most will think it’s a perfectly fine sedan, not really anything special. Its styling is inoffensive, and purposeful, there are no aero appendages or massive cooling ducts, and even the exhaust note is rather muted. If you only went about your day using 25 per cent of the throttle, never really venturing away from the “Comfort” drive mode, you’d still be perfectly happy with your refined luxury sedan. And that’s because the 3 Series in any form is just a really good all-rounder. It can carry up to 5 passengers in comfort, has a big trunk, and gets good gas mileage.

<img class="aligncenter size-full wp-image-174949" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/DSC04246.jpg" alt="2023 BMW M340i" width="2048" height="1365" />

It has a really nice interior too. Like the i4, the 3 Series now gets a giant curved display as standard equipment. It’s actually 2 separate screens housed under a pane of glass and they look spectacular. The driver’s display measures 12.3-inches and the central display is 14.9-inches of pin sharp graphics and rich colours. The latest version of iDrive called BMW Operating System 8 is intuitive and a pleasure to use. I’m happy to see that BMW is sticking with the iDrive control knob first introduced over 20 years ago on the 7 Series. It makes using the system easier and safer when on the move as you don’t have to take your eyes of the road for as long as you do with a touchscreen. I’m less enthusiastic about the climate controls having migrated over into the screen as well, meaning that turning on the A/C or the heated seats requires you to dive into the infotainment, which isn’t ideal, at least for me.

<img class="aligncenter size-full wp-image-174952" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/DSC04253.jpg" alt="2023 BMW M340i" width="2048" height="1365" />

The seats are comfortable, supportive and great for long drives. Even the driving position is just about perfect with great visibility all around. These are 3 Series hallmarks and it sets the stage for the drive, which doesn’t disappoint. It’s not the outright power but the balance of all the controls that sticks with me. Everything is in harmony. The brakes, steering, and throttle have a similar weight and feel to their operation and it makes the M340i a predictable and easy car to approach, regardless of driving skill.

For those that want to push it a bit, the M340i is more than capable of compressing your kidneys into the back of the seat under acceleration but prodigious brakes keep things from getting away from you. With sharp turn in, a finely balanced chassis, and minimal body roll this is a sedan that thinks it’s a sports car.

<img class="aligncenter size-full wp-image-174947" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/DSC04244.jpg" alt="2023 BMW M340i" width="2048" height="1365" />

There’s no getting around the stiff ride, which is the price you pay for the sharp handling. You will feel the road in any of the drive modes but that’s sort of the point of the 3 Series. It’s not uncomfortable by any means but it does help you form a better connection to the road. It’s one of the reasons why sport sedans like the 3 are so engaging to drive.

On the highway it swallows miles like free beer with effortless passing power and a solid composure that makes it feel like it’s on rails. When it’s done being a commuter, taking the long way home in a 3 Series is reason enough to justify your purchase over just about any luxury crossover.

<img class="aligncenter size-full wp-image-174956" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/DSC04264.jpg" alt="2023 BMW M340i" width="2048" height="1365" />

You do have to pay a lot. My tester was just over $80,000 and that’s basically last-generation M3 money and while things have gotten much more expensive it’s hard to look at that figure when we’re only talking about a 3 Series here.

The chances are that most customers entering a BMW showroom will end up leaving with a new crossover, and while there’s nothing wrong with that, the exceptionally good to drive 3 Series will speak to those who put driving pleasure at the forefront. In the sport sedan segment the 3 Series has always been the yardstick by which the competition is measured. The new updates we see here will ensure that it holds that title for years to come.
<h3 class="p1">2023 BMW M340i xDrive</h3>
BODY STYLE: 4-door,  5 passenger compact sedan
CONFIGURATION: -Front-engine, all-wheel drive
ENGINE:  3.0-L turbocharged inline-6 ; Power: 382 hp @ 5000 rpm  Torque: 369 lb-ft @ 1600 rpm
TRANSMISSION: 8-speed automatic
CARGO CAPACITY: 481 litres
FUEL ECONOMY : (Premium-grade Gasoline in L/100 km): 10.3 city; 7.4 highway; 9.0 combined 
PRICE: $ 66,000 (base); $80, 925 (as-tested)
 Website: <a href="https://www.bmw.ca/en/home.html">BMW Canada</a>

2023 BMW M340i Review

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While news of the upcoming CX-90 crossover is just breaking, let’s not forget that vehicle owes much of what it’s made of to the Mazda CX-9; after all, it was the CX-9 that represented Mazda’s first foray – way back in 2007 -- into what has become one of the busiest sectors in the passenger vehicle world.

