news 7-24 (7)

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.

<strong>New Sante Fe looks nothing like the old one</strong>

Hyundai revealed the latest generation of the Santa Fe three-row crossover and the model is getting a serious style upgrade. The blocky new look with H-shape LED lights front and rear looks like it will absolutely stand out in the crowded crossover market. The new Santa Fe will be larger than the model it replaces for more interior space. On the inside, expect it to be more conventional, though. Sharing a 12.3-inch cluster and integrated centre screen design with models like the latest Tucson. The cabin will add some sustainable materials, including a headliner and seat backs made from recycled plastics. While we don't have powertrain details yet, expect Hyundai to reveal those sometime in August.

<strong>Mach-E Rally</strong>

<img class="aligncenter size-full wp-image-177023" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/news-7-24-6.jpg" alt="Mustang Mach-E Rally" width="2500" height="1667" />

Ford showed off a rally-ready version of the <a href="https://www.wheels.ca/reviews/review-2021-ford-mustang-mach-e-gt">Mustang Mach-E</a> last week. The Ford Mustang Mach-E Rally is a version of the electric crossover designed for going fast on rougher roads. Ford was short on details, other than to confirm it would be going on sale here, but this is what we know: The Mach-E Rally will have a taller suspension, beefier wheels, and tires suited to going fast on gravel. The Mach-E Rally will be based on the quicker GT model and it will get some styling changes including a rear wing and fog lights mounted inside the flat grille.

<strong>Mazda CX-50 pricing</strong>

<img class="aligncenter size-full wp-image-177022" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/news-7-24-5.jpg" alt="Mazda CX-50" width="2500" height="1666" />

Mazda has priced the 2024 CX-50. The rough-road-oriented crossover will start from $39,300, about $1,000 more than last year. There are some small changes, recalibrated steering and new dampers, part of the brand's continual improvement drive. The base <a href="https://www.wheels.ca/reviews/2023-mazda-cx-50-gt-turbo">CX-50</a> GS-L gets a 187 hp 2.5L four and has standard all-wheel drive. Mazda will also continue to offer the 227 hp 2.5T on the CX-50 GT Turbo ($46,750) and Turbo Meridian Edition. That engine upgrade comes with a 3,500 lb towing capacity.

<strong>Muscly new Mercedes-Benz GLC</strong>

<img class="aligncenter size-full wp-image-177021" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/news-7-24-4.jpg" alt="New Mercedes GLC 63 S" width="2500" height="1668" />

Mercedes-Benz is showing off the new Mercedes-AMG GLC SUVs, with both the GLC 43 and GLC 63 S E Performance getting 2.0L turbo-fours. The 2024 GLC 43's version of the engine makes 416 hp plus a small boost from the belt-driven starter-generator. The 2025 GLC 63 S tweaks that 2.0 up to an astonishing 469 hp. On top of that, an AMG electric motor developed using F1 tech adds 201 hp for a total of 671 hp and 752 lb-ft of torque. Both get adaptive damping and the GLC 63 S has active roll control. Active rear steering is standard, and both get big brake upgrades. That's four-pot calipers for 43 and six-pots for the 63. The interiors will feature AMG sports seats and AMG trim and instrument cluster displays as well as a flat-bottom performance wheel. Both go on sale next year.

<strong>All-new Chevy Traverse</strong>

<img class="aligncenter size-full wp-image-177020" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/news-7-24-3.jpg" alt="2024 Chevrolet Traverse Z71" width="2500" height="1668" />

Chevrolet debuted the 2024 Traverse. The new big three-row gets styling that is meant to make it look more SUV rugged than crossover friendly. The <a href="https://www.wheels.ca/reviews/2022-chevrolet-traverse-rs-review">Traverse</a> will also ditch its 3.6L V6 for a 2.5L turbo-four making 315 hp and 317 lb-ft. A new cabin includes an 11-inch digital dash and a 17.7-inch infotainment screen and while overall space drops a few litres to 2,763, it should still be best-in-class for cargo. GM's Super Cruise hands-off driving assistant will be added to the options list and the list of standard driver assists has grown significantly. Also new for 2024 is a Z71 off-road model that features a new twin-clutch AWD system, a high-clearance front fascia, all-terrain tires, and a one-inch lift kit. The 2024 Chevrolet Traverse is expected at dealers early next year.

<strong>Kia EV9 reservations opening soon</strong>

<img class="aligncenter size-full wp-image-177018" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/news-7-24-1.jpg" alt="Kia EV9" width="2500" height="1667" />

Kia will start taking reservations for the <a href="https://www.wheels.ca/news/first-look-2024-kia-ev9">EV9 three-row</a> EV on the last day of July. The EV is set to hit dealers later this year (with pricing to follow), but we do have some more information about the model. The EV9, slightly longer than Telluride, will offer a 99.8 kWh battery. It will have a single-motor configuration targeting 480 km of range or a 379 hp dual-motor with no range estimate given.

<strong>Toyota bringing Mirai FCEV to YEG</strong>

<img class="aligncenter size-full wp-image-177019" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/news-7-24-2.jpg" alt="Toyota Mirai YEG" width="2500" height="1667" />

Toyota is partnering with Edmonton International Airport to bring 100 Mirai fuel-cell vehicles to the city's roads. Some of the vehicles will be used on-site to replace existing airport vehicles, but others will be used by airport partners including rental fleets and taxi companies. "YEG's fleet of Toyota Mirai FCEVs will help accelerate the use of hydrogen in Alberta and having on-site hydrogen fueling infrastructure will make them a true hub, spurring the growth of Alberta's hydrogen economy," said Toyota Canada VP Stephen Beatty.

