330e 1

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

The machines from Munich have long been an aspiration for many, regardless of whether the aspiration is to drive a well-sorted car or to simply be seen behind the blue-and-white badge is largely a matter of personal preference. What all BMW drivers have in common, though, is the recognition that a 3 Series sedan is the most popular gateway to BMW ownership.

For 2021, the 330e takes up residence in the Bavarian Base Camp. Behind that kidney grille is a hybrid powertrain that combines a 2-litre TwinPower Turbo engine with an electric motor to make a healthy 288 hp. A variety of driving modes are on tap, including one that permits emission-free motoring up to 140km/h or the average speed on the 401 during rush hour. It is rear-wheel drive, the way nature and Villeneuve intended, though an eight-speed automatic is the sole transmission choice for now.

The 330e looks every inch a Beemer, with this latest iteration mercifully dispensing with the old 3's unsightly hood cutline. Jet Black and Alpine White are the only standard paint colours. If you insist on selecting an $895 metallic hue, please select a bold shade like Melbourne Red or Sunset Orange. Our roads could use a dose of colour. Nerdy gearheads will identify this as a 330e in traffic largely thanks to the lack of chrome addenda in the cheeks of its front bumper compared to costlier 3-Series sedans.

Leatherette upholstery is standard and available in optional Canberra Beige for those who think watching Larry King Live is high adventure. Everyone else should stick with basic black. The sport-inspired steering wheel is leather wrapped and the front seats have adjustable side bolsters and thigh support. Neither is heated, however, which could be seen as a glaring omission in a car costing $44,950.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/10/330e-3.png"><img class="alignnone size-full wp-image-155153" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/10/330e-3.png" alt="Review 2021 BMW 330e" width="1360" height="768" /></a>

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/10/330e-2.png"><img class="alignnone size-full wp-image-155154" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/10/330e-2.png" alt="Review 2021 BMW 330e" width="1360" height="637" /></a>

Still, the 2021 330e is hardly a stripper model. Dynamic cruise control with braking functions help take the load off long journeys and a glass sunroof lets in extra light. The BMW Live Cockpit Professional includes a high-res instrument display with a 12.3-inch screen in front of the driver and a 10.25-inch touchscreen display centrally mounted taking care of infotainment duties. A brace of USB ports can keep devices charged or feed media to the audio system.
<h3>What We'd Choose</h3>
It's difficult to recommend against this 3-Series BMW as an entry to the brand, given its price point and the fact that most other BMW models are suffering from an acute case of renal failure. That this 330e plug-in hybrid model is the least expensive of all the current 3 Sedans only serves to bolster its appeal.

Dealers will surely stuff their inventory with lavishly equipped examples but searching for a zero-options 330e will net an attractive sedan bearing the all-important blue-and-white roundel.

For some, that's all that matters.
<h3>Find rest of the Base Camp series <a href="https://www.wheels.ca/wheels-tags/base-camp/">here</a></h3>

Base Camp: 2021 BMW 330e Sedan

Mazda3 GT Sedan Front angled view

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

Since its introduction in the early 2000’s, the Mazda3 has more than once shook the cages of the compact status quo. In a world where beige Corollas and underpowered Civics ruled the segment, Mazda would set the pace as the trendy, edgy, budget-minded sport compact car.

But now, the entire game has changed. Compact cars aren’t selling like they once did. People prefer SUVs and crossovers now, and with luxury car brands like Audi, BMW and Mercedes-Benz grabbing small car sales, mainstream compact sedans and hatchbacks – once among the industry’s most lucrative segment – are taking a serious beating.

To adapt to this new reality, Mazda takes the mainstream compact car rulebook and upends it. This new Mazda3 is all grown-up, a fantastic value, offered in a wide variety of trim levels and remains the more interesting alternative for driving enthusiasts.

Very much like a “Choose Your Own Adventure” story, consumers are free to opt for the Mazda3 that suits their needs and their budget. Mind you, offering two distinct body styles, in this case a sedan or a hatchback, has always been a Mazda3 promise. Except this time around, consumers can choose from a wider variety of engines, transmissions and trim levels than ever before.

The model you see here is a GT with front-wheel-drive, the top-flight trim level for the Mazda3 sedan before ticking off the all-wheel-drive option, a new feature for this generation 3 that further gives it an edge over its main rivals. As I write this, no other compact sedan except for the Subaru Impreza currently offers this option.

The GT trim also ups the ante in the powertrain department. Base model Mazda3s make do with a naturally aspirated 2.0-litre inline, good for 155 horsepower and 150 lb-ft of torque. The GT bumps displacement up to 2.5-litres, allowing for a more substantial 186 horsepower and 186 lb-ft of torque.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/09/Mazda3-GT-Sedan-side-view.jpg"><img class="alignnone size-full wp-image-154644" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/09/Mazda3-GT-Sedan-side-view.jpg" alt="Review 2020 Mazda3 GT Sedan" width="1280" height="853" /></a>

Both engines can be paired to either a six-speed automatic transmission (as tested) or a slick-shifting six-speed manual unit, which is good news for enthusiasts. Sadly, the stick and three pedals aren’t offered with all-wheel drive. At least Mazda remains one of the last carmakers alive to put this much priority on the manual transmission, so kudos to that.

The Mazda3 is a car I have personally always had a soft spot for, partly because of its driving dynamics, but also for its design, and this generation car carries on in the same direction. Mazda puts more effort in design than many other carmakers, and this Mazda3 is arguably the prettiest of them all. Some prefer the hatchback, but I have always had a thing for the sedan.

While, yes, it’s not as practical as its five-door counterpart, the Mazda3 sedan has a grown-up premium look and feel that gives a <a href="https://www.wheels.ca/car-reviews/first-drive-2019-mercedes-benz-a-class-sedan/">Mercedes-Benz A-Class</a> a run for its money. It looks like a smaller version of a Mazda 6, and at times, you could easily mistake it for an Audi.

And it’s the same story inside, where Mazda’s KODO-inspired design carries over through a clean, modern and upscale theme. Material quality is above average here and build quality remains something Japanese carmakers master.

Mazda continues to march forward with a BMW-like center console-mounted rotary dial to operate the infotainment system, and in its defense, it remains one of the simplest ways to operate the interface while driving.

This new Mazda3 houses an updated version of the system, which presents itself through a clean, attractive design. Overall ergonomics remain spot on, however some added functionalities do prove a tad complicated and ruin the otherwise simplicity of the user experience.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/09/Mazda3-GT-Sedan-Interior-Cabin.jpg"><img class="alignnone size-full wp-image-154645" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/09/Mazda3-GT-Sedan-Interior-Cabin.jpg" alt="Review 2020 Mazda3 GT Sedan" width="1280" height="853" /></a>

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/09/Mazda3-GT-Sedan-Infotainment-screen.jpg"><img class="alignnone size-full wp-image-154646" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/09/Mazda3-GT-Sedan-Infotainment-screen.jpg" alt="Review 2020 Mazda3 GT Sedan" width="1280" height="853" /></a>

Another area where this system kind of misses the mark is its inability to change XM radio stations without first adding them in your favorites. And Mazda’s safety technology, like the emergency braking system and rear parking alert, can prove overwhelming and intrusive at times.

Power from the four-cylinder engine is ample and rather peppy. It loves to rev and the transmission does a bang-up job of adapting to your driving style. It’ll even downshifts on its own when entering a corner in sport mode, something I’ve only seen in a much more expensive Porsche Macan. Makes you want to push this little rascal a little harder each time.

However, the 2.5-litre is absent of actual low-end torque like what you get from behind the wheel of turbocharged rivals. One needs to constantly rev the bejesus out of this engine to extract some power. It also never sounds particularly exciting, nor does it have any kind of endearing character like, for instance, Toyota’s 2.0-litre unit in the Corolla SE.

General ride quality in a Mazda3 is good, on par even with some premium small cars like an Acura ILX or even an Audi A3. But this Mazda3 feels cramped no matter where you’re sitting. Part of that has to do with the way the windshield is raked and how thick the A pillars are. Not only do they dwarf the cabin, they considerably obstruct forward visibility.

Out the rear, it’s sadly still not the roomiest place to spend some time, which has always been a Mazda3 issue. Tall passenger might easily find their knees scrubbing the front backrests, while head clearance can prove problematic for human beings with tall torsos.

Finally, cargo capacity isn’t this sedan’s tour de force. At 345 litres, the good-looking Mazda3 sadly takes a back seat to segment leaders like the Honda Civic sedan (427 litres) or the Nissan Sentra (404 litres).

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/09/Mazda3-GT-Sedan-Transmission.jpg"><img class="alignnone size-full wp-image-154647" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/09/Mazda3-GT-Sedan-Transmission.jpg" alt="Review 2020 Mazda3 GT Sedan" width="1280" height="853" /></a>

But those are all small prices to pay for a compact sedan that otherwise steps up over its rivals in overall driving dynamics and good-old fashion bang for the buck. With a starting price of $19,865 and never really climbing past the $35,000 mark fully loaded, you’re always making a good deal when buying a Mazda3.

Factor in a fuel-efficient drivetrain (combined average of 7.2L/100 km during out drive) and a proven reliability record, and Mazda’s entry level car somehow manages to be both a budget-minded daily driver a spirited premium-feeling driver’s car all at once. In other words, it’s all the car the average consumer could possibly need.

Review: 2020 Mazda3 GT Sedan

thumbnail_Kenzie Genesis G80 sedan LF 34

Jim Kenzie is Toronto Star Wheels' chief automotive reviewer. He’s been writing about the automotive world for three decades and has driven pretty much everything in the country. He was the first person to be awarded AJAC’s Journalist of the Year title, in 1984, and is a judge for the North American Car of the Year Awards.

The GV80 SUV from Genesis was inevitable, given the market.

I mean, if such as Alfa Romeo and Maserati have SUVs, how could Genesis not enter the fray?

A sit-down with Richard Trevisan, brand director for Genesis Canada, at the brand's "outlet'' ("dealership'' does not cover it...) in the Square One mall in Mississauga gave me a peek at the up-coming GV80, the first of what will become a full line of SUVs.

I also had a test-sit in the new G80 sedan.

The GV80 is a big three-row SUV, using hardware from the existing Hyundai parts bin, including the 2.5 litre four-cylinder turbo engine or the 3.5-litre twin-turbo V6. Full-time four-wheel drive is standard.

It's a handsome beast, although the SUV two-box format doesn't give designers much leeway. They are trying to establish a "Genesis'' look, knowing full-well that brand identity is critical, especially in the upper reaches of the market.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/08/thumbnail_Kenzie-Genesis-GV80-SUV-LF-34.jpg"><img class="alignnone size-full wp-image-154176" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/08/thumbnail_Kenzie-Genesis-GV80-SUV-LF-34.jpg" alt="Genesis GV80 SUV and G80 Sedan Preview" width="1280" height="960" /></a>

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/08/thumbnail_Kenzie-Genesis-GV80-SUV-dash-1.jpg"><img class="alignnone size-full wp-image-154177" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/08/thumbnail_Kenzie-Genesis-GV80-SUV-dash-1.jpg" alt="Genesis GV80 SUV and G80 Sedan Preview" width="1280" height="960" /></a>

Going forward, all Genesis models will have headlights with a double horizontal line through them, a theme carried through to the taillights, and a big crest-shaped grille.

The idea is that like brands such as BMW and Mercedes, you should be able to recognize a Genesis long before you can read the nameplate. What appear to be top-quality leathers, woods and metallic trim bits make the GV80's spacious interior an inviting car to sit in. (We'll have to reserve judgment on "inviting car to drive'' until we've had that opportunity. I'm betting it won't disappoint.)

All the mod-cons ("modern conveniences'', dontcha know...) are on hand, including things like smart cruise, self-parking, and head-up display which the market demands and which I mostly hate are all on board. These can all be shut off if, like me, you rather drive the car yourself.

"Luxury SUV'' is a market segment that, contrary to all logic, continues to grow. Genesis is planning on getting at least its share with the GV80.