While matte exterior paint – especially grey tints -- have become quite popular in the car and light truck world these days, it remains a somewhat specialized shade and I’m not sure it works on the massive body panels of a three-row SUV. Yes, it makes perfect sense and looks fantastic on, say, the Mazda3 Sport hatchback but it just seems like they’re trying a little too hard slapping it on the CX-9. Which is why the Soul Red Crystal Metallic tint on my tester is a unique and incredibly classy look. Mazda has been refining the tint for a while, to the point where they now lay it on even thicker than before and it looks incredibly rich and upmarket as a result. I love it, and I wouldn’t have my CX-9 – or, for that matter, my <a href="https://www.wheels.ca/reviews/2023-mazda-cx-50-gt-turbo">CX-50</a>, my <a href="https://www.wheels.ca/vehicle-reviews/review-2022-mazda3-sport-gt-turbo-hatchback">Mazda3</a>, my MX-5 etc. – any other way.

<img class="aligncenter size-full wp-image-174938" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/IMG_8396.jpg" alt="2023 Mazda CX-9 Signature" width="2000" height="1333" />

The Pure White interior on my tester is just the right amount of classy and cool. There is a darker Deep Chestnut brown option, but that’s the extent of it; it seems that the Nappa leather that comes standard on the Signature trim is a pricey piece of kit, and adding too many variations of it probably wouldn’t have been great business, although not having a black or charcoal of any kind is a strange choice. If you want something a little flashier, you actually have to go downmarket to the Kuro version which comes standard with a Garnet Red interior as its only choice.

So the cabin looks nice and even with the flowing lines and somewhat aggressive roofline that punctuates the exterior styling, it’s roomy inside the CX-9. Front passengers get 1,041 millimetres of legroom and 1,019 mm of headroom with the moonroof, while second-row passengers get a generous 1,001 mm of legroom and 978 mm of headroom. The door openings are such that it’s pretty easy to get in and out of the CX-9 though I did strike my knee on the centre console a few times during my test. Once in, though, I found the driver’s seating position to be right on, and the 10-way power adjustable seat to be comfortable.

<img class="aligncenter size-full wp-image-174936" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/IMG_8384.jpg" alt="2023 Mazda CX-9 Signature" width="2000" height="1333" />

I think I was even more impressed with the third row of seating, though. There’s room for two in the third row and since the second row is made up of two captain’s chairs, getting back there is doable even for taller folk. Once in, meanwhile, the seating area suits adults just fine for shorter drives and it’s perfect for the kids. There are cupholders and storage bins on either side, too, as well as two of the six USB ports found inside. All this points to a third row that’s meant to be used pretty regularly. Dropping those seats to the floor, meanwhile, provides 1,082 litres of cargo space while folding all the seats allows for 2,017 L.

Being the Signature trim, my tester came fully equipped with heated front and second-row seats, ventilated front seats, Android Auto and Apple CarPlay as well as wireless charging – it should be noted, however, that the CX-9 now gets Mazda’s latest infotainment system but has lost wireless Apple CarPlay and Android Auto in the transition.

Otherwise, you get a larger 10.25” display, a faster OS and a new interface. It’s still not the flashiest piece of kit you’ll find in this sector, however, as Mazda continues to lag behind when it comes to their native infotainment interface. In addition to the somewhat tame graphics, the fact that every time you want to change a radio station you have to press a number of buttons is annoying and even then, it always ends up dumping you to the top of the list, which is especially challenging when it comes satellite radio. Getting to your favourites list, however, only takes a single press of a traditional hard button so that’s a workaround I made regular use of. You do get good 12-speaker Bose audio, though, as well as three-zone climate control and a heated steering wheel. There is very little more that I’d ask for from my three-row SUV.

Power comes from Mazda’s very good turbocharged four-cylinder that puts out 227 horsepower and 310 pound-feet of torque, fed to the wheels via a six-speed automatic transmission with paddle shifters.