News Roundup: Mustang Mach-E Rally, New Traverse, Mercedes has a 671 hp Four, More

tahoe (1 of 22)

Z71 is the code that Chevy uses to tell you you’re looking at an off-road-ready rig. Like many of Chevrolet’s coolest trims (Cavalier Z22, Camaro Z28, Corvette ZR1, etc.), it was the factory code to tell workers the truck was getting an off-road suspension. Then marketing got hold of it. On the <a href="https://www.wheels.ca/news/first-look-chevrolet-silverado-hd-zr2">Silverado</a>, it means Rancho off-road shocks, all-terrain tires, skid plates, and more. On Tahoe, though, well, we’ll get into it.

The biggest exclusive for the 2023 Chevrolet Tahoe’s Z71 package is the front bumper and grille. The bumper is cut out to let you climb steeper obstacles without bashing up the nose. There’s also a small skidplate that might protect some of the underbody of the SUV, but not the really important greasy parts.

<img class="aligncenter size-full wp-image-176866" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/tahoe-8-of-22-scaled.jpg" alt="2023 Chevrolet Tahoe Z71" width="2560" height="1707" />

Yes, it also has a bigger air filter, recovery hooks, and step bars, but the Tahoe Z71 doesn’t come with an off-road-tuned suspension and it doesn’t have a lift. Just the same 8.0 inches of clearance as any other Tahoe. It does come with a low-range transfer case as standard equipment, the only Tahoe to get that, but the transfer case is optional on other trims as part of their Max Towing packages for about $725.

What Z71 really does is open you up to the option that it really should have as standard equipment: The Off-Road Capability Package.

With that $3,445 bundle, you get an adaptive air suspension system that adds two inches of ground clearance and improves the ride on and off-road. You also get magnetic dampers that make the ride even better. Plus an electronic rear LSD replaces the standard mechanical one. You can get all of these systems on other grades, but they are more expensive than the Z71.

<img class="aligncenter size-full wp-image-176865" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/tahoe-6-of-22-scaled.jpg" alt="2023 Chevrolet Tahoe Z71" width="2560" height="1707" />

So without that fancy suspension, am I telling you that the Z71 Tahoe doesn’t work off the pavement? Of course not. The Tahoe is based on the full-size GM truck platform but gets an independent rear suspension instead of a live axle. The coil springs do a much better job of smoothing out the ride than a pickup’s axle and leaf springs.

Tahoe moves around on the highway, wallowing over bumps like any three-tonne vehicle does, but it maintains that cushy ride on gravel and rocky routes. The suspension doesn’t have much articulation, but this isn’t a rock crawler like a Silverado ZR2. Or Toyota Sequoia TRD PRO.

Chevy lets you have the Z71 with its 5.3L or 6.2L V8s, but not the diesel. Thank the trim-specific front bumper for that; the shape cuts into the packaging needed for the Duramax.

<img class="aligncenter size-full wp-image-176873" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/tahoe-17-of-22-scaled.jpg" alt="2023 Chevrolet Tahoe Z71" width="2560" height="1707" />

I drove the smaller of the two V8s, but its 355 hp was more than enough for this hefty SUV. I thought it was the 6.2 based on the amount of shove, and you can give some of the credit for that to the 10-speed auto. All those gears make impressive use of the power and 383 lb-ft of torque on offer.

In typical GM small block V8 fashion, it's quiet, smooth, and makes a delightful rumble when you stomp on the gas. It's reasonably efficient, too, with an estimated 15.8 L/100 km city, 11.8 highway, with the 20-inch all-terrain Goodyear tires not hurting the Z71's rating. It's tough to call the fuel economy good, but I've driven much smaller crossovers that were worse.

The low-range gearing helps climb and descend tough hills, with the hill descent control helping out on the way down, but a quirk of the driveline was seriously exaggerated in 4Hi and 4Lo. Add a lot of throttle quickly, occasionally necessary in off-road road maneuvering, and the extra power didn’t go away as soon as your foot did. The Tahoe would continue to power forward for a few moments. While it wasn’t noticeable in pavement driving, it lead to some serious pucker factor off-road.

The point of the Tahoe is to be big, and GM maximized that when it redesigned the model in 2021. The wheelbase and overall length grew, and that gave it enough space for nearly anyone in any of the three rows of seating.

<img class="aligncenter size-full wp-image-176874" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/tahoe-19-of-22-scaled.jpg" alt="2023 Chevrolet Tahoe Z71" width="2560" height="1707" />

Tahoe's 722L of cargo space behind the third row is equally generous, with 2,056L if you fold the rearmost seats and a whopping 3,480L and an almost completely flat load floor with all the seats down.

If somehow it isn't enough then Chevy offers either a Suburban or 8,200 lbs of trailer towing to take up the slack.

Getting into the third row is easy too, but Chevy misses a beat with the folding second seat. It slides forward easily with the pull of a lever, but it won't return to the same spot. You'll need to slide it rearward in a second action. It also won't slide up with a child seat in place.

<img class="aligncenter size-full wp-image-176867" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/tahoe-9-of-22-scaled.jpg" alt="2023 Chevrolet Tahoe Z71" width="2560" height="1707" />

The driver and front passenger get loads of space too, with the extra-wide centre console separating them and providing a quartet of large cup holders. The centre console storage space is large enough to hold a small backpack, and there are even more clever storage spots sprinkled around including one with a door that hides where you might expect to find a dash vent.

Chevrolet includes automatic emergency braking, forward collision alert, and some other handy driver assists as standard, but adaptive cruise, blind spot monitoring, and some of the other best bits are buried in options.