The G80 sedan makes more sense to me, being lower and lighter, hence quicker and nimbler. It looks like a strong contender in the sport/luxury sedan segment. It would probably be considered a full-size car except there's an ever bigger G90 available. Wheelbase-wise, a good measure of interior spaciousness, the G80 is close to a BMW 7 Series.

Like its GV80 sibling, the G80 features the new grille and the characteristic headlight and taillight treatment.

It also shares the engine line-up with GV80, again with full-time four-wheel drive and a similar host of driver assistance technologies.

A similar high-grade interior fitment suggests that Genesis is giving little or nothing away to other luxury brands.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/08/thumbnail_Kenzie-Genesis-G80-sedan-RF-34-1.jpg"><img class="alignnone size-full wp-image-154178" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/08/thumbnail_Kenzie-Genesis-G80-sedan-RF-34-1.jpg" alt="Genesis GV80 SUV and G80 Sedan Preview" width="1280" height="960" /></a>

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/08/thumbnail_Kenzie-Genesis-G80-sedan-dash-2.jpg"><img class="alignnone size-full wp-image-154179" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/08/thumbnail_Kenzie-Genesis-G80-sedan-dash-2.jpg" alt="Genesis GV80 SUV and G80 Sedan Preview" width="1280" height="960" /></a>

Genesis was originally the name of a series of sporty Hyundais. Richard outlined how the name entered the Canadian market as a stand-alone franchise three years ago. Because they couldn't expect to sell enough cars to support a conventional dealer network, they came up with an almost-unique selling process. (I say "almost'' because Tesla does something similar.)

Market research suggests that some 80 per cent of luxury buyers would prefer a 'remote' test drive - the car would come to them rather than they going to the car. Outlets at shopping malls like Square One give potential customers a chance to look, feel, and sit in the cars.

That test drive can be arranged at the prospects' convenience, and the actual purchase can be made from the comfort of your home or office. Ironically and completely coincidentally, this strategy seems to have played right into the hands of the current COVID-19 pandemic, when fewer people want to venture into public shopping areas.

If the cars drive as well as they look, and nothing Genesis has produced yet leads me to think otherwise, they might just be on to something.

&nbsp;

Genesis GV80 SUV and G80 Sedan Preview

thumbnail_2020 Subaru Impreza Sedan

What's that? You're looking for a brand-new car with all-wheel drive priced a skiff under $20,000? Then you're in luck. For the 2020 model year, Subaru has held pricing of its least expensive car, the Impreza sedan, to $19,995.

Under the hood is the brand's four-cylinder boxer engine, making 152 horsepower and 145 lb-ft of torque. This base model is clumsily called the 'Convenience' and comes standard with an honest-to-real five-speed manual transmission. As a bonus to new drivers and their harried instructors, this gearbox features a Hill Holder system that helps prevent the car from rolling backwards when the driver rearranges their feet on the pedals.

Inside, a 6.5-inch touchscreen infotainment system isn't the largest unit in the word but gets the job done with smartphone integration and Bluetooth. Audio controls are mounted on the tilt/telescope steering wheel, the cloth driver's seat manually adjusts six ways, its windows and heated side mirrors are power operated, and air conditioning is on board. In short, it has the roster of features one would hope to find in a new car costing twenty large ... plus all-wheel drive.

Spotting a base Convenience Impreza isn't the easiest as the styling differences between it and more expensive models aren't immediately obvious. The base car comes with the same chrome grille, painted door handles, LED combination tail lights and body colour mirrors as snazzier rungs on the Impreza ladder. About the only giveaway are 16-inch steel wheels and the absence of fog lamps. At speed, you'll need an eagle's eye to tell the difference.
<h3>What we'd recommend</h3>
Long-time readers will know this office is a proponent of the manual transmission but, in this case, it's worth sampling the automatic (at a cost of $2,000) thanks to its inclusion of Subaru's EyeSight safety system. So equipped, it adds pre-collision braking, adaptive cruise control, and lane keeping tools that will be a boon to new or nervous drivers. Consider it carefully.

Subaru's typically muted palette of colours rears its head once again, with flashy paint not offered until the Touring 5-Door which is a $3,600 walk from the base car. That cash will also buy heated seats, a better infotainment system, fog lamps, 16-inch alloys, and a handy de-icer grid under the wipers that you won't appreciate until the first time you use it.
<h3>Find rest of the Base Camp series <a href="https://www.wheels.ca/wheels-tags/base-camp/">here</a></h3>

Base Camp: 2020 Subaru Impreza Sedan

Karma Automotive has announced the expansion of its hallmark Revero series with a new model, the Karma Revero GTE.

The GTE will be the company’s first all-electric vehicle and furthers the Southern California-based company’s signature luxury, sustainability and technology offerings.

The Revero GTE will join the GTS, GT and original Revero as the fourth model in Karma’s Revero family, initially offering two versions – both 200-mile and 300-mile range configurations.

Later in the year, a 400-mile (estimated) hyper-range version will be available.

Together, the GTE lineup will offer ultimate customer choice of ranges. Likewise, the new model will feature the company’s celebrated design language, while offering optimal levels of performance, technology and signature luxury features.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/04/c4b54e0cfa0041b362400398c6331906942beda3.jpg"><img class="alignnone size-full wp-image-151599" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/04/c4b54e0cfa0041b362400398c6331906942beda3.jpg" alt="Karma Announces Revero GTE Sedan" width="909" height="600" /></a>

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/04/b4c8b7065abbc0697b29c13e622c2426da6aa0d1.jpg"><img class="alignnone size-full wp-image-151600" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/04/b4c8b7065abbc0697b29c13e622c2426da6aa0d1.jpg" alt="Karma Announces Revero GTE Sedan" width="908" height="600" /></a>

The new 2021 Revero GTE is targeted to deliver 0-60 mph acceleration in less than 3.9 seconds and feature electronic torque vectoring.

The vehicle will be offered in two models; a standard range option of approximately 200 miles total range with a 75 kWh NMC (Nickel Manganese Cobalt) lithium-ion battery, and an extended range with 300 miles total range and a 100 kWh NMC battery.

Using DC 150 kW Fast Charging, GTE will reach 80 per cent charge in under 30 minutes.

Through AC charging at 11kW, the GTE will achieve a full charge overnight.

Additional details on the hyper-range version will be available at a later date.

&nbsp;

Karma Announces Revero GTE Sedan

CT5-V-Blackwing

Despite a relatively short history, at least when compared to the M and AMG performance sub-brands, Cadillac's V has taken a seat at the head table in the minds and hearts of fans of American-made speed. Now, it seems that appending the word 'Blackwing' will push Cadillac performance stats even further into the stratosphere.

Did we mention the cars are said to be available with a manual transmission?

GM has announced their V-series cars will eventually include ultra-performance variants carrying the Blackwing name. Cadillac is calling them “track-capable vehicles” and will appear on versions of the CT4 and CT5 sedans.

These V-Series Blackwing models will feature an engine and chassis specially tuned for maximum levels of speed-based amusement. Incredibly, in a segment where dual clutch automatics are beginning to rule the roost, Cadillac insists each model will be offered with a manual transmission. The brand rightly points out this is a feature most luxury brands no longer offer but continues to be a strong desire for many performance driving enthusiasts.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/04/CT4-V-Blackwing-scaled.jpg"><img class="alignnone size-full wp-image-151385" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/04/CT4-V-Blackwing-scaled.jpg" alt="Blackwing" width="2560" height="1707" /></a>

Engine size and output remain unstated but it's worth noting that the Blackwing name was invented for use on a 4.2L twin-turbo V8 in the CT6-V. For reasons known only to those deep within the bowels of GM, that engine was orphaned and is unlikely to make a return. However, the cars in this teaser video sure sound like they're running a V8, so perhaps these new Blackwings will make use of the hairy-chested octopot found in the Chevy Camaro.

<iframe src="https://www.youtube.com/embed/ZoDLn9HEb0k" width="900" height="481" frameborder="0" allowfullscreen="allowfullscreen"></iframe>

Testing is underway at tracks like Virginia International Raceway, a venue at which Cadillac says these new Blackwings set lap times faster than the old ATS-V and CTS-V performance sedans.

Speaking of, the consonant V has been most recently applied to a version of the current <a href="https://www.wheels.ca/news/cadillac-announces-pricing-for-ct5-higher-power-numbers-for-ct5-v/">CT5 sedan</a>, a vehicle making about 300 horsepower less than its forebear, the aforementioned <a href="https://www.wheels.ca/car-reviews/review-2018-cadillac-cts-v/">CTS-V</a>. The old car pumped 640 horsepower out of its supercharged V8, so enthusiasts were understandably concerned when GM decided to append the almighty V to a car with just 59 horsepower more than a Toyota Camry.

The company quickly sought to clarify its V position, claiming hotter versions were on their way. Today's announcement seems to bring this to fruition. Given most car companies have understandably hit the pause button during COVID-19, we probably won't see these cars until next year. With the prospect of a manual transmission in the cars, we're happy to wait.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/04/Cadillac-V-Series-Blackwing-scaled.jpg"><img class="alignnone size-full wp-image-151386" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/04/Cadillac-V-Series-Blackwing-scaled.jpg" alt="Blackwing" width="2560" height="991" /></a>

Cadillac Revives 'Blackwing' Name for Manual-Transmission Performance Sedans

RG_EXT_fq-b compressed

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.

Just weeks after revealing the first crossover from the luxury brand, Genesis has pulled the cover off of another stunner. The all-new G80 sedan is sleek, smooth, stylish, and looks to be loaded with luxury.

If you're wondering how the still-fresh brand has been pulling these stellar designs out of their studios, give some credit to Hyundai Motor's Chief Design Officer Luc Donckerwolke, who has worked for Peugeot, Audi, Lamborghini, and Bentley before heading to the Hyundai Group. "The Genesis design DNA begins from the logo itself," the executive said. "The crest of the logo becomes the Crest Grille and the two lines of the wings become the Quadlamps. In other words, the design starts with the brand, and design is the brand."

“A relationship begins at first sight. The distinctive “two lines” signature of the Quadlamps presents a clear and unique Genesis identity within seconds,” said Sang Yup Lee, Senior Vice President, Head of Genesis Design. “No matter what body type, sedan or SUV, the Quadlamps and Athletic Elegance design language present a distinctive brand identity."

The long and sleek design is a breath of fresh air in a luxury space that is increasingly a land of confusion in the way of audacious expressiveness. Grilles that jump out at you, sharp lines that could cut paper, and vehicles that look more aggressive than luxurious. Where a new Lexus or Audi's shape might put you on edge, this one is strangely calming.

Inside, the first thing to catch your eye is the unusual twin-spoke steering wheel with a fat and wide center, but it looks like the GV80 crossover's and it seems to be the direction where Genesis is headed inside. Genesis calls the design of the interior "the beauty of white space" using minimalism over needless complexity. It is, like the outside, simple and elegant. There is a large 14.5-inch infotainment screen but despite the size, it doesn't look to dominate your forward view.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/03/RG-EXT_side-scaled.jpg"><img class="alignnone size-full wp-image-149853" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/03/RG-EXT_side-scaled.jpg" alt="2021 Genesis G80" width="2560" height="1350" /></a>

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/03/RG3-INT_rr-scaled.jpg"><img class="alignnone size-full wp-image-149854" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/03/RG3-INT_rr-scaled.jpg" alt="2021 Genesis G80" width="2560" height="1220" /></a>

Genesis says that the company has worked to give the car slim A-pillars, a smaller inside mirror, and slim air conditioning vents to give the driver a more panoramic view from behind the wheel.

The release from Genesis was short on details, but where this model shares a platform <a href="http://www.wheels.ca/news/gv80-defines-the-future-of-genesis-design/">with the GV80</a> we'd expect similar powertrain options, likely the crossover's 2.5L turbo four and a 3.5L twin-turbo V6. We do know that all-wheel drive will be standard in Canada, and Genesis says it will be loaded with advanced driver assistance systems.

