DSC03587

Having worked in the automotive industry in many roles for over 15 years and currently the Content Strategist for Wheels.ca - Kunal's obsession with cars goes back to his early childhood. Even now his insatiable thirst to be in the know of anything with wheels and a motor continues, and will likely never fade. His idea of bliss is the open road,  good tunes and a manual gearbox. Kunal is a member of AJAC (Automobile Journalists Association of Canada)

Owners of the old Defender will routinely tell you that it’s a horrible car to drive and even harder to live with on the day-to-day unless you're off-roading or towing. Yet, many have a special place in their hearts for them. Gearheads can be a weird and irrational bunch.

Launched shortly after the Second World war ended, Land Rover’s Willys Jeep-inspired truck was an agricultural “all-purpose vehicle” that didn’t have to stop when the road ended. It quickly became an off-roading legend. The Land Rover would be pressed into service for the British Army and was a favourite of the Royal family. Prince Phillip was even carried to St. George’s chapel in a custom Defender hearse he had helped create.

The Defender name itself didn’t arrive until 1990, and it was in constant production until the last one rolled off the assembly line in 2016. During its seven-decade run the Defender’s original formula barely changed, and you’d probably benefit from owning one if you live in the middle of the Serengeti but for most it’s overkill. For something more versatile, the redesigned and thoroughly modern next-generation Defender is the one you’re going to want.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/DSC03592.jpg"><img class="alignnone size-full wp-image-169032" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/DSC03592.jpg" alt="Land Rover Defender V8" width="2048" height="1365" /></a>

It’s already won numerous awards and accolades and received glowing reviews from every corner of automotive media. Redesigning an iconic model is never easy but Land Rover has hit this one out of the park.

You can get it as a 2-door (Defender 90) or a 4-door (Defender 110) or an extended 4-door (Defender 130) with three rows of seating, and a range of factory accessories and off-road goodies like side-mounted gear carriers, roof racks, and even a portable rinse system.

With power coming from either a 296 hp turbocharged 4-cylinder or a 395 hp mild-hybrid inline-6, there’s more than enough get-up and go. But if that doesn’t sound like quite enough, a new Defender V8 will bring even more.

It’s not inexpensive starting at $128,100, but there’s quite a bit more engine: a 5-litre V8 topped with a supercharger good for 518 hp and 461 lb-ft of torque. Like all Defenders, there’s permanent 4WD and electronically controlled centre and rear differentials governed by Land Rover’s Terrain Response 2 system. V8 Defenders also get a new Dynamic mode meant to showcase its newfound handling balance, though I’m not quite sure the word handling and Defender belong in the same sentence.

A Defender V8 gets its own set of 22-inch wheels, V8 badging on the front doors and door sills, and a quad-tipped exhaust. It’s subtle and you’ll probably just think it’s a regular Defender.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/22-land-rover-defender-v8-rear.jpg"><img class="alignnone size-full wp-image-169024" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/22-land-rover-defender-v8-rear.jpg" alt="Land Rover Defender V8" width="2048" height="1365" /></a>

My tester had the Extended Black Pack which blacks out the badging, grille, and underbody cladding. Special mention here goes to the mud flaps and a caged cargo separator, both very cool factory accessories like the gear carriers (not outfitted on this Defender). They’re functional but mainly they look so damn cool like you’re part of some Arctic expeditionary force, and I think that’s what many of the buyers stepping into Land Rover showrooms are thinking when they first set eyes on this thing. It’s got the look of the original, and it’s just as capable as the original and then you drive it and realize that it’s also a thoroughly modern SUV and it couldn’t be more different.

The new V8 just enhances everything. Like much of the Defender’s off-road prowess the power is largely unnecessary but it adds a big brawny engine note to a big brawny vehicle and it just feels like this is how the designers always intended it to be.

The supercharger effect is invisible and barely audible when pressing on. The dynamic drive program stiffens up the steering and dampers and lets out a bit more volume from the pipes and probably the speakers too. Power delivery is immediate and the big beast squats on its haunches under heavy acceleration. An Alcantara-wrapped steering wheel, like what you’d find in an expensive sports car seems out of place but also serves as a reminder that you’re not in just any Defender. For such a big, tall thing, it’s also remarkably maneuverable; no doubt a factor of its uprated suspension including thicker anti-roll bars.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/22-land-rover-defender-v8-side.jpg"><img class="alignnone size-full wp-image-169023" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/22-land-rover-defender-v8-side.jpg" alt="Land Rover Defender V8 interior" width="2048" height="1365" /></a>

If you do venture into the wilderness with your shiny new V8 Landie, then you’ll be reassured to know that it has more ground clearance than a Jeep Wrangler Rubicon and can venture into water as deep as 35 inches. Built-in wade sensors will show you how deep is too deep right on the main screen, making off-roading, which can be quite scary at times, a cakewalk.