The 2023 Chevrolet Tahoe Z71 is a competent off-roader and an excellent heavy people-mover. But if you’re not going to tick the $7,000 or so for the extra off-road equipment (mandatory if you want the 6.2L), then you’d be better served for less cash by a Tahoe LT. Unless you happen to just really like that new bumper, in which case enjoy intimidating pedestrians and left-lane blockers.

<strong>2023 Chevrolet Tahoe Z71</strong>

<strong>BODY STYLE</strong>: Three-row full-size body-on-frame SUV
<strong>CONFIGURATION</strong>: Front engine, 4x4
<strong>ENGINE</strong>: 5.3L V8; Power 355 hp @ 5,600 rpm, 383 lb-ft @ 4,100 rpm
<strong>FUEL ECONOMY</strong>: 15.8L/11.8/100km (city/hwy).
As tested 11.5L/100km (comb).
<strong>CARGO VOLUME</strong>: 722L behind third row, 2,056 with third row folded, 3,480 with rear seats folded

<strong>TOW RATING</strong>: 3,719 kg (8,200 lb) when properly equipped

<strong>PRICE</strong>: Base $78,603 (Z71) As tested $84,353 before destination (major options include $2,295 rear media system, $1,725 panoramic sunroof)

&nbsp;

2023 Chevrolet Tahoe Z71 Review

2009 Chevrolet TrailBlazer SS

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

The 2000s as a decade can be defined by two key, tragic events.

The first is 9-11. It was the day the ‘90s truly died. When we were forced to accept that history was not over as the previous decade had predicted.

The second was the 2008 financial crash. A cataclysmic event which wiped out livelihoods and savings, and which saw some of the oldest nameplates in American automotive disappear forever.

In between were two ethically dubious wars. Some transformative cinema. The election of the first African-American U.S. president. And cars. Some, actually quite interesting, awesome and nothing if not indicative of their place in time.

The 2000s tend to get written off in the minds of automotive enthusiasts. Most will mark the return to sports performance in the early 90s… but then mentally jump to the ultra-high performance of today with nothing in between. No transitions. No evolution. No growing pains.

And true enough there was a lot of truly boring, humdrum crap from the 2000s. The bean counters and boomers still reigned supreme forcing nostalgia-bait trash like the Chrysler PT Cruiser and Chevrolet HHR into the market. The Dodge Caliber is the worst car I have ever driven.

But the ‘00s was also the dawn of the millennials and the return of engineers to the helm of development. Seeds were planted in the ‘00s for what would be the true golden age of sports cars, muscle cars, hot hatches, and even SUVs here in the ‘20s.

Still, so few vehicles can escape the time in which they were created and lived. So many ‘00s cars boomed, then busted… and then disappeared. So many on this list feel like a defiant western hoorah — cheap, loud, bold, classless — with lives abruptly cut short by a crisis triggered by shortsightedness and greed.

If ever an entire generation of cars were an allegory for capitalism, it was in the ‘00s.
<h3><strong>Cadillac XLR-V (2006 - 2009)</strong></h3>
<img class="aligncenter size-full wp-image-176529" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/2006-Cadillac-XLR-V-scaled.jpg" alt="Cadillac XLR-V" width="2560" height="1709" />

Gather 'round children and let me tell you about the time GM made a luxury Corvette, and incidentally, the last convertible Cadillac.

It’s not difficult to see GM’s thinking with the XLR. Since the average Corvette buyer was in their mid-50s and the ‘Vettes of the day were only getting more hardcore and back-breaky, why not make something a retired golf-ist might enjoy? Seems like a solid pitch. But the XLR was still a sales flop, failing to excite both the Cialis oldies and the Escalade newbies.

Still, there’s nothing to mock about the ultra-hot XLR-V which not only featured a supercharged variant of the 4.6-litre Northstar V8, but also an early version of GM’s magna-ride suspension. The XLR-V’s historical significance, combined with its rarity may just make it a future collector’s item.
<h3><strong>Chevrolet Cobalt SS (2005 - 2010)</strong></h3>
<img class="aligncenter size-full wp-image-176528" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/09-Chevy-Cobalt-SS.jpg" alt="Chevrolet Cobalt SS" width="1000" height="584" />

It cannot be overstated how integral the Cobalt SS was to my generation of car enthusiasts. Parking lot meets were simply littered with the things from the mid-2000s through to the early teens. In many ways, the Cobalt SS was like the millennial Chevelle — a cheap, two-door commuter Chevy with a “hot’ engine stuffed under the hood, mostly purchased second-hand by dazed and confused youths.

The standard SS received a 2.4-litre NA engine, which was admittedly a little asthmatic — a meager 171 horsepower was only good for 0 - 100 km/h times around 7 seconds. The supercharged 2.0-litre variant, however, boasted 205 horsepower and cut 0 - 100 times by over a second and a half.

Best of the bunch, though, was a final turbocharged version, which received high praise in 2008 for its impressive powerband and handling prowess. With its FWD layout, 260 horsepower, and 0 - 100 times around 5 seconds, the turbo SS <em>may</em> just be able to scratch that Type R itch for a third of the price. Or at least, a third of the itch.
<h3><strong>Chevrolet Trailblazer SS (2006 - 2009)</strong></h3>
<img class="aligncenter wp-image-176526 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/trailblazer-ss-scaled.jpg" alt="2009 Chevrolet TrailBlazer SS" width="2560" height="1703" />

Long before Dodge was stuffing Hellcat V8s into the Durango, Chevrolet had the bright idea to drop its Corvette-sourced LS2 V8 into a completely unassuming, grocery and hockey-practice Trailblazer, creating one of the best sleepers to come out of the mid-2000s.