The G80 is set to debut in the Korean market in March, with Canadian deliveries set to begin the second half of this year.

Genesis Reveals Another Stunner with G80 Sedan

thumbnail_Polestar_Precept[1]

Polestar, the electric performance car brand jointly owned by Volvo Car Group and Zhejiang Geely, has introduced a concept car called the Precept. Its marketing department has dubbed the car “a vision of the brand’s future direction and a clear expression of intent.” We simply call it a stylish four-door all-electric sedan that could take on the Tesla Model S and Porsche Taycan.

“Precept is a declaration, a vision of what Polestar stands for and what makes the brand relevant,” comments Thomas Ingenlath, CEO of Polestar. In other words, while this car might not appear on public roads exactly as it is shown here on these digital pages, it is a grand statement of company intent.

In addition to placing all four wheels squarely in the part of the Venn diagram where good style and EV propulsion overlap, Polestar has taken great pains to promote the green and sustainable initiatives that are part of the Precept’s DNA. Seat surfaces are 3D-knitted from recycled PET bottles, for example, while bolsters and headrests are made from recycled cork vinyl. That snazzy carpet is actually made from reclaimed fishing nets, though we sincerely hope they washed them first.

Elsewhere in the interior, an Android-driven interface makes the most of Polestar’s relationship with Google, deploying a portrait-oriented 15-inch centre touch screen to complement a 12.5-inch display ahead of the driver. In a bit of Star Trek theatre, the unique Polestar emblem floats holographically inside a solid piece of Swedish crystal between the rear seat headrests.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/02/Polestar_Precept_004.jpg"><img class="alignnone size-full wp-image-149420" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/02/Polestar_Precept_004.jpg" alt="Polestar Precept" width="1280" height="718" /></a>

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/02/Polestar_Precept_007.jpg"><img class="alignnone size-full wp-image-149421" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/02/Polestar_Precept_007.jpg" alt="Polestar Precept" width="1280" height="800" /></a>

Little is said about the Precept’s propulsion system, other than to say it is fully electric. The company does specify its wheelbase at 3100mm, an even 200mm longer than the Tesla Model S. This should translate into more room for batteries and humans, meaning the Precept could possibly challenge the big Tesla sedan in terms of range. With a long wheelbase and cadre of batteries slung down low, the Precept would likely make for an entertaining handler as well.

Since an EV has no technical need for a grille, Polestar has packed that frontal area with safety sensors and driver assistance functions. Called the, erm, SmartZone, this kit is purposefully gathered behind a transparent panel and includes two radar sensors plus a high definition camera. That wart on the roof is a LIDAR pod, said to be placed there for “optimal visibility”. Alrighty, then.

Polestar Precept will make its debut at this year’s auto show in Geneva, scheduled to run between March 5th and 15th.

The Polestar Precept is a Stunning All-electric Grand Touring Sedan

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

Sports sedans are becoming a rare breed.

Between manufacturers like Ford abandoning them altogether, SUVs and crossovers devouring large portions of the market, and a new generation of YouTuber car enthusiasts focusing primarily on 2-door coupes, the very concept of the 4-door sedan seems to be endangered.

While high-end, luxury brands like BMW, Mercedes, and Porsche still manage to get mileage out of the sedan—perhaps because the sedan still retains a level of status as long as it boasts one of those badges—less sedans are seen as boring, and marketed towards older generations.

Which is really a shame. If you’re someone who needs four doors because of work or family concerns, you shouldn’t have to be relegated to shelling out mountains of cash just to get a little enjoyment out of your car. This is also terrible news for teenagers. The trick was always to talk your parent into getting the hopped up version of a four-door car by convincing them it would be “practical” somehow. Your real goal, of course, was that you could steal your parents sporty sedan on weekends and tear up the town. It’s just not something you can really do in a crossover.

Luckily, there are still plenty of sedans on sale today starting under $50,000 that offer buckets of fun with sub-6 second 0 - 60 mph (0-96 kmh) times, exciting driving experiences and aggressive, eye-catching looks.

These are the some of the best.
<h3>Dodge Charger Scat Pack 392</h3>
<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/12/DG020_368CHr82qoiignsp10mfq3l3uo5t7o8.jpg"><img class="alignnone size-full wp-image-146585" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/12/DG020_368CHr82qoiignsp10mfq3l3uo5t7o8.jpg" alt="5 Fun Sports Sedans You Can Buy New for Under $50,000" width="1280" height="854" /></a>

Starting at $44,670

The obvious choice. The Dodge Charger really is the last hurrah of American sports sedans, so much so that it has become a staple, even an icon, of North American roads—for better or worse.

Still, it cannot be overlooked as the excellent performance bargain that it is. The familiar 6.4-litre HEMI V8 produces 485 horsepower and will punch (that’s the best way I can describe it) the car to 60 mph in just 4.6 seconds. Those numbers really only tell half the story. The real benefit to all those ponies under the Charger’s hood is just how hilarious it is to use them. SRT makes it immensely easy to squawk tires and toss passengers back into their seats. Which is really the whole point of this car.

The Charger also looks mean, aggressive, fast, and even a bit of a laugh with its ‘Scat Pack’ bumble bees festooned all over the car.

A good sense of humour. Always up for a good time. Dresses to kill. These are qualities you would look for in a person to date, and I think the same should apply to a car.

Opt for the lesser R/T model and you’ll save almost $10,000 — although you’ll be down 115 horsepower.
<h3>Subaru WRX STI</h3>
<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/12/20MY_STI-7V2.jpg"><img class="alignnone size-full wp-image-146586" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/12/20MY_STI-7V2.jpg" alt="5 Fun Sports Sedans You Can Buy New for Under $50,000" width="1280" height="960" /></a>
Starting at $40,295

The Subaru WRX STI is a tricky proposition, as driving one around town will lead passersby to assume many things about you. Things like your favourite beverage being Rockstar Energy Drink.

Still, the WRX STI remains another performance bargain—one with some street cred, confidence-inspiring winter-driving capabilities thanks to its legendary AWD and exterior styling which, whatever you may think of it, is anything if not boring.

Its 2.5-litre boxer turbocharged engine produces 310 horsepower accelerating the car to 60 mph in 5.5 seconds. It also mercifully still comes with a 6-speed manual transmission. If you just heard church bells, you’re not the only one.
<h3>Honda Civic Si</h3>
<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/12/06-2020-Honda-Civic-Si-at-COTA-source.jpg"><img class="alignnone size-full wp-image-146587" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/12/06-2020-Honda-Civic-Si-at-COTA-source.jpg" alt="5 Fun Sports Sedans You Can Buy New for Under $50,000 " width="1280" height="853" /></a>
Starting at $32,076

The Honda Civic Si is the slowest car on this list. It only makes 205 horsepower from its 1.5-litre turbocharged 4-cylinder engine and accelerates to 60 mph in 6.6 seconds. However, it’s also by far the cheapest option. And just because it’s a little down on power, doesn’t mean it isn’t fun.

Like the STI, the Si comes with 6-speed manual transmission (there are those church bells again) and its accessible power means you can use all of it all of the time. You can beat the snot out of a Civic Si and that’s the best thing about it.

It’s also great value for money as just a car. As the top-of-the-trot Civic line (excluding the Type R), it comes standard with just about every option under the sun.

The Type R is a hatchback, not a sedan, however if the extra fun and horsepower are what you’re after, expect to pay an additional $10,000 or so.
<h3>Audi S3</h3>
<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/12/A164181_large.jpg"><img class="alignnone size-full wp-image-146588" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/12/A164181_large.jpg" alt="5 Fun Sports Sedans You Can Buy New for Under $50,000 " width="1280" height="852" /></a>

Starting at $47,690

Yes, the S3 is totally a “rich kid’s” car. But that doesn’t mean it’s not a great bargain.

The S3s 2.0-litre turbocharged 4-cylinder produces a respectable 288 horsepower and accelerates the car to 60 mph in just 4.6 seconds. The same as the Scat Pack Charger which produces nearly 200 more horsepower. That’s impressive.

It also has Audi’s infamous Quattro AWD system, ensuring you won’t get stuck in the snow (which, admittedly, I totally have in an SRT Charger).

While the exterior styling of the S3 is nowhere near as exciting as the Charger—it’s far more restrained in the way German cars are (at least nobody will invite you over to watch a UFC fight), it’s interior trim is where the S3 absolutely shines.

It also has a flat-bottom steering wheel. Which is very, very cool.
<h3>Kia Stinger GT</h3>
<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/12/14306_2019_Stinger_GT2_AWD.jpg"><img class="alignnone size-full wp-image-146589" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/12/14306_2019_Stinger_GT2_AWD.jpg" alt="5 Fun Sports Sedans You Can Buy New for Under $50,000" width="1280" height="788" /></a>
Well equipped for $44,995

The Stinger GT is the car we’re all sick of hearing our one friend say that they would “totally own” because it’s “such a sleeper.”

That person is annoying and we should all stop being friends with them.

Particularly because the Stinger is anything but a sleeper. It has aggressive body lines, hood vents, a big, angry, open mouth and four exhaust tail pipes. It looks like it was modeled after an X-Wing fighter. It has all the subtlety of a brick flying through your window. It’s not a “sleeper.”

Still, it is a great performance bargain in the sedan market.

It’s 3.3L GDI twin-turbo V6 produces a healthy 365 horsepower and most impressively accelerates the car to 60 mph in just 4.7 seconds.

It’s <a href="https://www.wheels.ca/car-reviews/review-2019-kia-stinger-gt-limited-20th-anniversary-edition/">a great option</a> if you’re one to prioritize fun over a badge.

5 Fun Sports Sedans You Can Buy New for Under $50,000 

IMG_4472

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For decades, Toyota's Corolla has been synonymous with efficient, economical, and, with a few notable exceptions over the years, dull. But suddenly, Toyota no longer wants to be dull. In an era of electrification, driver aids, and the ever-looming threat of autonomous vehicles, Toyota has decided that it wants to appeal to folks who want to engage with their compact commuter. It's a noble goal for the often staid brand, but can they pull it off? More importantly, can they pull it off without losing the efficient and economical labels that have made the Corolla what it is today?

The 2020 Corolla sedan starts with styling that is definitely far from boring. Is it handsome? No, but that's not really part of the package for compact sedans like this one. The goal these days seems to be styling that's interesting at any cost. Do anything to avoid dull. Just look at Honda's latest Civic for what might be the best example of that. The Corolla's got an almost insect look to it, especially the pointed nose and sharply angled headlights. It's not a dramatic departure from the last model, and it's still clearly a Corolla to anyone who has seen one in the last 15 years, but there's no way you're going to confuse this one with the previous generation.

That styling sits on a new chassis, Toyota's TNGA architecture that now underpins everything from this Corolla to the Camry and Avalon, and even the RAV4. It's that flexibility that gave Toyota the ability to make a hybrid version of this car. It's a platform that Toyota, when it revealed it along with the current Camry, said was designed for handling. For drivers. For being connected to the road, though they definitely didn't call it grounded to the ground this time. Lesson learned.

Toyota has developed some amazing engines over the years, and though their performance models, like the Supra, have gotten some of the best, their economy cars haven't been left out. Engines like the 4AGE from the last rear-drive 'Rolla of the early 1980s, or the Yamaha-helped 2ZZ-GEs that also powered models from Lotus and gave the Corolla a stratospheric redline of 8,200 rpm.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/11/IMG_4474.jpg"><img class="alignnone size-full wp-image-146338" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/11/IMG_4474.jpg" alt="Review 2020 Toyota Corolla Sedan" width="1280" height="853" /></a>

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/11/IMG_4495.jpg"><img class="alignnone size-full wp-image-146339" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/11/IMG_4495.jpg" alt="Review 2020 Toyota Corolla Sedan" width="1280" height="853" /></a>

SE Corollas get a 2.0L engine Toyota's dubbed Dynamic Force, that's bigger and more powerful than the 1.8L on the L line cars. With a name like this one's got, you'd expect loads of power. But the engine delivers just 169 hp and 151 lb-ft of torque. Maybe that number doesn't look out of place but it's how it delivers the power that matters.