One of the best things about the Defender, for me, is the cabin. It is at once, durable, elegant, and thoughtful. You don’t give a second thought to getting in with muddy boots, and winters would be so easy with the rubberized floors. I’d probably ditch the floor mats altogether and just wipe everything down every other week. The seats, too, are trimmed with a hardwearing fabric that somehow feels coarse and supple at the same time, like it’s the future of fabrics, but today.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/22-land-rover-defender-v8-storage.jpg"><img class="alignnone size-full wp-image-169022" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/22-land-rover-defender-v8-storage.jpg" alt="Land Rover Defender V8 interior" width="2048" height="1365" /></a>

&nbsp;

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/DSC03577.jpg"><img class="alignnone size-full wp-image-169026" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/DSC03577.jpg" alt="Land Rover Defender V8 interior" width="2048" height="1365" /></a>

The entire dashboard is basically a storage bin, also lined with a rubberized material and there are sturdy grab handles exactly where you need them. There are big buttons for all the important things and nifty multi-purpose dials control the cabin temperature, seat climate and, even drive modes. You sit high up with a commanding view of the road thanks to lots of glass, including the famous roof-mounted alpine windows just like on the last Defender.

There’s a new screen too, an 11.4-inch curved number with upgraded software, over-the-air update capability, and faster response times. It looks great and is easily Land Rover’s best effort yet.

Gripes? Not many. It’s thirsty, which should surprise no one, but that only hurts me as the poor auto journalist that has to hand the keys back to Land Rover after filling it back up, of course. But if you’re someone who’s just forked over the cash for a Land Rover fitted with a supercharged V8, I don’t see it being much of an issue. I’m also not sure the Alcantara wheel makes sense here, but that’s just me reaching.

The new <a href="https://wordpress.wheels.ca/2021-ford-bronco-wildtrak-review/">Ford Bronco</a> and familiar <a href="https://wordpress.wheels.ca/first-drive-2021-jeep-wrangler-rubicon-392/">Wrangler</a> both start at a lower price but don’t offer the same combination of refinement, luxury, or presence that the Defender does. The Mercedes G-Class is even more capable but it’s thirstier and much more expensive.

The Defender is a very accomplished SUV and one of the most enticing buys in this quickly growing space of off-road-ready rigs. The V8 elevates the Defender to another level. It’s expensive and completely unnecessary, just the type of thing that appeals to gearheads.
<p class="p1"><strong><em><span class="s1">The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.</span></em></strong></p>

<h3><strong>2022 Land Rover Defender 110 P525</strong></h3>
<strong>BODY STYLE:</strong> 5-door, 5-passenger mid-size SUV

<strong>CONFIGURATION: </strong>-Front-engine, four-wheel drive

<strong>ENGINE:</strong>  5.0-L supercharged V8 ; Power: 518 hp @ 6000-6500 rpm; Torque: 461 lb-ft @ 2500-5500

<strong>TRANSMISSION</strong> : 8-speed automatic

<strong>CARGO CAPACITY: </strong>786-1875 litres

<strong>FUEL ECONOMY : (Premium-grade Gasoline in L/100 km): </strong>16.4 city; 12.7 highway; 14.7 combined

<strong>PRICE: </strong>$128,100 (base); $132,795 (as tested)

<strong> Website</strong>: <a href="https://www.landrover.ca/en/index.html">Land Rover Canada</a>

2022 Land Rover Defender 110 V8 Review

2022-Nissan-Sentra-Cup-1

Stephanie Wallcraft is a multiple award-winning automotive and motorsport journalist, and she is also a parent who daily navigates living and driving in Canada's largest city. Stephanie is President of the Automobile Journalists Association of Canada.

As I press down on the throttle, my leg is shaking.

I’m nervous. It’s been some time since I last felt this sensation, for a few reasons.

One is that I haven’t done any driving on a racetrack since before the pandemic, and I feel woefully out of practice.