The 6.0-litre V8 delivered a healthy 395 horsepower and its 20-inch chrome wheels are some of the most indicative styling choices of the decade. The whole thing seemed like something done on a whim, and that’s perhaps just one of the many reasons why Chevy decided to axe the Trailblazer SS post-financial collapse.<strong> </strong>

<strong>Dodge Magnum SRT-8 (2006 - 2008)</strong>

<img class="aligncenter size-full wp-image-176524" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/2006-Dodge-Magnum-SRT8-scaled.jpg" alt="Dodge Magnum SRT8" width="2560" height="1475" />

For any Gen Z readers, the Magnum was a Charger station wagon. No more. No less. However, it actually beat the Charger to market by a few short years. I remember as an early teen trying to convince my mother to get this new sensible station wagon… with a HEMI.

She didn’t go for it and that’s probably for the best because like all Chrysler products from this era, the build quality was simply dreadful and the value plummeted like a stone.

That is, except for anything with an SRT badge. Just like the Charger SRT-8, the Magnum SRT-8 received the 6.1-litre HEMI producing 425 horsepower. Always an oddball in the lineup, it's easy to see why Dodge decided they could do without the Magnum, especially if it meant making room for the upcoming Challenger.

Still, one can’t help but imagine what a Hellcat Magnum might have been like…
<h3><strong>Pontiac Firebird Trans Am WS6 (1996 - 2002)</strong></h3>
<img class="aligncenter size-full wp-image-176523" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/2001-Pontiac-Firebird-Trans-Am-WS6-Convertible806646_-scaled.jpg" alt="Pontiac Firebird Trans AM" width="2560" height="1707" />

When GM killed the Camaro for the first time in ‘02, its sister car, the Firebird Trans Am went with it. However, with Pontiac’s demise in 2009, the Trans Am would not return in 2010 alongside the Camaro.

It’s a shame. Because for two-thirds the price of a Corvette, you got a back seat and the same LS1 engine producing 325 horsepower, mated to a 6-speed manual transmission. The WS6 package also added wider tires and an air-induction system from the Corvette Z06.

While the performance would be considered lackluster by today’s standards, the WS6 was so dominating in the early ‘00s that it drove the Ford SVT boss mad. Cobras consistently lagged behind the Trans Ams. So SVT Mustangs were recalled, canceled, and then finally re-engineered into the mighty supercharged “Terminator” cars in 2003.
<h3><strong>Pontiac GTO (2004 - 2006)</strong></h3>
<img class="aligncenter size-full wp-image-176522" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/2006-Pontiac-GTO610578_-scaled.jpg" alt="Pontiac GTO" width="2560" height="1920" />

A lot of people write off the fifth-generation GTO as not really being worthy of the name. Indeed, the last generation GTO was just a rebadge job. In Australia, the car was a Holden. In the UK, it was a Vauxhall. In other parts of the world, it was a Chevrolet Caprice.

It also didn’t do much to differentiate itself visually from the average Pontiac Grand Prix. Debuting just a few years before the Mustang and Challenger brought “future retro” styling into the muscle car revival, the GTO seemed almost instantly outdated.

But in many ways, the fifth-gen GTO is as much a GTO as Pontiac ever made. The GTO always shared a platform with rebadged GM products — first the Chevelle, the GS, the 442, then the Nova. And it barely ever differentiated itself from other Pontiacs outside of hood scoops, badges, and stickers. Don’t tell me you’ve <em>always</em> been able to tell a real GTO from a Tempest or LeMans from 50 feet away.

What really mattered about this GTO was a 5.7-litre, and then 6.0-litre LS-based V8 which made 400 horsepower in its final form. The GTO ultimately died to make room for the rebirthed Camaro. But to this day I still prefer the Pontiac because it was in <em>Need for Speed Underground 2</em>. And because it was never sold in Canada. Forbidden fruit.
<h3><strong>Pontiac G8 GT &amp; GXP (2008 - 2009)</strong></h3>
<img class="aligncenter size-full wp-image-176521" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/89973fde-carscoop_pontiac_g8_1001.jpeg" alt="Pontiac G8 GT" width="1200" height="800" />

Everything you can say about the GTO you can say about the G8. Perhaps most tragically, this was the last great car Pontiac ever put its name on. The car received excellent reviews just before GM folded Pontiac for good after the 2008 crash.

The GT continued to offer the 6.0-litre V8, although the hottest model, the GXP received the updated 6.2-litre V8 which would later be offered in the new Camaro SS. 415 horsepower sent the GXP to 100 km/h in around 4.5 seconds. Quick even by today’s standards.

The car was rebranded simply as the Chevrolet SS after Pontiac’s demise. However, GM called no fanfare to the car, despite consistently positive reviews, as they planned to shutter the factory in Australia which produced the platform. Perhaps this is why Chevy avoided reviving a nameplate like Chevelle, Nova, or Monte Carlo as a way for the SS to compete with Dodge’s 4-door Charger.

With only two ever model years, and some genuine muscle car cred, if you’ve got a G8, it just might be worth holding on to.
<h3><strong>Lincoln LS V8 (2000 - 2006)</strong></h3>
My dad got one of these back in 2005 and I remember thinking we must have won the lottery. It was, by far, the nicest car he had ever owned up until that point. I had never sat in something so luxurious or with some many trick features. It was also <em>fast</em> and fun to drive. A new paradigm in my world.

Sure, it seems like a humdrum grandpa-mobile. But the LS was actually based on the same platform as the Jaguar S-Type. It also featured near 50-50 weight distribution, a select-shift automatic, RWD and a 3.9-litre V8 engine — a shorter stroke version of Jag’s 4.0-litre V8.