Coupled to the six-speed manual, this engine is going to get a workout. It's quiet in normal driving, and still keeps most of its refinement as you run it to redline, but you're going to need to run this one to redline more often than you might expect from a sedan wearing the Corolla badge. Despite the power figure, we're talking downshifts to fourth gear on highway hills in order to maintain speed. Nothing much happens until north of 3,000 rpm, but even then there's not as much urgency as you'd expect from the figures. Don't mark this down as one of Toyota's great fours, and that lack of power isn't helped by the Corolla's curb weight that's about 200 kg more than some of its closest competitors. It is efficient, at least, returning rated fuel economy that's at the pointy end of the segment.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/11/IMG_4489.jpg"><img class="alignnone size-full wp-image-146340" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/11/IMG_4489.jpg" alt="Review 2020 Toyota Corolla Sedan" width="1280" height="853" /></a>

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/11/IMG_4487.jpg"><img class="alignnone size-full wp-image-146341" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/11/IMG_4487.jpg" alt="Review 2020 Toyota Corolla Sedan" width="1280" height="853" /></a>

Thankfully, that six-speed is a joy, and it's really the highlight for me on the Corolla. Equipped with rev-matching that makes even my size 12 sneakers appear to be heel-and toe ballet slippers, the long shift lever and slightly vague travel brings back the fun of the stick. Yes, those throws are 1980s-long, but that's where the enjoyment comes. You need to muscle this long gear lever around, forcing it from cog to cog. If you're going to have to shift often, and you are here, it had dammed well better put a smile on your face just like this. If you don't like rev-matching, well, it is off by default each time you start the vehicle. So you'll be just fine too.

In the Corolla hatch, the chassis isn't exactly as fun as the gear changes, but it is playful. Good damping and geometry mean that the rear end can come into play if you would like it to. In the sedan, though, that rear end is decidedly planted. If you're looking for fun to drive in this segment, the Corolla sedan falls short of the best. That said, it rides well, even with the tiny sidewalls on large wheels. The steering is highly boosted, enough that, like in other Toyotas, you're probably going to bang hard off the steering stops with a nasty clunk during any parking lot manoeuvres. There's not much in the way of feel, either, though in a compact sedan you're not likely to find that anywhere.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/11/IMG_4492.jpg"><img class="alignnone size-full wp-image-146342" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/11/IMG_4492.jpg" alt="Review 2020 Toyota Corolla Sedan" width="1280" height="853" /></a>

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/11/IMG_4493.jpg"><img class="alignnone size-full wp-image-146343" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/11/IMG_4493.jpg" alt="Review 2020 Toyota Corolla Sedan" width="1280" height="853" /></a>

Check the spec sheets, and the Corolla looks as big as anything else in the class inside and out, but sit in the car and it's a different story. While most compacts now feel as big as mid-sizers did just a few generations ago, the Corolla still feels compact cramped inside. In height and width, in both the front and rear seats. If you're planning on transporting adult passengers here, you should bring everyone with you for a test fit before pulling the trigger. Driving the Corolla, for me, felt like wearing a shirt that was a size or two too small. Even for front passengers, the dashboard's protrusion into the passenger's space makes ingress and egress more of a challenge than the competition. The trunk's overall size is small, though its shape helps make the best of the space.

While tech is increasingly important in the compact car segment, the Corolla is lacking in some key features. If you've got an iPhone, you're covered. If you've got an Android phone, then you're going to be staring at a very prominently-mounted 8.0-inch screen that offers an interface that's not particularly eye-pleasing. Especially if you don't have navigation to let you see a map instead. Big points to Toyota, though, for a heated wheel button and heated seat buttons that are switches instead of an on/off/high/low button. That means they stay on the setting you put them on, no matter how many times you turn the car on and off. Thank you, Toyota, for hitting a beat that so many automakers miss on their heated offerings.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/11/IMG_4481.jpg"><img class="alignnone size-full wp-image-146344" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/11/IMG_4481.jpg" alt="Review 2020 Toyota Corolla Sedan" width="1280" height="853" /></a>

Toyota has gone all-out on the active safety features across the board, and the Corolla is no different from its larger siblings. Pre-collision with pedestrian and cycle detection, automatic high beam, lane departure alerts with steering assists, and radar cruise control are all standard on every Corolla. Higher trims add blind-spot monitoring, lane tracing, and makes the radar cruise full-speeds. They all work seamlessly, which should be taken for granted but isn't in some of the competition.

This latest Corolla feels well built, and it's as solid as a Corolla should be, which is good because that's one of the things that can suffer when automakers decide to chase sporty. Make it handle well, and maybe the driver doesn't care about that rattle or the tire noise. Not so here.

Efficient, economical, and dull? Two out of the three, at least. The Corolla is definitely still efficient, and there's no arguing that it's going to be economical both at purchase and down the road, those were never likely to be in jeopardy with this or any redesign of this model. As far as dull, well, there's more fun to be had here than in any Corolla sedan since the XRS models that went away back in 2006. If you really want to have fun, though, take the hatch instead. If you want sensible, get the sedan. Unless you're a large person with an Android phone. Then get a <a href="https://www.wheels.ca/car-reviews/more-space-sportier-performance-in-the-2020-kia-forte-forte5/">Forte</a>.

Review: 2020  Toyota Corolla Sedan

2020-Cadillac-CT4-PremiumLuxury-025

Taking the next step in realigning their range of four-door cars, Cadillac has officially rolled out their CT4 sedan. Sized in between the Audi A3 and A4, this Caddy sets a good foot forward with its rear-wheel drive architecture and decidedly rear-drive proportions.

Cadillac has been simplifying its trim offerings with a ‘Y-strategy’, placing Luxury and Premium Luxury models on one branch while Sport and V trims take up residence on the other. That trend continues with the CT4. Luxury and Premium Luxury models will ladle on the chrome trim while Sport and V rigs get darker accents and more angular fasciae.

In terms of size, the CT4 slots between Ingolstadt’s A3 and <a href="https://www.wheels.ca/car-reviews/first-drive-2020-audi-a4/">A4 sedans</a>. The three cars are 4756, 4458, and 4726mm in length respectively. CT4’s wheelbase very nearly splits the difference between the two Audis at 1815mm. The Cadillac’s width is on the smaller end of the scale, though, measuring 1815mm to the A3’s 1796mm and the A4’s 1842mm.

Two different engines will be available. The brand’s 2.0L turbo makes 237 horsepower and 258lb.-ft of torque, while a 2.7L turbo produces 309 ponies and 348lb.-ft of twist. The former is mated to an eight-speed transmission with the latter gets ten cogs. Rear-drive is standard on all trims but power can be sent to all four corners via optional all-wheel drive.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/2020-Cadillac-CT4-PremiumLuxury-027.jpg"><img class="alignnone size-full wp-image-142654" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/2020-Cadillac-CT4-PremiumLuxury-027.jpg" alt="Cadillac CT4 Sedan" width="1280" height="812" /></a>

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/2020-Cadillac-CT4-PremiumLuxury-033.jpg"><img class="alignnone size-full wp-image-142655" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/2020-Cadillac-CT4-PremiumLuxury-033.jpg" alt="Cadillac CT4 Sedan" width="1280" height="813" /></a>

As for the V, it gets an uprated version of the 2.7L that is jacked to 325 horses. If that number seems a bit off the mark for a V, you’re exactly right. The third-gen CTS-V packs a 6.2L V8 heaving out 640 horsepower. Company brass quickly promised a hotter V sometime in the future but why they felt the need to stick a V badge on a car with less horsepower than a Ford Edge ST is mystifying.

The CT4’s interior draws heavily on other Cadillacs with which it shares a showroom. An 8-inch touchscreen handles infotainment duties and houses a markedly improved CUE system. A pair of physical buttons sprout from the dash ready to handle volume and tuning duties, an excellent addition. Standard kit includes what one would expect to find in a Cadillac, including a heated leather-wrapped wheel and noise-cancelling audio system.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/2020-Cadillac-CT4-Sport-016.jpg"><img class="alignnone size-full wp-image-142660" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/2020-Cadillac-CT4-Sport-016.jpg" alt="Cadillac CT4 Sedan" width="1280" height="853" /></a>

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/2020-Cadillac-CT4-Sport-021.jpg"><img class="alignnone size-full wp-image-142661" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/2020-Cadillac-CT4-Sport-021.jpg" alt="Cadillac CT4 Sedan" width="1280" height="1920" /></a>

Dead ahead of the driver is a standard set of gauges, with a speedometer and tachometer flanking a configurable TFT screen. It would be great if Cadillac would offer something in the visage of Audi’s Virtual Cockpit, especially given they have something of the sort currently installed in the big-boy Escalade.

Cadillac’s killer app, Super Cruise, will show up in calendar year 2020. When it does, the driver assistance feature will give the CT4 a major selling point compared to the Germans and Japanese. Super Cruise deploys LiDAR map data, high-precision GPS, a state-of-the-art driver attention system, and a network of camera and radar sensors to enable customers drive hands-free on certain highways. Your author tried this gee-whiz tech on a CT6 last year on a lengthy stretch of Quebec highway and came away quite impressed.

Look for the 2020 CT4 on dealer lots later this year.

Cadillac Rolls Out New CT4 Sedan

Inspiration Series

Colour has the ability to inspire emotions in an instant.

The right shade of an exquisite colour can elevate even the most polished design to a higher level. The 2020 Lexus LS 500 Inspiration Series exemplifies the power of colour with a new, limited production exterior and interior combination that gives the flagship sedan an unmistakable visual presence.

The fourth Inspiration Series vehicle from Lexus, the LS 500 is the first sedan to get this exclusive treatment.

It starts with a unique new exterior colour, Deep Garnet.  Garnet, a deep, metallic shade of red that shimmers in direct sun yet has a deep, lustrous tone in the shade.

The vibrant colour is complimented by standard 20-inch wheels finished in Black Vapor Chrome. Like the Deep Garnet paint, these wheels glimmer in the sun yet retain a polished, subdued look in the shade that accentuates the LS 500’s elegant proportions.

Look inside the Inspiration Series and you’re greeted with an interior that exudes glamour from every inch of the cabin.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/07/2020-lexus-ls-500-inspiration-series-3.jpg"><img class="alignnone size-full wp-image-139973" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/07/2020-lexus-ls-500-inspiration-series-3.jpg" alt="Lexus LS 500 Inspiration" width="1280" height="720" /></a> <a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/07/2020-lexus-ls-500-inspiration-series-4.jpg"><img class="alignnone size-full wp-image-139975" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/07/2020-lexus-ls-500-inspiration-series-4.jpg" alt="Lexus LS 500 Inspiration" width="1280" height="720" /></a>

It starts with the standard White leather trim used on the seats, centre console and door panels. The semi-analine leather uses a dyeing process that gives it a bright white colour that stands in stark contrast to the black dashboard, steering wheel and carpet.

It’s a dramatic look that is further accentuated by the standard Kiriko glass trim on the door panels. Previously only available with the Executive Package, Kiriko glass is one of the LS’s most striking interior design flourishes. The intricate design of each Kiriko panel reflects both the smooth white door trim and the dark Mark Levinson speaker grills, making the glass the perfect bridge between light and dark.

Additional Inspiration Series touches include blue LED dash lighting and “Lexus” puddle lamps that welcome you at each door.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/07/2020-lexus-ls-500-inspiration-series-2.jpg"><img class="alignnone size-full wp-image-139976" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/07/2020-lexus-ls-500-inspiration-series-2.jpg" alt="Lexus LS 500 Inspiration" width="1280" height="720" /></a>

Like all 2020 LS 500s, the Inspiration Series is powered by a 3.5-litre V6 engine with twin turbochargers that develop 416 hp and 442 lb/ft of torque.

In RWD form, the LS 500 delivers a 0-60 time of 4.6 seconds.

The available AWD system features a TORSEN limited-slip center differential to further enhance grip, traction and cornering stability.