Another is that the car that’s underneath me is exciting — more so, I think, than I truly expected.

This is the car that competes in the Nissan Sentra Cup, the successor series to the Nissan Micra Cup, which was discontinued at the end of the 2020 season along with the cheap and cheerful little subcompact car from which it took its name. The Nissan Sentra Cup was launched last year and ran for a full season in 2021, although it did so with far less fanfare than usual thanks to pandemic restrictions and a lack of fans in the stands.

With those restrictions lifting, the 2022 season is full speed ahead. This means Nissan is ramping up a full-scale campaign, from these media drives to the free race tickets and participation in parade laps that will be offered to Sentra owners.

This is how I find myself sitting beside Valérie Limoges, Sentra Cup race winner at the 2021 Grand Prix de Troix-Rivières, turning laps under her guidance on the driver development track at Canadian Tire Motorsport Park.

A few years ago, I lapped this same track in the Micra Cup car, in very similar conditions. At the time, I remember thinking I wasn’t cut out for racing. With 109 hp and 107 lb-ft of torque from its 1.6-litre four-cylinder engine, I felt it should have been a breeze to drive. But as enjoyable as it was — track days are almost always fun, provided they don’t end with repair bills — the car felt imbalanced, and I was inclined to constantly second-guess myself. I’m very passionate about motorsport, but I’m the furthest thing from a professional racer, so I assumed this was entirely on me.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-Nissan-Sentra-Cup-2-scaled.jpg"><img class="alignnone size-full wp-image-168459" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-Nissan-Sentra-Cup-2-scaled.jpg" alt="Nissan Sentra Cup Car experience" width="2560" height="1920" /></a>

Fast forward, and I find myself driving the Sentra Cup car and second-guessing this assessment. Granted, it’s possible I’m a better driver with several more years of experience under my belt. But I’m convinced the car also has a lot to do with it. Based on the Sentra S, its 2.0-litre four-cylinder engine producing 149 hp and 146 lb-ft of torque at 4,000 rpm is the same as the one found in every Sentra at your local dealership, and the six-speed manual transmission is the same one that’s standard in the S trim.

For racing, the Sentra Cup car gets a fully custom coil-over suspension designed by Nissan partner Motorsports in Action, based in Saint-Eustache, Quebec. It also gets upgraded front brake rotors and calipers from the Z parts bin, and the rear brakes are upgraded from the drums that are standard in the S and replaced with the rear disc brakes included in higher trims. This is on top of numerous other upgrades such as Pirelli P-Zero slick racing tires, a stripped interior for weight savings, a roll cage for crash protection, a racing seat and five-point belt system, fire suppression, and other changes.

&nbsp;

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-Nissan-Sentra-Cup-3-scaled.jpg"><img class="alignnone size-full wp-image-168460" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-Nissan-Sentra-Cup-3-scaled.jpg" alt="Nissan Sentra Cup Car experience" width="2560" height="1920" /></a>

Within a handful of turns in the Sentra Cup car, I’m already feeling more confident than I ever did in the race Micra. Every aspect of every corner, from later braking to sharper turn-in, significantly reduced body roll at the apex, and stable grip through to corner exit, feels more predictable and planted. When I turn the wheel and keep my eyes scanning the track ahead, I know exactly where I’m going to end up. And it’s that confidence that lets me feel free to explore the limits both of the car and of myself as a driver. It’s approachable, if that’s a word that makes any sense to refer to a car you’re supposed to run on its very edge. In a race car, these attributes are ideal — exciting enough, in fact, to make my legs shake.

This experience affirms for me a point that several Nissan Sentra Cup drivers made during the 2021 season: this is a serious race car that’s not playing games. The Micra was fun, to be sure: seeing a couple dozen cars buzz up to the start-finish line of every race like bumblebees was great entertainment. But the Sentra Cup car deserves to be taken seriously, and the series is the entry point into motorsport Canada needs. It’s confidence-inspiring, the standard of competition in the series is excellent, and at $41,000 for a turnkey race car, it’s a relatively affordable training ground for racers who are taking a serious look at exploring the sport.

The season starts this weekend at Victoria Day SpeedFest at Canadian Tire Motorsport Park near Bowmanville, Ont., and stops at the F1 Canadian Grand Prix in Montreal, Circuit Mont-Tremblant, the Grand Prix de Trois-Rivières, and again at CTMP on Labour Day before wrapping up at Tremblant in late September. Now that spectators can return, be sure to make plans to attend, especially if you’re a Sentra owner and can receive the VIP treatment. It’s sure to be a great season of racing.