The Lincoln LS was actually<a href="https://www.motortrend.com/reviews/2000-lincoln-ls-car-of-the-year/#:~:text=For%20these%20reasons%20and%20more,2000%20Car%20of%20the%20Year."> Motor Trend's Car of the Year in 2000</a>. “The LS not only brings a new dimension to Lincoln, but to American sport/luxury sedans as a whole,” the magazine claimed at the time.
<h3><strong>Mazda RX-8 (2004 - 2012)</strong></h3>
<img class="aligncenter wp-image-175844 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/Mazda_RX8_R3_273.jpg" alt="Mazda RX-8" width="2400" height="1600" />

The RX-8 made it out of the 2000s but only just. I write a lot about the RX-8 because, for starters, I really miss my silver 2004 6-speed GT. And second because the prices on these things have sunk through the floor.

While the RX-8 never did and never will live up to the timelessly beautiful and culturally iconic RX-7, it remains a wonderfully compliant and exciting driver’s car. It is every bit a rotary-powered MX-5 that the sum total of its parts would lead you to believe.

If you can find one in good knick, and don’t mind topping up the oil every third gas fill up, then I can’t recommend enough the combined joys of a rotary engine screaming to 9,000 RPM, 50-50 weight distribution and RWD enough.
<h3><strong>Mazda Mazdaspeed3 (2007 - 2013)</strong></h3>
<img class="aligncenter size-full wp-image-157037" src="https://wordpress.wheels.ca/wp-content/uploads/2021/02/2012_Mazdaspeed3_0036.jpg" alt="Mazda Mazdaspeed3" width="1280" height="850" />

Again the Mazdaspeed3 managed to make it out of the ‘00s but it was more of a hangover than anything else. Amidst incoming and stiff competition in the hot hatch market, and Mazda’s imminent rebrand as “budget luxury” (the loudest and longest of yawns) the Mazdaspeed3 simply couldn’t continue.

Like the Cobalt, the Mazda 3 was a staple of the late ‘00s and early teens. They were simply everywhere. If you were in your early 20s, you either had one, or your friend did.

Of course, with its 263 horsepower, turbocharged 2.3-litre engine, 6-speed manual transmission, tuned suspension, and iconic hood scoop, the Mazdaspeed3 was the coolest and most desirable of its ilk. With its FWD layout and hatchback bodystyle, the Mazdaspeed3 could also be today’s solution to a budget <a href="https://www.wheels.ca/reviews/2023-honda-civic-type-r-first-drive-review">Type R</a> or <a href="https://www.wheels.ca/reviews/why-i-love-my-vehicle-2022-volkswagen-golf-r">Golf R</a>.

10 Awesome, Forgotten Cars from the 2000s

IMG_7111

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

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

2024 Chevrolet Trax First Drive

24CHSLHD35081_v4

Doe-eyed marketers often stake their claim on a so-called “multi-pronged” approach to business, a tactic which – despite its name – has nothing to do with taking several forks to the all-you-can-eat buffet. In reality, it means offering numerous products in various segments, with the goal of attracting a diverse lot of customers.

This has been on the mind of Chevrolet – especially in its truck division. The ZR2 trim has appeared on numerous vehicles throughout the company’s history, with its most recent interpretation first showing up on the <a href="https://www.wheels.ca/vehicle-reviews/review-2021-chevrolet-colorado-zr2">midsize Colorado</a> pickup a few years ago. Shod with meaty tires and equipped with trick DSSV dampers from the Canadians at Multimatic, its guts (and right-sized dimensions) made it a popular off-road whip for bowtie fans. In succession, Chevy applied the same treatment to its <a href="https://www.wheels.ca/reviews/2022-chevrolet-silverado-zr2-first-drive">half-ton Silverado</a> and next-gen Colorado.

You know what happens next, right? A third prong – in the form of a ZR2 trim for the brutish three-quarter ton Silverado HD.

<img class="aligncenter size-full wp-image-175677" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/0N5A3063-scaled.jpg" alt="Chevrolet Silverado HD ZR2" width="2560" height="1707" />

It’ll be offered exclusively in 2500 Crew Cab configuration, a style which is the beyond dominant choice of customers in this segment since it makes up a reported 90 percent of builds. The familiar 6.6L gasoline engine will be standard, making 401 horses and 464 lb.-ft of twist, though GM expects over 70 percent of HD ZR2 buyers to select the Duramax diesel with its 470 ponies and 975 lb.-ft of towering torque. Current gas/diesel split on other trims sits at about 65 percent; personal experience leads us to suggest shoppers should check the box for that optional diesel without delay. Both mills are hooked to a 10-speed automatic, and it should go without saying the HD ZR2 will come standard with four-wheel drive.

GM’s excellent spool-valve DSSV dampers are present and accounted for, tuned here for the extra weight presented by an HD frame. For those unfamiliar, these suspenders have a unique spool-valve design with a trio of different spools, meaning the truck can provide precise wheel travel depending on the driving surface and rebound demand. In other words, these dampers can adjust the travel of fluid inside their cartridge to absorb large bumps while off-roading but also provide a smooth ride home on pavement after leaving the trailhead. It’s trick tech which works very well on Silverado 1500 and Colorado.

<img class="aligncenter size-full wp-image-175683" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/24CHSLHD35073_v1-scaled.jpg" alt="Chevrolet Silverado HD ZR2" width="2560" height="1707" />

<img class="aligncenter size-full wp-image-175684" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/24CHSLHD35075_v2-scaled.jpg" alt="Chevrolet Silverado HD ZR2" width="2560" height="1920" />

Also on board are ZR2-specific front upper and lower control arms, specific steering knuckles to help handle the 1.5-inch lift kit, unique skid plates, a rear e-locker, and 35-inch Goodyear Wrangler off-road meats. You’ll notice the absence of a front locking differential, a decision GM explains by saying they didn’t want to add the mass of a locker and the stability control, plus a smattering of drive modes should dish up appropriate traction needs in 95 percent of off-road situations.