<img class="aligncenter size-full wp-image-174937" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/IMG_8389.jpg" alt="2023 Mazda CX-9 Signature" width="2000" height="1333" />

Even though the CX-9 weighs in at just a hair under 2,000 kilos, this powerplant makes short work of highway entry ramps and passing manoeuvres as it is a great balance between engine and transmission and I didn’t miss having a larger, naturally-aspirated V6 as is so often the case with vehicles of this type. Not the most frugal of runners, though; we saw 11.2 L/100 km in the combined cycle, which is a little more than what NRCan found during their testing. Blame an icy few days in late February, perhaps, for the discrepancy.

It took Mazda a little while to get on the turbo train, but obviously they weren’t twiddling their thumbs and they’ve managed to deliver a smooth powertrain with low turbo lag and a pleasingly flat torque curve; peak torque arrives at just 2,000 RPM so there’s always power on-tap.

Acceleration and highway speeds are nice and all, but the CX-9 remains a Mazda and the manufacturer’s “zoom zoom” tagline isn’t lost on it, even though it’s a sizeable three-row SUV. Turn in once you add some lock to the (surprisingly small) steering wheel is responsive and immediate, and well-tuned dampers mean body roll is minimal. It all combines to make for a large three-row SUV that drives more like its smaller CX-5 two-row sibling – I should know, having spent time in every iteration of the CX-5 over the years.

Perhaps I shouldn’t be spending so much time discussing the drive characteristics of a non-performance three-row SUV. but the CX-9 really does have the goods to justify that angle. It has the space and interior features that most SUV buyers need, too, so you’ve got a great mix of two worlds here.
<h3>2023 Mazda CX-9 Signature</h3>
BODY STYLE: five-door three-row crossover

DRIVE METHOD: front-engine, all-wheel drive
ENGINE: 2.5-litre inline-4 turbo, 227 hp, 310 lb-ft of torque

FUEL ECONOMY CITY/HIGHWAY/COMBINED: 11.6/9.1/10.5 L/100 KM
TRANSMISSION: six-speed automatic

CARGO CAPACITY: 407-2,017 L

TOWING CAPACITY: 1,588 kg (3,500 lbs.)

Base MSRP: $54,050

WEBSITE:  <a href="https://www.mazda.ca/en/vehicles/cx-9/">Mazda CX-9</a>

2023 Mazda CX-9 Signature Review

Kia Niro front

Setting aside conversations about the impact of electric cars and the state of public charging infrastructure in many parts of this country (those are rows we can save for another day) there’s no arguing there are more choices in the market than ever before. Kia has taken an interesting tack by offering multiple options in similar segments, one of which is the  Kia Niro EV.

Occupying a unique space in terms of size – larger than a <a href="https://www.wheels.ca/reviews/2022-hyundai-kona-n-review">Hyundai Kona</a>, smaller than a Toyota RAV4 – the Niro is available as either a hybrid, plug-in hybrid, or all-electric. It’s the latter we’ll focus on today. Starting at $44,995 for an entry level Premium trim, it has an advertised range of 407 kilometres when its 64.8 kWh battery is full of juice. Its electric motor is capable of making just over 200 horsepower and 188 lb.-ft of torque, all of which is available the instant its driver flexes their big toe. Kia says the Niro can hoover enough electrons from a Level 3 100kW fast charger to replenish its battery in 45 minutes (bank on 9hr overnight charge if using a Level 2 you’ve installed at home; figure about 2.5 days when plugged into a standard 120V household outlet).

Only the midnight-hued Aurora Black is offered as a $0 colour on the Niro Premium, with Snow White Pearl and Steel Grey costing an extra 250 bones. The absence of roof rails is a dead giveaway to this trim’s base status but features like heated sideview mirrors and 17-inch alloy wheels are present. And if anyone mistakes those towering LED tail lamps for something out of a Cadillac catalogue, Kia won’t argue.

<img class="aligncenter size-full wp-image-174921" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/Kia-Niro-int.png" alt="Kia Niro EV" width="1800" height="986" />

Inside, customers will find heated seats up front (important in an EV since they help occupants warm up quickly but don’t use much juice), automatic climate control, and a steering wheel that adjusts for reach and rake. That wheel is peppered with buttons, some of which control the brand’s intelligent cruise control system which can act as a useful anti-fatigue device on long journeys. Infotainment is taken care of by a 10.25-inch multimedia interface which features built in nav and the ability to haul in satellite radio stations. It also works well with Apple CarPlay and Android Auto. Another 10.25-inch screen sits ahead of the driver as a gauge cluster and may be configured umpteen different ways.