We drive the Nissan Sentra Cup Car and find a race car ready to be taken seriously

Nissan solid state battery lab production facility

assb (3)

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.

Nissan has just unveiled a new plant that will build prototypes for its solid-state battery cells. The new battery technology could double energy density, cut charging times to a third, and result in EVs that do more for less money while eliminating the use of some hard-to-obtain and controversial metals like cobalt.

The automaker calls all-solid-state batteries (ASSB) cells "a game-changing technology," so we'll start with the tech before the benefits.

ASSB replaces the liquid electrolyte used to keep the anode and cathode parts of the battery cell separate (and allow the transfer of lithium ions, the thing that does the actual electricity) with a solid material electrolyte.

More complicated than simply using a known solid material, this requires finding a material that will behave in exactly the right way to allow the ions to pass through.

Nissan calls the desired ion movement "hopping," comparing it to a line of billiard balls striking from end to end. It allows faster lithium ion transfer, improving cell performance.

A new material found in 2011 helped Nissan get closer to its goals. The new coating material and a new precision mixing technique slashed the internal resistance that hurts cell performance and stopped the formation of dendrites. Lithium dendrites, like microscopic lithium hairs that grow in the cell, occur in Li-ion batteries over time and are what lead to reduced battery performance on older cells by reducing ion conductivity.

To help speed cell development and find even more ideal materials, Nissan has partnered with NASA to scan 131,000 materials using supercomputing calculations. Nissan is also working with major universities around the world on cell analysis, materials synthesis, and other parts of the equation that it says have cut the time to research a new candidate material from 5-20 years to 2-3.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/assb-2-scaled.jpg"><img class="alignnone size-full wp-image-167523" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/assb-2-scaled.jpg" alt="Nissan solid state battery ambition 2030" width="2560" height="1708" /></a>

While the prototype plant has just opened, Nissan expects to start a lab-scale feasibility study of the ASSB tech this year, before moving on to a pilot plant launch in 2024 and EVs on the road with an ASSB by 2028.

Now for the benefits. Nissan says that new anode materials let the battery store more lithium ions. It also allows Nissan to use new anode materials that can massively increase power density. That means a battery cell the same size can hold twice the "power" of a current cell. This lets Nissan put more power in a lighter and smaller battery pack, which improves efficiency and lowers cost.

Current battery technology is somewhere in the US $130-150 per kWh range. Nissan's target for ASSB is $75/kWh at launch and $65 soon after. $100 per kWh is considered the parity point with gasoline engines, where an EV and gas vehicle would cost the same.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/assb-4-scaled.jpg"><img class="alignnone size-full wp-image-167525" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/assb-4-scaled.jpg" alt="Nissan solid state battery pouch" width="2560" height="1707" /></a>

Because ASSB cells aren't liquid-filled, they can withstand much higher temperatures than conventional cells. 120°C vs 60, and can fast-charge at up to 100°C, Nissan says. This thermal stability lets the cell fast charge at the maximum rate all the way to almost 100 percent fully charged. Current EV batteries slow down charge rates significantly after it reaches about 80 per cent.

Maintaining its max charging capacity for more time (and at lower ambient temperatures) means faster charging in the real world and the ability to get more range in the same amount of time.

Higher thermal stability reduces battery cooling needs as well, helping to lower the cost of the pack outside of the cells themselves. ASSB cells can get rid of nickel and cobalt, instead using more readily available (and much cheaper) metals like sulphur and manganese. Cobalt is one of the more contentious metals used in EVs. Difficult to source, expensive, and resource-intensive, eliminating it is a key step in global EV adoption.

Using new materials like sulphur adds new risks, as does doubling energy density. So Nissan has added a host of new tests including one where they drive a large nail through the cell to make sure it remains stable and that no hydrogen sulphide gas is produced.

When asked if the end goal was to make an EV with more range or one with half the battery and the same range, Kazuhiro Doi, Corporate VP and Head of Nissan Research Center, said density, charge speed, and price targets are just milestones. "The final goal is to build a great EV," he said. "It will be a challenge indeed to delight the customers."