Not enough for ya? Then you’ll be gratified to know Chevy is continuing to forge its relationship with American Expedition Vehicles, a company that has provided factory upgrades for the ZR2 trim on both Silverado 1500 and Colorado. Called the ZR2 Bison, these trucks were born out of the mission statement from GM to AEV boss Dave Harriton that he add whatever off-road gear required to suit his own personal needs. This means the HD ZR2 Bison will come equipped with a steel front bumper with integrated recovery points and winch provisions, a unique rear bumper also crafted from steel, skid plates made of even sterner stuff than what’s found on the standard ZR2, plus the expected badges and identifying visual cues.

<img class="aligncenter size-full wp-image-175687" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/24CHSLHD35079_v4-scaled.jpg" alt="Chevrolet Silverado HD ZR2 Bison" width="2560" height="1707" />

Thanks to mission-specific off-road gear, some trucks of this ilk trade some towing prowess for dirt road glory but the Silverado HD ZR2 posts solid numbers in this category. Conventional trailering maxes out at 18,500 pounds for the diesel, with gassers coming in at 16,000 pounds. Both those numbers are good for ZR2 and Bison but the picture changes slightly for payload: 3,397lbs for ZR2 gas, 3,193lbs for ZR2 diesel, 3,013lbs for Bison gas, and 2,811lbs for Bison diesel.

The latter is a remark on how much weight (approximately 400 pounds) the Bison gear adds to this truck. In fact, an HD ZR2 Bison diesel will press a stunning 8,495lbs into the dirt when it hits the trail. This thing’s a brute. And yes – customers can fit the Bison bumper onto other HD trims after the fact if they so choose.

<img class="aligncenter size-full wp-image-175678" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/0N5A3396_V2-scaled.jpg" alt="Chevrolet Silverado HD ZR2" width="2560" height="1619" />

These off-road trims will get the same interior upgrades as others in the Silverado lineup for 2024, finally binning that Playskool environment in all but entry-level trucks. The instrument panel houses a 13.4-inch infotainment screen plus an expansive 12.3-inch gauge cluster ahead of the driver, with smart off-road tech such as a 15-inch heads-up display and surround vision camera views on tap for those who select those options. The space and materials promise to be a massive leap over the old truck.

In a conversation with <em>Wheels</em>, spox from the company told us its ZR2 trim is a high source of conquest buyers, meaning shoppers who don’t currently own a Chevy. These can be the most difficult customers to snag, especially in the pickup truck segment where loyalty to a brand can span generations. Until now, Chevrolet didn’t really have an answer for anyone looking to trade out of a Ram <a href="https://www.wheels.ca/vehicle-reviews/first-drive-2020-ram-power-wagon">2500 Power Wagon</a> or Ford F-250 Tremor; the new Silverado 2500 HD ZR2 now gives dealers a hook with which to reel such customers into the showroom.

<img class="aligncenter size-full wp-image-175686" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/24CHSLHD35077_v4-scaled.jpg" alt="Chevrolet Silverado HD ZR2 Bison" width="2560" height="1707" />

Prices are a secret for now but we did manage to extract a suggestion that this truck’s ZR2 trim will ask a similar price premium compared to Silverado 1500 and Colorado price structure. At present, ZR2 sits atop the half-ton heap, commanding roughly 5 percent more than the High Country. If that follows suit to the HD ZR2, expect a sticker price starting just north of six figures in Canada.

Production of the 2024 Chevrolet Silverado HD ZR2 and ZR2 Bison begins later this summer at GM Flint Assembly in Michigan.

&nbsp;

First Look: Chevrolet Silverado HD ZR2

Vette front

Why are we talking about the Chevrolet Corvette Stingray, one of today’s best performance deals, in the month of January while another round of winter weather batters the GTA? Simple: the boffins at Chevy recently hauled the covers off an electrified all-wheel drive version of America’s Supercar – which means we all have Corvette Stingray on the brain right now. Also, your author is cold and is pining for better driving weather.

The electrified Corvette, called the E-Ray, won’t appear until the 2024 model year and will carry a price tag well into the six figures. Until then, why don’t we have a gander at what the most affordable Stingray, the $78,198 Coupe 1LT, has in store for the Base Camp buyer. Slung in a midship position behind the driver is a 6.2L V8 making 490 horsepower and 465 lb.-ft of torque, all of which is fed through an 8-speed dual-clutch transmission on its way to the rear wheels. This should be good for a sprint to highway speeds in a touch over 3 seconds. Unless one pops for an optional package (more on that in a bit), all Stingrays make the same amount of power.

Despite being labeled a Coupe, this model actually has a removable roof panel which opens the heavens to both driver and passenger. Tire sizes are staggered, measuring 19 inches up front and 20 in the rear (245/35 and 305/30, respectively). So-called ‘carbon flash’ exterior accents and badges are part of the deal, as are body colour trim and LED lamps. Silver, black, white, and red are all $0 paint options, with other costing between $995 and $1,495. A dizzying array of stripe packages are also on tap.

<img class="aligncenter size-full wp-image-174357" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/Vette-int.png" alt="Chevrolet Corvette Stingray" width="2880" height="1486" />

The main differences between the 1LT trim and its 2LT/3LT brothers are, option packages notwithstanding, interior features. The base car comes with digital real estate equal to its pricier counterparts, made up of a 12-inch colour gauge pod in front of the driver and an 8-inch infotainment screen in the centre stack (though it is <em>sans</em> navigation in the 1LT). Ten audio speakers are present instead of fourteen, which is arguably good for weight savings.