Pricing will be announced closer to the on-sale date.

Lexus Inspiration Sedan coming in the fall

Toyota Corolla 2020 main

Jim Robinson is an automotive journalist for Metroland Media

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CALGARY, AB: It’s hard to believe it has been 53 years and more than 45 million sales later that we are now welcoming the 12th-generation, 2020 Toyota Corolla to Canada.

I remember well seeing the first one and being amazed at how small it was, with manual everything, from doors to windows to one outside mirror perched on top of the front fender half way between the windshield and the headlight.

Yep, one mirror, as another for the passenger side was a dealer-installed option.

The 2020 model previewed here has standard features that were unimaginable back then, such as electronic stability control, antilock braking and backup camera – items we all take for granted in 2019.

And there is even a hybrid version, which I will be previewing separately in coming weeks, because it is really a different vehicle as we rush headlong into the era of electrification.

The Sedan and Hybrid join the Hatchback reviewed here last year as a triumvirate of models covering the needs of just about every demographic in the economy car search market.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/05/Toyota-Corolla-2020-LED.jpg"><img class="alignnone size-full wp-image-136776" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/05/Toyota-Corolla-2020-LED.jpg" alt="First Drive 2020 Toyota Corolla Sedan" width="1280" height="826" /></a>

For decades the Corolla was known for offering “cheap and cheerful” basic transport with unassuming styling and usually painted beige so as not to stand out.

But no more.

Called a compact by Toyota, it’s as big as a Camry of just a decade ago and styling that abounds in character lines and LED lighting.

And talk about colours, this Corolla can be dolled up in iridescent Celestite Grey Metallic, Blizzard Pearl, Super White, Classic Silver Metallic, Black Sand Pearl, Barcelona Red, Blue Crush Metallic and Blueprint.

In fact, beige is no longer offered.

While the LE and LXE trims ride on 16-inch wheels, for the first time on a Corolla, 18-inch wheels are found on the SE and XSE grades. The base L is equipped with 15-inch wheels.

Safety is paramount, with all models equipped as standard with the Toyota Star Safety System that includes enhanced vehicle stability control, traction control, antilock brakes, electronic brake-force distribution, brake assist and backup camera.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/05/Toyota-Corolla-2020-inter.jpg"><img class="alignnone size-full wp-image-136777" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/05/Toyota-Corolla-2020-inter.jpg" alt="First Drive 2020 Toyota Corolla Sedan" width="1280" height="869" /></a>

Also standard on all Corollas is Toyota’s Safety Sense 2.0 suite of driver/passenger aids that includes lane departure alert, automatic high beams, pedestrian and cyclist detection and high-speed radar cruise control.

So, you get all that safety for a car starting at under $20K.

There are five main trim models, with the L, LE and XLE versions equipped with a 1.8-litre, inline four-cylinder producing 139 hp and 126 lb/ft of torque. The SE and XSE model upgrade to a new 2.0-litre inline four-cylinder with 169 hp and 151 lb/ft.

Toyota wisely, in my opinion, did not go the turbo route, as other manufacturers have because, again in my option, turbos result in more complexity, increased heat generation under the hood and premium fuel is often recommended.

All Corollas are front-drive, all-wheel-drive not being part of the marketing strategy at this time – but never say never.

Depending on the model, there is a choice of a six-speed manual with rev-matching downshift or CVT transmission with 10-step sequential shift with a “Sport” mode.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/05/Toyota-Corolla-2020-engine.jpg"><img class="alignnone size-full wp-image-136778" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/05/Toyota-Corolla-2020-engine.jpg" alt="First Drive 2020 Toyota Corolla Sedan" width="1280" height="868" /></a>

The Corollas are among the first Toyota products to ride on the brand’s new modular world chassis that is one of the most rigid on the planet.

There is an improved MacPherson Strut suspension at the front, while the twist beam rear suspension in the previous generations is replaced with a multi-link system that is more compliant and makes for better handling overall.

Before we started out for Banff from Calgary as part of the media drive event, Toyota made a point about how quelling noise, harshness and vibration (NVH) was a core goal with the 2020 models.

This includes Thinsulate sealants, foams, extra seals on the doors and body panels and a one-piece floor silencer pad.

Funny thing was, the XSE toptrim model I drove in the morning had a lot of noise intrusion into the cabin, while the Hybrid I drove in the afternoon was as hushed as being in a Lexus.

The only reason I can think of was the bigger, thin-wall 18-inch tires on the XSE, versus the 15-inch low rolling resistance tires on the Hybrid.
Ergo, I’ll be booking an XSE in the summer and put some serious mileage on it to see if anything has changed.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/05/Toyota-Corolla-2020-rear.jpg"><img class="alignnone size-full wp-image-136779" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/05/Toyota-Corolla-2020-rear.jpg" alt="First Drive 2020 Toyota Corolla Sedan" width="1280" height="782" /></a>

The 2.0-litre engine was super responsive to a prod of the gas pedal, but the CVT’s pulley system sometimes, but not often, was rushing to keep up during hard acceleration.

But that’s the nature of CVTs with the trade-off being consistently better fuel economy than an automatic.

Get into the higher trim levels like the XSE and they look and feel inside like an entry-level luxury car.

The XSE model tested here came with SofTex material seating and two-tone accents like black with blue highlights (as driven) or Moonstone (light grey) with dark grey highlights.

Pricing, as you might expect runs the gamut starting with the L manual/CVT at $18,990/$20,790, the SE manual/CVT at $22,290/$23,290 and the range-topping XSE at $28,490.

As you can see by this, cars are still a core segment of Toyota’s business plan, with Corolla very much being the foundation upon which the company is built.

First Drive: 2020 Toyota Corolla Sedan

2023 BMW i7 main image

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.

The last time I was in New York for a BMW event was in 2015 and, just like my trip to Manhattan last week, it involved the flagship 7 Series sedan.

Seven years later I return, but there’s one big difference: seat time isn’t on the menu. I’m just here to observe and report back. Still, that didn’t stop the memories of lapping the then all-new G11 / G12 at Monticello Raceway from rushing back as I sat in a room packed full of international media awaiting the world debut of the 2023 7 Series (G70 / G71) at the Chelsea Industrial in Midtown.

True to how much has changed since 2015, the real star of the show isn’t the gas-powered 760i xDrive; but the pure-electric i7 xDrive60. That isn’t to speak ill of the 760i, which is newsworthy too, but I’m going to focus primarily on the i7 because it’s the headliner.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/23-BMW-i7-sneak-1-scaled.jpg"><img class="alignnone size-full wp-image-167607" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/23-BMW-i7-sneak-1-scaled.jpg" alt="2023 BMW i7" width="2560" height="1707" /></a>

BMW has been gradually moving away from small, rounded kidney grilles and twin circular headlights for years, and it feels like a clean break has been reached with the new 7 Series. Their kidney grilles are large and geometric while the LED headlight elements are small. The latter are now separated, with the main low and high beams located below and the upper elements serving as daytime running lights. Adaptive LEDs are standard on both 7 Series models, and Swarovski crystal detailing is available as an option for the upper elements.

Elsewhere, the exterior design remains muscular, with a clean aesthetic and a wide and commanding stance. These cars are dripping with advanced technology and that feeling is reflected in their external looks, even for rather mundane items such as door handles which are now flush, as they are on the iX EV. The slim rear LEDs in the shape of facing Ls are also reminiscent of other new BMWs.

Dimensionally, the new 7 Series cars are bigger than the outgoing models they replace. They are 124 mm longer, 48 mm wider, 65 mm taller and the wheelbase has grown by 5 mm.
<h3>The BMW i7</h3>
Mechanically, the i7 is powered by two electric motors that are free of rare earth materials. BMW says they provide nearly silent propulsion, due in part to their acoustics and the way they are mounted, which BMW says is model-specific. In terms of power breakdown, the motor driving the rear wheels produces 308 horsepower, while the one up front produces 255. Meanwhile, the battery pack is a high-voltage 101.7-kWh lithium-ion unit. Total output is rated at 536 horsepower and 549 lb-ft of torque, which makes the i7 quite quick for a big sedan. It can cover zero-100 km/h in 4.7 seconds with an electronically governed top speed of 240 km/h.

As for its other EV characteristics, the i7 offers adaptive energy recovery (or recuperation) during deceleration and braking. In driving position D, recuperation adjusts automatically based on data collected from the navigation system and sensors in the car’s driver assistance systems. Low, medium, and high energy recuperation settings are also available and can be selected through the iDrive menu. One-pedal “feeling” as BMW describes it, is available in driving position B, which delivers the highest level of recuperation. The i7 can also “freewheel”, or coast, if the driver takes their foot off the accelerator. In this instance, no energy is flowing to the electric motors and thus no battery power is consumed.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/23-BMW-7-series-dashboard-scaled.jpg"><img class="alignnone size-full wp-image-167609" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/23-BMW-7-series-dashboard-scaled.jpg" alt="2023 BMW 7i" width="2560" height="1707" /></a>

In terms of charging, the i7 uses modified software found in the i4 and iX that has been enhanced for the big sedan. The main difference here is that instead of a “stepped” curve where the charge level drops significantly as the battery gets closer to full, the i7 has what BMW calls a more “rounded” charging curve, with a smoother drop-off near the end and shorter charge times.

As for charging speed, the Combined Charging Unit in the i7 allows for up to 11 kW with an AC (level 2) charger and up to 195 kW with a DC (level 3) unit. Using the latter, BMW claims a user can get up to 128 kilometres of range with just 10 minutes of charging. In terms of the overall, the i7 has an anticipated range of 498 kilometres based on EPA testing.

Okay, I must get to the cabin because there’s so much going on in there. In fact, there’s a bit too much, so I’m going to pick a few highlights. I sat in both cars, front and back, and the level of luxury on hand is sumptuous, as one might imagine, but a few things stand out.

Up front, BMW has reduced the number of physical buttons and switches significantly and has replaced many of them with its first-ever Interaction Bar. This illuminated touch-panel strip, which is backlit with a crystalline surface, runs the width of dashboard and into the door panels, and houses climate functions and opens the glove box. And yes, its colour changes based on drive mode, or it can be set by the user.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/cobb_i7reveal-140422-00198-scaled.jpg"><img class="alignnone size-full wp-image-167625" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/cobb_i7reveal-140422-00198-scaled.jpg" alt="2023 BMW i7" width="2560" height="1707" /></a>

On the digital display front, the i7 has two screens up front and one in back. The front screens consist of a 12.3-inch instrument cluster display and a 14.9-inch multimedia unit. These units are fused together under one big touch panel called the BMW Curved Display. The graphics and user interface has been designed to mirror that of a smartphone and offer deep levels of configurability.

Other highlights up front include a new flat-bottomed, two-spoke steering wheel, which includes rocker switches and scroll wheels with haptic feedback. A three-spoke, flat-bottom wheels is also available with the M Sport package. The centre console houses the iDrive Controller, Start/Stop button, volume control (well done, BMW) and a new gear selector. Also new here are My Modes buttons, which replace the Driving Experience Control Switch.

The rear seating area deserves some going over here, because as impressive as the previous Executive Lounge was, what I experienced in the back of this pre-production i7 was mind-blowing.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/cobb_i7reveal-140422-01991-scaled.jpg"><img class="alignnone size-full wp-image-167612" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/cobb_i7reveal-140422-01991-scaled.jpg" alt="2023 BMW i7" width="1707" height="2560" /></a>

First off, there are twin 5.5-inch touchscreens located in each door panel that can be used to adjust everything from climate functions to entertainment options, including music and volume, sunshades, and seat massaging! Yes, I spent a lot of time fiddling with all of these, especially the latter, in both cars.