Nissan’s New Solid-State Battery Prototype Lab will revolutionize the EV experience

2021 Jeep Grand Cherokee L Summit Reserve

2021 Jeep Grand Cherokee L main header

<em>Disclaimer: We reviewed a 2021 model in 2022 since Jeep doesn’t currently have a 2022 Grand Cherokee L to test. The 2022 Grand Cherokee L adds a passenger display screen, two rear entertainment screens, and 3 new colours to its option list but is otherwise no different than what you see on this page.</em><em> </em>

The Jeep Grand Cherokee has always been an easy vehicle to recommend and it seems to appeal to a larger audience than other SUVs in its price range.

It’s a versatile and durable rig with a large towing capacity, bonafide off-road chops, and optional V8 power. Add in the adventurous allure of the Jeep brand and you begin to understand why it’s so popular.

Redesigning something that already works well is a monumental task for engineers but they’ve done a good job with the new Grand Cherokee, available for the first time in an extended wheelbase version with three rows of seating for up to 7.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/DSC03390-scaled.jpg"><img class="alignnone size-full wp-image-167232" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/DSC03390-scaled.jpg" alt="2021 Jeep Grand Cherokee L Summit Reserve" width="2560" height="1707" /></a>

That’s the version Jeep let me borrow for a week. A Grand Cherokee L Summit Reserve in Velvet Red Pearl loaded with nearly every option including the V8. Checking that V8 box on the options list ($3495 on Overland and Summit models) nets you those two additional cylinders but maybe more importantly, that wonderful warm resonance under power that only a V8 seems to bring. You also get a 3266 kg towing capacity when properly equipped, a figure that nothing else in the class can even touch.

The familiar 5.7-L Hemi V8 makes a turbo-free 357 hp and can snuff out four of its cylinders under light loads for better efficiency. It’s matched to an 8-speed automatic transmission that sends power to all four wheels via Jeep’s Quadra-Drive 2 system. That’s the most advanced four-wheel drive system they offer and it combines a two-speed transfer case with an electronic limited slip differential on the rear axle.

This Summit Reserve model was further equipped with Quadra-lift, Jeep speak for air suspension which can raise the Grand Cherokee up by 60 mm in the “Off-road 2” setting. It’s now also equipped with adaptive dampers for greater stability and enhanced control.

If you don’t check the V8 box, the base motor is the also familiar and excellent Pentastar V6 that will still tow up to 6200 lbs.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2021-Jeep-Grand-Cherokee-L-interior-scaled.jpg"><img class="alignnone size-full wp-image-167228" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2021-Jeep-Grand-Cherokee-L-interior-scaled.jpg" alt="2021 Jeep Grand Cherokee L Summit Reserve" width="2560" height="1707" /></a>

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/DSC03385-scaled.jpg"><img class="alignnone size-full wp-image-167235" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/DSC03385-scaled.jpg" alt="2021 Jeep Grand Cherokee L Summit Reserve" width="2560" height="1707" /></a>

Those are the greasy bits, but what you’re really going to care about is the inside and it’s nothing short of a complete transformation over the last model’s rather more utilitarian digs. You’ll find sumptuous leather, intermingling with open pore wood trim and metal. The knobs and switches feel expensive and there’s so much tech, it will take you more than week to get familiar with it all. Luckily I drove the Grand Cherokee’s larger brother, the Grand Wagoneer, which gets a similar treatment inside so I knew my way around.

The Grand Cherokee has seemingly moved even more upmarket for this generation and its luxurious digs really drive this home. The price does as well, with my tester not far off the $90,000 mark, a substantial amount that puts this in the same territory as the <a href="https://www.wheels.ca/vehicle-reviews/review-2021-bmw-x5-xdrive45e">BMW X5</a> and <a href="https://www.wheels.ca/reviews/review-2020-mercedes-benz-gle-450">Mercedes GLE</a>. If you think that’s a lot you probably shouldn’t look up the Grand Wagoneer. To be fair, if you leave some of the toys on the table and don’t go for this top-spec Summit Reserve trim, you’ll walk out with a much smaller hole in your pocket.