What We'd Choose

It’s a $3,000 walk to the Premium+ trim, a level which sounds like a soup cracker but actually adds a few key features – some of them important to the EV ownership experience. Atop this list is a heat pump, a piece of kit which warms the cabin more efficiently than a resistive heater and should be considered a must-have in order to stretch the driving range of any EV. It’s tempting to recommend the Premium+ for this feature alone.

But there are a few extra goodies included for yer extra 3 large, such as a power liftgate at the rear and wireless device charging in the cabin. Seats are upgraded to a cloth/synthetic (read: fake) leather mix, the steering wheel gains heat, and urchins in the peanut gallery are #blessed with an armrest in the centre of their bench.

Toss in the newfound ability to select tasty colours like Runway Red or Mineral Blue (for $250, natch), and the Premium+ trim becomes an easy recommendation.

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 Kia Niro EV

Guillaume Fournier Photographe-GFV_9910

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

Before being an automotive journalist, I worked as a technical writer. My job essentially consisted of writing end-user documentation to help users better understand a given product. I, along with my colleagues, would put together user manuals, instruction booklets, shop manuals for mechanics, service bulletins and even recalls.

Among the different fields I did this in, I was once employed by a company called True Key. Over there, I’d often work with the UX (user experience) department. Together, we would ensure the smoothest, most seamless operation of our app. We would spend weeks working on a single menu, streamlining it, overthinking it, and writing the correct sentences so the user could enjoy using our service.

That job has gotten me highly critical about UX in general, even to this day. That’s probably why I’ve been giving the eight-generation Volkswagen Golf – only sold in Canada as the Golf GTI and <a href="https://www.wheels.ca/search?search=golf+r&amp;author=&amp;date=365&amp;tab=articles#:~:text=Apr%2022%2C%202022-,REVIEWS,2022%20Volkswagen%20Golf%20R%20Review,-ADVERTISEMENT">Golf R</a> – a hard time. Since its release in 2022, I, along with other automotive journalists have been ranting away about how bad its ergonomics have become. And that’s too bad, because underneath the GTI’s skin lies what could have been the best hot hatchback on sale.

An Opus That’s Hard to Beat

To Volkswagen’s defense, it had a steep hill to climb when given the task of replacing the last-generation Golf (MK7), arguably the best in the car’s history.

Under Ferdinand Piëch’s supervision, Volkswagen became an overachieving, engineering-driven carmaker. Between building W8 Passats and developing the record-beating Bugatti Veyron, everyone at the Volkswagen group worked overtime at exceeding the boss’ expectations, or else.

The <a href="https://www.wheels.ca/vehicle-reviews/review-2021-volkswagen-golf-gti">seventh-generation Golf</a>, sold in Canada from 2015 to 2021, was born in that kind of environment. It was not only a very good car, but it was also disrupting segments that had nothing to do with it. Here’s a fun fact about the MK7: when VW put it to market in Europe in 2013, Mercedes-Benz delayed the launch of its C-Class luxury sedan to improve it. That’s how strong the Golf’s ripples were.

It's fair to say then that the MK8 had big shoes to fill, which is why Volkswagen didn’t alter the overall package much. It’s about the same size as the old car but with a slightly more contemporary design language. It remains one of the cleverest hatchbacks on sale. Neither too big, nor too small, the GTI fits four comfortably, albeit having a slightly small rear seat. Its hatchback configuration also makes it ultra practical, yielding cargo space that’s on par with some small SUVs.

<img class="aligncenter size-full wp-image-174901" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/Guillaume-Fournier-Photographe-GFV_9994.jpg" alt="2023 Volkswagen Golf GTI" width="2080" height="1387" />

<img class="aligncenter size-full wp-image-174900" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/Guillaume-Fournier-Photographe-GFV_9986.jpg" alt="2023 Volkswagen Golf GTI" width="2080" height="1387" />

Volkswagen understands not messing with a good recipe, which is why the car’s hardware is mostly carried over from before. The platform, an evolution of the old car’s (MQB Evo), was reinforced in key areas to improve chassis rigidity and solidity during a crash. Underneath the hood sits the same turbocharged 2.0-liter four-cylinder engine as before (EA888 Evo 4), but with significant improvements and more power.