As impressive as that was, the showstopper here is the rear seat entertainment screen, a 31.3-inch, motorized, flip-down-from-the-ceiling 8K touchscreen wonder. Okay fine, it’s officially called the BMW Theater Screen, and it comes with built-in Amazon Fire TV and supports other third-party apps that may require subscriptions. It can also be used for streaming videos, playing games, listening to music, and viewing downloaded content.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/23-bmw-i7-rear-theatre-screen-scaled.jpg"><img class="alignnone size-full wp-image-167608" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/23-bmw-i7-rear-theatre-screen-scaled.jpg" alt="2023 BMW i7" width="2560" height="1708" /></a>

BMW Canada product and technology manager Jean-Francois Taylor and I sat through a quick demo, and it was impressive, to say the least. Firstly, all sunshades automatically go up when the screen is in use so as not to distract other drivers.

Then, the demo begins – it was a trailer for a Lord of the Rings spin-off, I think – and the screen’s aspect ratio expands from 16:9 to 21:9 and finally to 32:9 cinemascope, with theatre sound being pumped into the cabin from the optional Bowers &amp; Wilkins Diamond Surround Sound System, which has 36 speakers and 1,965 watts of power.

And while this was happening, I was being treated to the changing colours of the Panoramic Sky Lounge LED Roof, a fixed glass panel with threaded LED backlighting that changes with drive mode or can be set by the user. Because when you’re having your senses blown by a 31-inch 8K movie screen and 1,965 watts of surround sound, why not enjoy a lightshow, too?

I could go on, but I think you get the picture. The i7 is a technological marvel, and I’ve only scratched its surface here.
<h3>The BMW 760i </h3>
Before I wrap up, I’ll touch briefly on the 760i xDrive. To reset, this is the long-wheelbase variant. The U.S. will also receive the V6-powered, short-wheelbase 740i, but for Canada it’s the bigger 760i only in terms of gas-powered models.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/cobb_i7reveal-140422-01924-scaled.jpg"><img class="alignnone size-full wp-image-167615" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/cobb_i7reveal-140422-01924-scaled.jpg" alt="2023 BMW 760i" width="2560" height="1708" /></a>

What I said about the i7 in terms of content also applies to the 760i, so I’m not going to touch on that, The 4.4-litre TwinPower Turbo V8 has been given a thorough update and now a has 48-volt mild hybrid system for improved power under acceleration and better fuel efficiency. In terms of output, the mild hybrid generates 147 lb-ft of torque and up to 12 horsepower. The output boost is stored in a 48-volt battery located under the trunk, and it’s charged via braking recuperation. Total power output is rated at 536 horsepower and 553 lb-ft. of torque, with an estimated 0-100 km/h time of 4.2 seconds.

The 2023 BMW i7 xDrive60 and 2023 BMW 760i xDrive go on sale across Canada in late fall 2022. They are both available for pre-order at bmw.ca. 
<h3>2023 BMW i7 xDrive60</h3>
BODY STYLE: Full-size premium EV sedan
DRIVE METHOD: Dual electric motors, all-wheel-drive, single-speed automatic transmission
PROPULSION: Dual electric motors, front / rear axle (536 hp / 549 lb-ft)
BATTERY: 101.7 kWh lithium-ion
FUEL ECONOMY: N/A
CARGO VOLUME: 501 litres (17.7 cu-ft)
PRICE: $147,000 (base MSRP)
WEBSITE: <a href="http://www.bmw.ca">www.bmw.ca</a>
<h3>2023 BMW 760i xDrive</h3>
BODY STYLE: Full-size premium sedan
DRIVE METHOD: Front-engine, all-wheel-drive, eight-speed automatic transmission
ENGINE: 4.4-litre twin-turbocharged V8 w/ 48V mild hybrid system (536 hp / 553 lb-ft)
FUEL ECONOMY: (Premium 91+) N/A
CARGO VOLUME: 540 litres (19.1 cu-ft)
PRICE: $147,000 (base MSRP)
WEBSITE: <a href="http://www.bmw.ca">www.bmw.ca</a>
The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

The 2023 BMW i7 and BMW 760i xDrive are marvels of technology

cbb residual awards hancock

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

Romina Eaton’s 2015 Volkswagen Jetta runs strong, but after she makes the final car payment this year, she won’t have any regrets about trading it in for a new model.

“I’m looking for a vehicle that’s more capable in winter since I had trouble getting to work this past season,” Eaton says, adding that she has to watch the bottom line. “Price is always a factor, but the total cost of ownership over the long term is paramount.”Vehicle depreciation has become part of her decision process, knowing that cars that lose their value quickly can impact the household budget. The pain comes into focus when shoppers visit a dealer to buy a new car and learn just how little their present vehicle is worth.

Many consumers don’t know that the single largest new-car expense is depreciation, the invisible menace that erodes the value of their vehicle. Determining which models maintain their value well is the specialty of Canadian Black Book (CBB), the country’s go-to automotive data and analytics provider for the past 60 years.

To help steer car shoppers towards the brands and models that hold their value well, CBB established its annual Best Retained Value Awards 15 years ago. The firm tracks the valuations of four-year-old used vehicles at wholesale auctions in Canada and compares those values to their original sticker price.

Last fall’s data revealed 2017-model-year vehicles were fetching an average 64 per cent of their original price at auction, up substantially from 52 per cent just two years ago – thanks to the COVID-19 pandemic that sparked supply-chain turmoil, which in turn led to unprecedented demand for used vehicles as new-vehicle inventories dried up.

Having perfected its data collection to find which automotive brands preserve their value best – last year it was Honda for cars, GMC for trucks and Porsche for luxury models – CBB is now trying its hand at forecasting residual values four years into the future.

“We’ve got our leading analytics tools and we know the Canadian auto market best, so it was time to take the next logical step by establishing our first-ever Canadian Black Book Residual Value Awards,” says James Hancock, CBB’s director of OEM strategy and analytics.

To produce solid forecasts, Hancock says the process is 80 per cent data-driven and 20 per cent “art.” Typical data collected by CBB includes wholesale auction prices, manufacturers’ info, auto loan data, as well as macroeconomic indicators such as consumer confidence, exchange rates, and forecasts for fuel prices, inflation and interest rates.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/hyundai-ioniq5-cbb-scaled.jpg"><img class="alignnone size-full wp-image-167536" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/hyundai-ioniq5-cbb-scaled.jpg" alt="2022 Hyundai Ioniq 5" width="2560" height="1707" /></a>

The art side of the equation involves more subjective qualities, such as vehicle design and innovations that CBB editors take the time to assess by “touch and feel,” according to Hancock. The approach is especially helpful for all-new models and nameplates that didn’t even exist a year ago.

“The historical data doesn’t rate alone. We examine consumer wants and whether the new models deliver. We try to capture the unknowables,” explains Hancock. A case in point is the all-new Ioniq 5 electric vehicle (EV) introduced by Hyundai.

“There’s enough intelligence gathered regarding EVs and what consumers want – useable range of 350 to 500 kilometres on a full charge, for example – that we can produce a forecast,” he says. As a result the Ioniq 5 clinched first place in the EV SUV Below $45K category, the first time Hyundai has ever earned a CBB award.

The overall brand winner for best residual values in cars is Toyota; in SUV/trucks it’s Cadillac; in the luxury segment it’s Lexus; in zero-emission vehicle it’s Kia; and for “most improved” it’s Cadillac. Hancock confirms there’s a close correlation between product quality and residual value.

“Historically, Hyundai and Kia have not scored well in our Retained Value Awards,” he says. However, Kia did win the most improved award last year, recognizing that the automaker and its corporate cousin, Hyundai, have made great strides in vehicle quality in recent years. What the Residual Value Awards reveal is that the two South Korean automakers are driving the EV transformation in the Canadian market.

“We have put so much more emphasis on EV categories – growth in EV options and consumer acceptance are hugely influencing today and tomorrow’s market,” Hancock says.

The Residual Value Awards offer no less than four categories in the zero-emissions vehicle segment. The electric Kia Soul wins for best EV Car Under $45K; Volvo’s Polestar 2 wins in the Above $45K category, while the Ioniq 5 wins best EV SUV Under $45K and the electric Volvo XC40 wins the higher price category.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/22-Lexus-IS350-scaled.jpg"><img class="alignnone size-full wp-image-167540" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/22-Lexus-IS350-scaled.jpg" alt="lexus is350" width="2560" height="1707" /></a>

Not surprisingly, the two Canadian Black Book awards programs are inextricably related. For example, the Toyota Tacoma won for Retained Value last year and wins this year’s Residual Value Award in the small pickup category, and has the highest residual value forecast of all models. The Chevrolet Corvette, which took top spot in the luxury sport car category, rated second-highest in expected residual value.

While it’s never easy predicting anything – such as the upcoming weekend weather – for automobile shoppers like Romina Eaton who have an appreciation for depreciation, it may very well be advantageous to pay attention to Canadian Black Book’s newest crystal-ball analytics.

2022 Canadian Black Book Residual Value Award Winners

Overall Brand Awards

Car: Toyota

SUV/Truck: Cadillac

Luxury: Lexus

Zero-Emissions Vehicle: Kia

Most Improved: Cadillac

Car Awards

Main: Toyota Camry

Luxury: Lexus IS Series

Prestige: Lexus LS 500

Sport Car Awards

Main: Toyota GR Supra

Luxury: Chevrolet Corvette

SUV Awards

Sub-Compact/Compact: GMC Terrain

Mid/Full-Size: Ford Bronco

Luxury: Cadillac Escalade

Pickup Truck Awards

Small: Toyota Tacoma

Full-Size: RAM 2500

Commercial Van Awards

Compact: Ford Transit

Full-Size: Chevrolet Express

Zero-Emissions Vehicle Awards

EV Car Below $45K: Kia Soul

EV Car Above $45K: Polestar 2

EV SUV Below $45K: Hyundai Ioniq 5

EV SUV Above $45K: Volvo XC40

CBB’s first-ever residual value awards aim to predict the future value of your car

a6 avant etron main header

Following the reveal of its sedan sibling last April, Audi has pulled the sheet of its latest EV, the A6 Avant e-tron concept, a sleek wagon that could see production in the near term.

Like the A6 e-tron concept, the A6 Avant e-tron concept is built on Audi’s all-new Premium Platform Electric (PPE) architecture, a modular system being co-developed with Porsche that will underpin a host of future electric vehicles in a variety of segments. Audi has indicated the first PPE production cars will be in the C segment, which includes mid-size models, which is where the current A6 family resides.

PPE cars will have variable battery sizes and wheelbases, but Audi has indicated they will also have common features. Among them are relatively long wheelbases and short overhangs with a larger interior and more legroom in both rows of seating. Additionally, as electric vehicles the interior space of PPE cars will benefit from the absence of a transmission tunnel. They will also have a flat battery layout which will allow for both a lower (A6 Avant e-tron concept) and higher ride height.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/a6-avant-etron-outdoor.png"><img class="alignnone size-full wp-image-166974" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/a6-avant-etron-outdoor.png" alt="Audi A6 Avant E-tron" width="4961" height="3307" /></a>

As for the A6 Avant e-tron, two caveats to note before I get into specifics. Its reveal was conducted online, so assembled media were not able to evaluate it in person. Secondly, the car’s cabin was not shown, so I cannot comment on its interior design, features or space utilization.

I can comment on its exterior, however, and, as the photos reveal, it is quite striking. At 4.96 metres (16.3 feet) long, 1.96 metres (6.4 feet) wide, and 1.44 metres (4.7 feet) tall, the A6 Avant e-tron concept possesses a sleek, yet wide and commanding stance. Its sloping rear roofline, bulging quarter panels and sharp character lines, along with massive 22-inch wheels and short front and rear overhangs, provide a clearly defined sporting character.