Dual-zone climate, leather seating surfaces with perforated inserts, remote start, and parking assists are all on board - though you’ll have to bring yer own smartphone charging cord. Oh, the humanity. At least there is wireless capability for Apple CarPlay and Android Auto.

<strong>What We'd Choose</strong>

Gearheads that we are, the spendy $7,495 Z51 Performance Package warrants a mention. It adds Brembo-branded brakes, performance-oriented suspension tuning, and a different rear axle ratio to go along with an electronic limited slip differential. Heavy-duty cooling, gummy Michelin Pilot Sport 4S tires, and a bump in power to 495hp/470tq are also Z51-specific. These cars are easy to spot with their unique Z51 splitter and spoiler, while a different exhaust announces its presence to the neighbours.

That’s a lot of scratch but is an investment, we feel, is worth the cash. To us, it is a far better spend of money than vanity items like stripe packages or stand-alone wings/spoilers, to say nothing of pricey wheels which may be ditched for new units at some point in the car’s life, anyway. Fire away $610 on Torch Red seatbelts to jazz up the interior if you must, but a Z51-equipped Corvette Stingray 1LT for $85,693 represents an appealing package considering this car’s outrageous level of performance.

Base Camp: 2023 Chevrolet Corvette Stingray

2024 Chevrolet Corvette E-Ray 3LZ

The quickest Chevrolet Corvette ever is about to hit the market. It's called the Chevrolet Corvette E-Ray, and it uses an electric motor in the front to deliver all-wheel drive and <a href="https://www.wheels.ca/news/the-2023-chevrolet-corvette-z06-just-put-ferrari-and-mclaren-on-notice">Z06 levels</a> of horsepower.

It's a big day for the Corvette, and not just because of today's E-Ray announcement. Today is also the day that marks 70 years since the first Chevrolet Corvette was revealed. In New York at the 1953 Motorama show.

2.5 seconds. That's how quickly the Corvette E-Ray can rocket to 96 km/h, on its way to a 10.5-second quarter mile. That's about half a second faster to 96 than the standard Stingray and nearly a second quicker through the quarter mile.

<img class="aligncenter size-full wp-image-174139" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/eray-6.jpg" alt="Chevrolet Corvette E-Ray" width="2500" height="1872" />

An electric motor mounted to the front axle is what makes the E-Ray so quick. The motor adds 160 hp and 125 lb-ft of torque to the car's output, powered by a 1.9 kWh battery pack that lives between the seats.

You've probably guessed by the battery size that this is not a plug-in hybrid, and you'd be correct. This is a standard hybrid system where the gas engine runs most of the time. Not all of the time, though, thanks to Stealth Mode. In Stealth Mode, the Corvette E-Ray can drive short distances at up to 72 km/h with the engine off. Perfect for making a quiet neighbourhood getaway first thing in the morning or late at night.

Mounted behind the seats is the same V8 as the basic Corvette Stingray. The 6.2L unit makes 495 hp and 470 lb-ft of torque, sending all of its power to the rear wheels. The gearbox is an eight-speed dual-clutch automatic unit.

<img class="aligncenter size-full wp-image-174138" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/eray-3.jpg" alt="Chevrolet Corvette E-Ray" width="2500" height="1875" />

Total power output for the two power systems is 655 hp. That's nearly enough to match the hardcore Z06 and its 5.5L V8, and the Corvette E-Ray should have more torque. Chevrolet says the electric motor will add to the aural experience as well, with "an invigorating sound."

E-Ray's AWD system is an adaptive one, Chevrolet says it is constantly learning the road surface and making adjustments to meet driver demands. In quick driving or driving on slick surfaces, it will send more power to the front wheels to boost stability and grip.

Chevrolet is giving the Corvette E-Ray the Z06's wider bodywork, a stretch of about 91 mm over the standard car. The E-Ray will get its own wheel design, wearing a staggered setup with 20-inch wheels in the front and 21's in the back. All-season tires are standard, but summer performance tires will be offered.

<img class="aligncenter size-full wp-image-174141" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/eray-13.jpg" alt="Chevrolet Corvette E-Ray" width="2500" height="1875" />

More 2024 E-Ray standard features include a lighter 12-volt battery to save weight as well as Brembo carbon ceramic brakes to get the electrified Vette stopped in a hurry. Magnetic Ride Control, GM's magic adaptive damping system, is also standard kit.

Beyond the widebody, Chevrolet has made just a few cosmetic changes for the Corvette E-Ray. We've already mentioned the wheels, but E-Ray will also offer an exclusive stripe package, standard carbon flash badging, and a Charge+ button on the centre console.

Pricing for the 2024 Chevrolet Corvette E-Ray starts from $128,798 in Canada for the coupe. There will be loads of trim, seat, and interior choices that let the buyer take the price up from there. The car goes on sale this year.

Chevrolet Reveals 655 hp Electrified AWD 2024 Corvette E-Ray

Mustang Dark Horse

I wish I could be a sensible, consumer-advice oriented auto journalist and tell you with a straight face that the cars worth looking forward to are your responsible family sedans or whatever new electric SUV is on the way.

But let’s be honest, the cars we really want to drive are almost totally irrational. The ones that get our hearts pounding. The ones we hope will live up to the hype. The ones that feel like a breath of fresh air amongst a sea of sameness. The ones that truly give us something to<em> look forward to</em>.

Like a holiday. You look forward to a holiday, “Where will we go? What will it be like? What memories will we make? How much <em>fun</em> <em>will we have</em>?”