Horsepower climbs from 228 to 241 and torque, from 258 to 273 lb-ft. The drivetrain can still be mated to either a 6-speed manual transmission or, in this case, a 7-speed dual clutch automatic. Yes, the GTI is still front-wheel drive only via an electro-mechanical limited-slip differential. All-wheel drive is reserved for the almighty Golf R. But since the Golf GTI is a lighter car and its horsepower figures have gone up, its level of performance is almost in the same league as the R’s now.

A Frustrating Interior

Strapping yourself inside a Golf GTI is still a bit of a squeeze if you’re tall due to narrow door openings. Once inside however, the sport bucket seats offer great bolstering and lumbar support, albeit giving you an awkward feeling of kissing the ceiling. Visibility is however top notch in a GTI.

<img class="aligncenter size-full wp-image-174886" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/Guillaume-Fournier-Photographe-GFV_0002.jpg" alt="2023 Volkswagen GTI" width="2080" height="1387" />

This is where things sadly start falling apart. Not only is build quality not on par with what VW has accustomed us to in the past, the entire car’s controls are a total mess. For instance, the steering wheel is smeared with haptic feedback buttons that never seem to operate consistently. Sometimes they respond to the slightest touch, other times you might need to smash it.

On the centre stack, VW has eliminated pretty much all physical buttons, but left four quick keys to access various areas of the infotainment system, like climate, drive modes and driver assistance technology. Hitting a button will take a few seconds to open the desired screen, because it lags, especially when the car is cold.

<img class="aligncenter size-full wp-image-174885" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/Guillaume-Fournier-Photographe-GFV_0001.jpg" alt="2023 Volkswagen GTI" width="2080" height="1387" />

Volkswagen does at least leave a haptic slider to adjust audio volume and cabin temperature. The problem is that the slider doesn’t illuminate at night, so you’re forced to operate everything from that awful system. What’s more, removing the very intrusive driving aids will require you to repeat the operation each time you turn on the car. Because, no, it’s doesn’t remember your prior settings. After spending a week with the GTI, I was about to rip the screen out of the dashboard from frustration. It’s that bad. Luckily, Volkswagen announced that an update is coming to fix all of that.

The Drive is Still Sweet

Thankfully, once you’ve set everything to your liking in the cabin, the GTI lets you unwind by letting it loose on an open piece of tarmac. And my gosh does it deliver. The formula is still just right. The GTI pulls strong in any gear, with ample low-end torque and a willingness to rev to redline. The dual-clutch gearbox is a gem. It’s quick to respond, always knows what to do, and disappears in the background during casual driving. It’s so good, that I would consider choosing it over the manual.

Chassis tuning remains this car’s best asset. The Golf GTI’s suspension damping is both compliant during casual driving and stiff enough when pushing it through a mountain. That’s because it has adaptive dampers that alter their characteristics according to the selected drive mode. But even in the stiffest setting, the GTI rides smoothly, with a solid and mature feeling overall.

<img class="aligncenter size-full wp-image-174898" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/Guillaume-Fournier-Photographe-GFV_9963.jpg" alt="2023 Volkswagen Golf GTI" width="2080" height="1387" />

Throw the GTI hard into a corner, and it claws the tarmac. The limited-slip differential allows you to gracefully carve your way around the bend. The GTI allows you to drive it like a hero, all the time. It’s a companion that’s always willing to follow you in your next crazy adventure. Once you’re done hooning it around, it becomes just another Golf. It’s discrete, comfortable, practical, and surprisingly thrifty. During my time with the car, in winter, I recorded a 9.0L/100 km average. For a powerful hot hatch, that’s more than decent.