Additionally, its finer details are in keeping with other members of Audi’s e-tron family. Among these are a closed Singleframe grille and an OLED (organic light emitting diode) taillight array that form a continuous strip that runs the length of the car’s hatch and rear quarters. This display also offers a wide variety of lighting signatures and displays. Up front are slim Digital Matrix LED headlights that, like the OLED taillights, come with customizable light signatures.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/a6-avant-etron-rear-2-scaled.jpg"><img class="size-full wp-image-166976" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/a6-avant-etron-rear-2-scaled.jpg" alt="Audi A6 Avant E-tron" width="2560" height="1706" /></a>

Like its e-tron GT sibling, and the Porsche Taycan, the A6 Avant e-tron is equipped with an 800-volt charging system, which allows it to be charged with up to 270 kW of charging power. To put its fast-charging capability in context, Audi claims the car’s 100 kWh battery can achieve a range status of 300 kilometres (186 miles) in about 10 minutes, and it will take roughly 25 minutes to go from five to 80 per cent charged.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/a6-avant-etron-charging.png"><img class="alignnone size-full wp-image-166973" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/a6-avant-etron-charging.png" alt="Audi A6 Avant E-tron" width="4961" height="3720" /></a>

As for maximum range, the A6 Avant e-tron concept checks in at 700 km (435 miles), with the caveat that the figure is based on the World Harmonized Light Vehicles Test Procedure (WLTP) standard used in Europe and other global markets. North American range figures based on EPA and NRCan testing are not available.

Other chassis details include electric motors on both axles that, “use electronic coordination to deliver all-wheel drive on demand and achieve a perfect balance between driving dynamics and energy efficiency,” according to an Audi press statement. Also present is a five-link front axle up front, a multi-link axle in the rear, along with an air suspension and adaptive dampers.

On the performance front, the A6 Avant e-tron concept is rated at 350 kW (469 hp) with 800 Nm (590 lb-ft) of torque, which delivers a 0-100 km / h time of less than four seconds for high-performance models. That figure drops to less than seven seconds for lower-level efficiency trims, according to Audi.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/audi-a6-etron-rear-.png"><img class="alignnone size-full wp-image-166975" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/audi-a6-etron-rear-.png" alt="Audi A6 Avant E-tron" width="4961" height="3720" /></a>

As for its production prospects, Audi AG spokespeople indicated during the reveal that the A6 Avant e-tron concept will likely see production, but it wasn’t confirmed, nor was the time horizon regarding an official announcement.

I asked an Audi Canada rep if such a production car would be sold here, and he said the A6 Avant has been a “staple” of the company’s product lineup in Canada for 30 years, so if the car is greenlit for production, it would be offered here.

Parenthetically, I’ll add that Audi currently sells two gas-powered A6s in Avant form, Allroad and RS 6, and that as of this writing the A6 Avant e-tron concept is on the landing page of the company’s consumer website.

I’ll leave you to draw your own conclusions about all that, but I think its fair to say that the A6 Avant e-tron concept has intriguing production potential.

Audi A6 Avant e-tron concept is the electric wagon we all need

MY23_GR Corolla Circuit Edition_01

There’s something to be said for having a true gearhead at the helm of a car company. Without master driver Akio Toyoda at the helm, there’s a solid chance this weapons-grade hot hatch would never have seen the light of day – let alone the production line.

It’s called the GR Corolla, a funky-looking hatch with 300 horsepower and all-wheel drive. Under its hood is a 1.6L three-cylinder engine, hitting its power peak at 6,500 rpm and capable of belting out 273 lb-ft of torque at just 3,000 rpm. And yes – those are triple exhaust pipes out back, said to be designed to reduce backpressure for strong power delivery characteristics. It is not disingenuous to say this is the same turbocharged G16E-GTS powerplant in the GR Yaris cranked to eleven. Motorsport tech like multi-oil jet piston cooling and large diameter exhaust ports are part of the deal, aided by a single-scroll ball-bearing turbo integrated into the exhaust manifold.

<img class="alignnone wp-image-166913 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2022/03/MY23_GR-Corolla-Circuit-Edition__014-scaled.jpg" alt="2023 Toyota GR Corolla" width="2560" height="1707" />

This powerhouse is mated to a 6-speed manual transmission, as nature and Akio intended. Rev-matching will make you look like Senna to your friends, while all-wheel drive puts the power to the ground. Billed as Toyota’s first sports four-wheel drive system in two decades, it’s called the GR-FOUR (nostalgists rejoice) and is designed for shenanigans on a variety of surfaces. With the twist of a dial, drivers can select from an everyday 60/40 front-rear torque split, 50/50 for maximum stability, or an entertaining 30/70 distribution for those occasions you wish to hang the tail out on circuits. Some GR Corollas will be equipped with front and rear Torsen limited-slip differentials and sticky Michelin Pilot Sport 4 tires are standard from the factory.

<img class="alignnone size-full wp-image-166917" src="https://wordpress.wheels.ca/wp-content/uploads/2022/03/MY23_GR-Corolla_Circuit-Edition_024-scaled.jpg" alt="2023 Toyota GR Corolla" width="2560" height="2157" />

Curb weight is listed as 1,473 kg (3,240 lbs) which is in the ballpark of all-wheel drive competitors like the VW Golf R. Toyota offset the all-wheel drive weight penalty by using aluminium for the hood and front door panels, high-tensile steel in critical structure areas, plus the forged (not woven) carbon fibre roof for the Circuit trim. To add stiffness, there are more weld points in the frame compared to a garden variety Corolla hatch plus an extensive use of structural adhesives. Compared to the VW, this car is 4.5 inches longer and 2.5 inches wider. Both trims get the widebody treatment with angry front and rear fender flares. The rear lower bumper cover has functional vents on both trims.

Which brings us to an important point. Like other hot hatches in this arena, the GR Corolla isn’t just a trim package layered onto an existing model. Instead, there will eventually be two trims of the thing: Core and Circuit. Core is first out of the gate, identifiable by its colour-keyed roof. Sometime in the 2023 calendar year, a Circuit Edition will pop up with that forged carbon-fibre lid and vented (read: functional) bulging hood shown in these photos. No matter the model, front suspension is a MacPherson-type strut paired with a double wishbone type multilink system outback

<img class="alignnone size-full wp-image-166919" src="https://wordpress.wheels.ca/wp-content/uploads/2022/03/MY23_GR-Corolla-Circuit-Edition_016-scaled.jpg" alt="2023 Toyota GR Corolla" width="2560" height="1707" />.

Inside, look for the typical modern conveniences, such as heated seats/wheel and a 12.3-inch screen in the place of sweeping gauges which can display a myriad of vehicle information. The shift lever is said to have a shortened stroke of a quick throw and, praise the pharaohs, there’s an old-school pull type mechanical parking brake. Core models get a black and silver atmosphere while the Circuit swaps silver for natty red. GR badges abound in both, but Core customers get fabric sport seats while Circuit buyers will find themselves sitting on a synthetic leather. Automatic climate control keeps all hands happy, there are ample places in which to charge a smartphone, and aluminum sport pedals. Infotainment is limited to an 8-inch screen but let’s be real – you’ll probably be having too much fun driving the GR Corolla to miss the jumbotrons found in some other cars.

The company has been making lots of noise about its Toyota Safety Sense suite of active driver aids, showing up here with a ‘3.0’ designation which denotes the latest and greatest in driving nannies. There’s a pre-collision system, lane departure alert with steering assist, dynamic radar cruise control, and hill start assist which can be a lifesaver when trying to light the fires on a steep hill.

<img class="alignnone size-full wp-image-166918" src="https://wordpress.wheels.ca/wp-content/uploads/2022/03/MY23_GR-Corolla-Circuit-Edition_07-scaled.jpg" alt="2023 Toyota GR Corolla" width="2560" height="1707" />

Toyota’s mum on price for now but the existing Corolla hatchback tops out at less than $30,000. A six-speed Golf R is priced in the mid-40’s and the front-wheel drive Civic Type R was about a thousand bucks more. Meanwhile, a Veloster N is just a good steak dinner south of forty grand. In other words, don’t be surprised if the GR Corolla’s sticker price starts with a ‘4’ when it goes on sale in Canada later this year.

See? It’s great to have a gearhead at the helm of a car company.

2023 Toyota GR Corolla launched, promises 300 horsepower

Honda Civic front

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 - that earns a passing grade.

Canada's most popular car has been given a major overhaul for 2022, a task approached with care thanks to the fact it's been this country's top-selling car since 1998. With a grown-up styling and a dashboard that's notably not lifted wholesale from the bridge of the Starship Enterprise, this iteration is shaping up to be one of the most successful models to date.

Base Camp is, of course, most interested in the least expensive trim. Once again called the LX, it stickers at $24,465 and is powered by a 2.0-litre four-cylinder engine making 158 horsepower and 138 lb-ft of torque. An automatic transmission is the sole choice, leaving those of us seeking a third pedal empty-handed until the hatchback variant appears later. Its 16-inch tires on steel wheels help keep a lid on costs come replacement time, though the hubcaps are a clear indicator of your penny-pinching ways.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/07/Honda-Civic-rear.png"><img class="alignnone size-full wp-image-160310" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/07/Honda-Civic-rear.png" alt="2022 Honda Civic" width="1800" height="1200" /></a>

One good thing about the mandatory automatic is it permits the inclusion of active safety equipment like collision mitigation braking, lane departure warning, and adaptive cruise control. These are great helpers for new drivers or those amongst us who once again find themselves staring down the barrel of a two-hour morning commute.

The entry-level LX is currently the only 2022 Civic available without a moonroof, a headroom-robbing feature your author prefers to do without. Power side mirrors have heated elements for cold mornings at the rink, though their lack of turn signal repeaters is yet another advertisement this is the base model. As is typical for Honda, the only available paint shades are dour like Newfoundland fog. Lunar Silver Metallic is shown here.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/07/Honda-Civic-interior.png"><img class="alignnone size-full wp-image-160309" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/07/Honda-Civic-interior.png" alt="2022 Honda Civic" width="1800" height="1200" /></a>

No fewer than eight speakers work with the 7-inch colour touchscreen to bang out tunes from your Bluetooth or Apple CarPlay/Android Auto connection. You're out of luck for SiriusXM capability, however. Air conditioning is standard in just about everything these days, as are power windows and a tilt/telescope wheel. The inclusion of a remote starter is a nice touch.
<h3>What We'd Choose</h3>
Stepping up to the EX is a $2,300 proposition, with the Sport trim being a further $1,100 beyond that point. Neither bring anything extra to the table in terms of power, though the Sport does have snazzy 18-inch black aluminum alloy wheels. Safety features and driver assist technology is also identical.

Truthfully, it's tough to make the case for a more expensive 2022 Civic when the net gains are largely restricted to extra USB ports and dual zone climate control plus some other minor trim differences. While the colour palette in the EX and Sport are more appealing, $3,400 can buy a lot of vinyl wrap. Stick to the LX, pocket the difference, and enjoy the extra 43mm (1.65 inches) of headroom.

Base Camp: 2022 Honda Civic Sedan LX

Genesis 2022 One

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.

Behind a heavy black curtain of the Genesis boutique located in Square One, Ontario’s largest mall, the Canadian debut of the all-new 2022 Genesis GV70 was low-key in a way the nascent four-year old brand was surely not expecting. With its on-sale introduction to the market now planned for the second half of 2021, the BMW X3-sized SUV in most years would receive a splashier introduction at various auto shows, at least one or likely multiple large test drive events, and numerous posh sneak preview events, complete with finger food and champagne for favoured customers.

But at least in the past year, none of this has been possible. That world has now changed, certainly in the immediate future, and perhaps for good. For this sneak peek at the all-new GV70, it was one media member at a time, with information gleaned by three company executives. And no driving, at least for now.

Which is unfortunate, because the GV70 promises an enthusiast-friendly if traditional drivetrain formula: take the already powerful gas engine from your larger and pricier model, in this case the highly regarded Genesis GV80 SUV, and stuff it into a smaller and lighter body for instant driving fun. Therefore, the powerful 300 hp 2.5-litre turbocharged base four-cylinder from the larger mid-size G80 arrives largely untouched, as does its 311 lb-ft of torque – both of these figures dwarf those of base X3 and Audi Q5 models, while early fuel efficiency figures from Genesis suggest the GV70 will swill roughly equal amounts of premium fuel as its German counterparts, or the Lexus NX 300 as well.

The GV70 will be available in four trims, and each of the four 2.5T trims of the GV70 – Select, Advanced, Advanced Plus and the Prestige – will come with 300 hp at 311 lb-ft of torque.