So while you may not find an abundance of cargo space, towing capacity or tech trinkets on this list… you will find a heaping helping of excitement.
<h3><strong>2024 Ford Mustang</strong></h3>
<img class="aligncenter wp-image-174037 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/Mustang-Dark-Horse-10-scaled.jpg" alt="Mustang Dark Horse" width="2560" height="1706" />

The big news with the upcoming Mustang generation is not so much what’s different, but what isn’t. Yes, the exterior has received a very modern, very angular refresh. Yes, the interior is now clad in clunky screens, with an all-digital driver interface. Yes, there are new gimmicks like being able to rev the engine from your key fob (cool?).

But what seems to have impressed most and even upset some expectations is that the new Mustang lineup will still consist entirely of internal combustion-powered vehicles. For all of you who begrudged the <a href="https://www.wheels.ca/reviews/review-2021-ford-mustang-mach-e-gt">Mach E</a> — this just might be how Ford was able to keep the V8 alive in the OG Mustang.

The 2.3-liter EcoBoost and Coyote 5.0 V8 will return, albeit with increases in horsepower. The star of the show, however, is the new “Dark Horse” which is not only the first new Mustang nameplate in decades but also features a very healthy 500 horsepower in addition to other performance goodies over the standard GT.
<h3><strong>2023 Toyota GR Corolla</strong></h3>
<img class="aligncenter size-full wp-image-174033" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/2023_GR_Corolla_Black_018-scaled.jpg" alt="GR Corolla" width="2560" height="1707" />

We’ve had our go at some pre-production prototypes of the <a href="https://www.wheels.ca/reviews/2023-toyota-gr-corolla-first-drive-review">GR Corolla</a> and for the most part, everything you’ve heard about it is true. Sure, the stats are neat. 1.6-litre three-cylinder engine producing 300 horsepower. Proper six-speed manual. A configurable all-wheel-drive. Pilot Sport tires. Good stuff.

What the stats can’t tell you is how responsive the steering is. Or how easy the car is to rotate. Or how satisfying the gear selector is to slam into place as you nail a crisp shift. Or how joyful the engine is to rev out. A spec sheet cannot explain how you will never, ever get tired of hearing the turbo blow off valve.

If the production versions are anything like the pre-production cars, we can’t wait to have another go. However our biggest hope is this new hot hatch champ won’t be spoiled by vicious dealer mark up.
<h3><strong>2023 BMW M2</strong></h3>
<img class="aligncenter size-full wp-image-174032" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/P90482699_highRes_the-all-new-bmw-m2-r-scaled.jpg" alt="BMW M2" width="2560" height="1707" />

It’s difficult to imagine the latest M2 not being an instant slam dunk. The lesser M240i is already receiving high praise and as the original M2 became something of an instant classic akin to the original M3 — how could an evolution on the formula go wrong? Surely the upcoming M2’s power buff up to 453 horsepower is the only thing the new car needed, right?

Well, maybe. Because while there is a lot more power on tap, BMW has also added over 300 lbs to this new car.

The issue? More talented drivers than myself have sighted this may make the car less playful at the limit — ironically mirroring grievances with newer M3 cars — and cutting against what made the original small M cars so special.

Will it be a great sports coupe? Almost undoubtedly, yes. But will it recapture the magic of the original? That’s the real question.
<h3><strong>2023 Chevrolet Corvette Z06</strong></h3>
<img class="aligncenter size-full wp-image-174034" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/2023-chevrolet-corvette-z06-202-scaled.jpg" alt="Corvette Z06" width="2560" height="1707" />

670 horsepower. 460 lb ft of torque. A new 5.5-liter V8 that revs to 8,600 RPM. 60 miles per hour in 2.6 seconds. That’s hypercar stuff from what used to be a car most associated with golf and alimony payments.

Sure, prices will be outrageous, but if you can get one for what GM intends to charge — a base price of $128,198 — you’re talking about a vehicle which will still do the same tricks as cars with price tags worth twice, even three times as much. This is America’s answer to the <a href="https://www.wheels.ca/reviews/review-the-2022-porsche-911-gt3-touring-is-motoring-at-its-very-best">Porsche GT3</a> and mid-engine Ferraris.

Watching videos of first driving impressions, you could swear you were watching people achieve pure bliss through some kind of experimental drug trip in the rainforest. So, yeah… we want to drive it real bad.
<h3><strong>2023 Dodge Hornet</strong></h3>
<img class="aligncenter wp-image-174031 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/dodge-hornet-glh-scaled.jpg" alt="Dodge Hornet" width="2560" height="1707" />

Like Dodge being forced to make <a href="https://www.wheels.ca/news/first-look-2023-dodge-hornet">the Hornet</a>, we too had to eat our vegetables and put at least one sensible crossover on the list.

However, what’s most intriguing about the new Hornet is that it seems like Dodge at least made an effort to add a little hot sauce to their vegetables. Sure the Hornet is more or less just a rebadged Alfa Romeo. But it mercifully doesn’t look like another boring, shapeless, road-going space egg. Dare we say this crossover actually has some character, some attitude, and a little <em>meanness</em> to its presence.

More importantly, Dodge is also promising some sincere performance across the model range in the form of big brakes, sticky tires, as well as respectable power and acceleration.

The Hornet GT comes with 265 horsepower as standard. An upcoming R/T plug-in hybrid model will make another 20 horsepower — Dodge says the R/T PHEV can do 60 mph in 6.1 seconds when using something called “Powershot mode” which temporarily adds another 25 horsepower (cool).

And there's a GLH model on the way which will make… s’more power and presumably will “go like hell”.

The base GT starts at $40,000 and while that might be a notable premium over segment champions like the RAV4, it’s a small price to pay for personality.

Tags