The 2023 Volkswagen Golf GTI feels like it was designed by two different departments that didn’t speak to each other until the end of the development process. On one side, the engineers developed a fantastic hot hatchback that’s quick, fun and composed. On the other, the people at the UX department appear to have never driven a car in their life. What I learned in my past career is that bad UX has the potential to ruin even the best products. The MK8 Golf GTI perfectly makes that point.
<h3>2023 Volkswagen Golf GTI</h3>
BODY STYLE: Five-door compact car

CONFIGURATION: Front engine, front-wheel drive

ENGINE: Turbocharged 2.0L I4 (241 horsepower @ 5,000 rpm / 273 lb-ft @ 1,750 rpm).

TRANSMISSION: 7-speed dual clutch automatic

FUEL CONSUMPTION: 9.7 L/100 km (city) / 7.0 L/100 km (highway) / 8.5 L/100 km (combined).

OBSERVED FUEL CONSUMPTION: 9.0 L/100 km

CARGO CAPACITY 564 liters (977 liters total)

PRICE: $42,159 (as tested)

WEBSITE: <a href="https://www.vw.ca/en.html">Volkswagen</a>

2023 Volkswagen Golf GTI Review

GCL front

Continuing our theme of gigantic three-row SUVs, this week’s Base Camp entrant is a same-but-different model from a very familiar brand. Seeking to cash in on Canadian’s thirst for 7- or 8-passenger SUVs by leveraging the popular Jeep name, the <a href="https://www.wheels.ca/reviews/2021-jeep-grand-cherokee-l-summit-reserve-review">Grand Cherokee L</a> takes much of what’s known and appreciated on the stalwart Grand Cherokee and puts in all in a taffy puller, stretching it about 5 inches to benefit passenger space and cargo room.

Keeping with tradition, the base Trim is called Laredo, a moniker which has been around since the brand’s early days. This $58,740 SUV comes standard with a 3.6L Pentastar V6 engine, one which makes 293 horsepower and has been installed in variants of just about everything Jeep and its related brands have built in the last ten years. This grunt is fed to the earth via an 8-speed automatic transmission and a Quadra-Trac I full-time single-speed 4WD system. For the uninitiated, this is Jeep’s basic 4x4 setup which doesn’t have some of the brand’s legendary off-road features like an electronic locking rear differential but is amply capable for the vast majority of Canadian buyers seeking a machine that’s sure-footed in winter.

Anyone with eagle eyes will be able to tell the difference between a Laredo and next-rung Altitude. The Laredo gets exterior goodies like body-coloured door handles, a roof rack with chrome brightwork, 18-inch wheels, and power side mirrors; dead giveaways it is the base model are a lack of LED foglamps, snazzy wheel design, and a smattering of gloss black trim details. All five colour choices are the same, however, with Silver Zynith (and its creative spelling) being the pick of the ones offered as no-charge options.

<img class="aligncenter size-full wp-image-174881" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/GCL-int.jpeg" alt="jeep grand cherokee l" width="1800" height="1033" />

Inside, know that USB ports are the new cupholders, with an arms race developing between manufacturers of three-row SUVs to see who can pack the most into their vehicles. All trims of the GCL have an even dozen of the things but a wireless charging pad is reserved for options packages or the next-up Altitude. Some customers will welcome the Laredo as the only GCL trim with cloth seats, heated up front and delivered as buckets in the middle row. Tech includes Jeep’s dandy 10.25-inch full-colour digital gauge cluster ahead of the driver and an 8.4-inch infotainment screen in the centre stack. Typical safety gear like lane management and forward collision warning tools are standard.

What We'd Choose

An extra four grand grants access to the Altitude trim, a sum which is not exactly peanuts but does add features such as a power liftgate, remote start, interior ambient lighting, and – perhaps most critically for the peanut gallery – heated seats in the second row. Note that satellite radio is absent on the Laredo as is the new (and excellent) 10.1-inch infotainment touchscreen.

Taken as a whole, the Altitude seems like the better deal in terms of equipment, providing many features shoppers expect in this price bracket. Depending on budget – and excepting any delusions of off-road grandeur – that trim could be the pick of the lot. Finally, if you’re wondering, the Grand Cherokee L starts roughly $2,000 higher than its shorter non-L brother when comparing equivalent trims. With that in mind, if one doesn’t truly need that third row, pop for the regular Grand Cherokee in Altitude trim, bag its good features, and save a couple of grand in the process.

Base Camp: 2023 Jeep Grand Cherokee L

IMG_6902

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

wh-AskMechanic-Nov12

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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