For those that want max muscle, the GV70 also offers the much brawnier 3.5-litre V6, which pumps out 375 hp and 391 lb-ft of torque, the latter at a notably lower 1,300 r.p.m. No acceleration estimates were provided, but given that the GV70 is roughly 190 kg (419 lb) lighter than the larger but already fleet GV80, Genesis is clearly laying down generous amounts of rubber and ‘sport’ to its second sport-utility vehicle.

Unlike some rivals that offer hybrid or plug-in hybrid versions of its luxury SUVs, Genesis Canada executives confirmed it will be foregoing both those routes with the GV70, leaving its efficiency standard-bearer to be an upcoming all-electric BEV SUV based on the E-GMP platform.

<img class="alignnone size-full wp-image-158029" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/03/Genesis-2022-Two-scaled.jpg" alt="First Look 2022 Genesis GV70" width="2560" height="1920" />

Inside, the GV70 offers a few industry firsts: one, there’s a fingerprint reader behind the steering wheel that can be matched to yours, and used in an emergency to start and drive the car. Granted, if your fob is totally out of battery power or just in someone else’s pocket accidentally, gaining access to be able to use that button may be an issue.

Another is a radar-based system that actively monitors the rear seat for activity, using sensors inside that can not only detect movements, but can detect heartbeats and breathing, to alert the driver to sleeping children and/or pets.

As more Genesis models emerge, it’s seeming clear now that the ‘GV’ signifies an SUV model, whereas the number indicates where the model lands size and price-wise in the current Genesis lineup. The G70 compact sedan also receives a refresh for 2022, with both models sharing a new twin LED headlight and taillight designs first seen on the larger GV80 that will become a signature visual feature for all Genesis models going forward, said Richard Trevisan, brand director at Genesis Motors Canada.

“We’re a very customer focused brand – we come to you,” he said, describing how the fledgling brand has helped differentiate itself, by delivering vehicles to customers for test drives, as well as doing the same for any scheduled maintenance, dropping off a Genesis loaner at the same time.

The Genesis Canada website notes that the brand’s “At-Home services are limited to a 50 km radius from the nearest agency,” but the brand has been creating and expanding its physical footprint as well, now up to 30 across the country, its latest opening in Newfoundland in January this year.

With the G70 sedan and GV70 sitting next to each other, the family resemblance was clear, the similar twin LED lighting motifs front and rear the most noticeable visual change in the G70 four-door. Genesis has also opted to replace its rear badge with a spelled out ‘Genesis’ name, to help increase its brand recognition as well.

Powertrain-wise, the G70 no longer offers rear-wheel drive nor a manual transmission, making all Genesis models all-wheel drive as of 2022 model year, said the Genesis folks. The G70 Sport will offer a throatier variable exhaust system to its 3.3 V6 models, which will top out at 368 hp versus 365 without it. The ’22 G70 is slated to arrive in May this year.

Hyundai’s upscale Genesis brand has benefitted from its early focus of launching its brand largely online, gaining a foothold on building relationships online with customers that proved invaluable for the last year spent a in pandemic-related upheaval. The G70 has grown its market share versus the powerhouse Mercedes-Benz C-Class and other market rivals even in a down year, and Trevisan expects the GV70 to take an even larger bite out of its faster-growing growing market segment.

First Look: 2022 Genesis GV70 SUV and refreshed G70 sedan

2021 Genesis G80 2

PORT CARLING Ontario - The top three selling vehicles in Korea are the Hyundai Grandeur (formerly sold here as the Azera), the Genesis G80 (about which more anon), and the Hyundai Sonata.

All sedans. Hyundai doesn't make pickup trucks.

While our market for sedans is small, it is still sizable, although – to be honest – most of that volume is in compact cars.

Hyundai's upscale Genesis brand is giving us a chance to show that we can be as smart as Koreans by offering the mid-size G80 sedan.

It is on sale now. $66,000 gets you the "2.5T Advanced" version with a 2.5-litre turbo four cylinder engine (300 horsepower at 5,800 r.p.m., 311 lb-ft of torque from 1,650 to 4,000 r.p.m.). A price of $76,000 brings the "3.5T Prestige", with a 3.5-litre twin-turbo V6 (375 horsepower at 5,800 r.p.m., 391 lb-ft of torque at an ultra-low 1,300 r.p.m.).

Incidentally, those prices are the same coast-to-coast, and include everything - destination charges, A/C tax, etc. - except local sales taxes. Also included are five years of "Genesis at home" service. They'll pick your car up at your house or office for scheduled maintenance, and leave you a loaner.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/11/2021-Genesis-G80-2.5T-Left-Front.jpg"><img class="alignnone size-full wp-image-155952" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/11/2021-Genesis-G80-2.5T-Left-Front.jpg" alt="First Drive 2021 Genesis G80" width="1280" height="960" /></a>

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/11/2021-Genesis-G80-2.5T-Left-Rear.jpg"><img class="alignnone size-full wp-image-155953" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/11/2021-Genesis-G80-2.5T-Left-Rear.jpg" alt="First Drive 2021 Genesis G80" width="1280" height="960" /></a>

An eight-speed automatic transmission is standard with both engines, as is full-time four-wheel drive, engineered in conjunction with Magna, so there's some Canadian content here too. My usual caveat about reading U.S.-based sources: rear-wheel drive is offered there, but not in Canada.

Both models come fully equipped as there are almost no options. Pick your engine, pick from some amazing interior and exterior colour schemes, and fork over your money. In the G80 and the related <a href="https://www.wheels.ca/car-reviews/first-drive-2021-genesis-gv80/">GV80 SUV</a> both are new-from-the-ground-up Genesis vehicles, and not related to any Hyundai-branded models.

Car designers don't seem to be able to draw a single line without having a "theme" to follow. For G80, it was "Athletic Elegance". This translates into a faux-fastback design ("faux" because there is a trunk), which is longer, lower and wider than the previous G80. Despite that, it's up to 125 kg lighter, thanks largely to aluminum in the doors, hood, and trunk lid. Lower weight benefits performance and handling.

The shield-shaped grille is meant to be a Genesis's trademark, although frankly, it looks rather like the front end of any recent Cadillac. In G80, a pair of horizontal lines split the headlights, runs along the body sides behind the front wheels, and terminates at the taillights. The idea is to tie the entire design together. No argument - this is a handsome car.

It gets even better when you open the door. Here, the theme phrase is "Beauty of Openness". What you get are top-quality materials, beautifully stitched together.

On the 2.5T, the dash and door trim panels are aluminum, which looks fine. Until you step into the 3.5T, where open-pore wood trim takes over. I'm not usually a fan of wood in a car, but this looks and feels gorgeous.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/11/2021-Genesis-G80-3.5T-Dash.jpg"><img class="alignnone size-full wp-image-155950" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/11/2021-Genesis-G80-3.5T-Dash.jpg" alt="First Drive 2021 Genesis G80" width="1280" height="960" /></a>

And each car's wood is unique, so no two cars look the same. There's lots of room front and back, and a good-sized trunk. I found the seats excellent. One of the "Easter eggs" as Genesis Canada's Jarred Pellat calls them - little hidden touches that surprise and delight - is that at elevated speeds (130 km/h so I'm told; I'm not confessing to anything...) the side bolsters snug themselves up to give you added lateral support.

One of the largest (14.5 inches) and brightest centre touch screens in the business offers insights into what's going on in your immediate driving world.

Two significant controls are on the centre console. A rotary knob, not unlike some Jaguar and Ford products, controls the transmission. Rotate it left to right for Reverse, Neutral and Drive, push the centre for Park.

The second just ahead of that shifter is a "multimedia controller", a knurled circular device which you rotate to bring up the function you want, then move the knob north, south, east or west to select the particular value. It take some getting used to, but after an hour or so, I started to get the hang of it. There's also the Drive Mode control. I spent most of my time in Sport or Comfort; you can also choose Smart, Eco or Custom, which lets you select from a variety of parameters to suit your taste or mood.

Like the <a href="https://www.wheels.ca/car-reviews/review-2021-hyundai-elantra/">Hyundai Elantra</a> I tested recently, an additional row of buttons above the HVAC controls offer direct access to commonly-desired functions like Map, SatNav controls, and Radio, without having to stretch to touch the screen. Easier to reach, less distracting to the driving task and no issues with fingerprints.

The 2.5T has an 8-inch LCD colour dash display, while the 3.5T brings a 12.3-inch cluster with 3D which can highlight the most important data, and send less critical info to the back.

Too much? You can shut it off.

Some of my colleagues report difficulty viewing digital screens while wearing polarized sunglasses. I wear these all the time and haven't noticed a problem, but Genesis admitted it's an issue for some, and they are working on it.

G80 has automatic massage seats that come on when it decides you need them. I like these when I control them. I don't want the car making that decision, so I shut this feature off.

Genesis has identified NVH - Noise, Vibration and Harshness - as key elements in what makes a true luxury car. To this laudable goal, double-pane acoustic glass all around, special sound deadening material in the headliner, and resonating chambers in the wheels help keep the peace. All of which makes an ideal environment to enjoy the 21 speaker sound system by Lexicon, a subsidiary of Harmon (formerly Harmon Kardon) that is now a subsidiary of Korea's Samsung Electronics. It's spectacular.

There are the usual safety and driver assistance systems, but G80 adds one useful feature that I've seen in BMWs - cameras in the corners of the front bumper that can almost literally see around corners. When navigating tight sports, these can be a boon.

The G80 can self-park and self-"un-park", which can be handy in those snug inner city spots.

In addition to the usual spate of air bags, G80 has one between the front seat riders, to avoid head-to-head contact in a side crash. GM used to offer these; they don't any more, but I don't know why. Due to the weather, all our test cars were fitted with winter tires. You'd expect more road noise from these, but without a back-to-back, it was impossible to tell. Besides, the car is so quiet you probably couldn't tell anything anyway.

I first tried the 2.5T. The head-up display is easy to shut off; so you can watch the road which is sort-of your job. It goes, handles, and stops with the best of them.

The four-wheel drive system starts as a 50/50 front-rear torque split, with the system sending as much as 100 per cent to the rear wheels as needed when you're pushing on. All of which is transparent to the driver.

One issue I had - after stopping for photos, I pulled out onto the highway and the car seemed down on power. I stopped, shut it off, restarted, and it was fine. Neither myself nor the Genesis techs have an answer yet.

After lunch I got into the 3.5T. It was predictably and noticeably faster, although it will burn more fuel. It gains an electronically controlled suspension with a road-reading camera so it can sense an upcoming bump and prepare the suspension to handle it. Audi and Mercedes both have something similar. Again, like the best technology, you're totally unaware it's happening. It also has doors that once you bring them near the latch, they automatically close themselves.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/11/2021-Genesis-G80-3.5T-Left-Rear.jpg"><img class="alignnone size-full wp-image-155951" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/11/2021-Genesis-G80-3.5T-Left-Rear.jpg" alt="First Drive 2021 Genesis G80" width="1280" height="960" /></a>

I figure if you can spring for a $66,000 car, you can probably find another ten grand in a sock somewhere and go for the 3.5T. And not, surprise surprise, for the power, or the trick suspension. I just fell in love with that wood interior.

Genesis is well beyond the point of having to sell their cars based on price alone. They stand head-to-head with anything remotely in their class on just about every count. The fact that their all-in prices are pretty much where the similarly-sized German competition (<a href="https://www.wheels.ca/car-reviews/review-2019-audi-a6/">Audi A6</a>, <a href="https://www.wheels.ca/car-reviews/review-2020-bmw-m550i/">BMW 5-Series</a>, <a href="https://www.wheels.ca/car-reviews/an-elegant-e-class-coupe-for-2018/">Mercedes-Benz E Class</a>) begins, with thousands of dollars of options needed to match G80's equipment levels, is just a bonus.

If you're in this market, you owe it to yourself to take a long, hard look.

The vehicles were provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

&nbsp;

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