But toys are nice to have, and the night vision system was impressive, not just because it was so well integrated and easy to use but because it quickly spotted and highlighted pedestrians and cyclists on dark residential streets well before I could see them. The new digital rear view camera was pin sharp and had an integrated washer to keep it clean. It was a very welcome option on this long three-row vehicle. The 10.25-inch digital instrument cluster was also highly customizable and configurable to display as little or as much as you want. Uconnect 5 is a big improvement over its predecessor and adds over-the-air updates thanks to its Android-based operating system.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2021-Jeep-Grand-Cherokee-L-main-cluster-scaled.jpg"><img class="alignnone size-full wp-image-167226" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2021-Jeep-Grand-Cherokee-L-main-cluster-scaled.jpg" alt="2021 Jeep Grand Cherokee L Summit Reserve" width="2560" height="1707" /></a>

A dizzying amount of helpers and nannies are baked in too, like adaptive cruise, active lane management drowsy driver detection, emergency braking, and innovative ones like intersection collision assist.

My tester came with coddling 12-way heated and ventilated seats with built-in massage that I used quite a bit. Jeep mercifully added real physical buttons to control high traffic items like the climate control and stereo including separate buttons for heating and cooling your seats, a nice add that was absent in the last one. Not as nice is the decision to coat the entire console in shiny piano black that only looks good for about 30 seconds after you clean it. At all other times it’s a dust and finger grease magnet.

The second row seats are also heated and cooled and are just as comfortable as the front. They can be quickly tilted away allowing easy access the to the power folding third row. I found the rearmost row less roomy than the <a href="https://www.wheels.ca/reviews/review-2022-kia-telluride-sx">Kia Telluride</a> and <a href="https://www.wheels.ca/vehicle-reviews/review-2021-ford-explorer-limited-hybrid">Ford Explorer</a> but less confining than the bench in the Toyota Highlander.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2021-Jeep-Grand-Cherokee-L-third-row-scaled.jpg"><img class="alignnone size-full wp-image-167227" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2021-Jeep-Grand-Cherokee-L-third-row-scaled.jpg" alt="2021 Jeep Grand Cherokee L Summit Reserve" width="2560" height="1707" /></a>

I wasn’t in love with the 19-speaker McIntosh stereo upgrade, impressive looking as its speaker grilles were. It lacked the warmth that I look for in a premium system..

The Grand Cherokee L is a very satisfying vehicle to drive, especially with the Hemi. It provides that feeling of lazy and endless torque with a healthy burble subtly permeating the cabin.

A wider track provides a stable highway ride and despite its length, it was easy to drive on narrow city streets but felt more at home on the wide tarmac of suburbia. Slightly overboosted steering brings little feel but works with the luxury-first demeanour of this Grand Cherokee. The ride with the air suspension was cushy and body movement was kept well in check.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2021-Jeep-Grand-Cherokee-L-front--scaled.jpg"><img class="alignnone size-full wp-image-167229" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2021-Jeep-Grand-Cherokee-L-front--scaled.jpg" alt="2021 Jeep Grand Cherokee L Summit Reserve" width="2560" height="1707" /></a>

I didn’t set out to prove that a Grand Cherokee L can climb a small mountain but most people who buy one, likely won’t either. To be fair only specially-equipped Overland models earn the famous Trail-rated badge with its bevy of underbody skid plates but you can be reassured that every Grand Cherokee will negotiate a rocky path or a backcountry trail with minimal effort, a claim others in this segment cannot make.

The Selec-Terrain management, accessed through a small dial on the console, can cycle between Sport, Rock, Sand, Mud/Snow or be left in Auto mode to sort it out without your input. For the most part you can just point the Grand Cherokee where you want it to go and it will come out on the other side shiny side up every single time.

Where the new Wagoneer—as impressive as that body-on-frame big rig is—can feel a bit gargantuan, the Grand Cherokee feels just right. It doesn’t have the same third row space, but for kids it will be more than fine. Jeep redesigned the Grand Cherokee but didn’t forget what has always made them a hit with shoppers—versatility and a premium feel. In that respect the Grand Cherokee is an even better buy than it was before.

<em>The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.</em>
<h4><strong>2022 Jeep Grand Cherokee L Summit Reserve 4X4</strong></h4>
<strong>BODY STYLE:</strong> 5-door,  6-7 passenger mid-size crossover

<strong>CONFIGURATION: </strong>-Front-engine, All-wheel drive

<strong>ENGINE:</strong>  5.7-L V8 ; Power: 357 hp @ 6800 rpm; Torque: 390 lb-ft @ 4250

<strong>TRANSMISSION</strong> : 8-speed dual-automatic

<strong>CARGO CAPACITY: 487-2396 litres</strong>

<strong>FUEL ECONOMY : (Premium-grade Gasoline in L/100 km): 16.7 city; 10.9 highway; 14.1 combined</strong>

<strong>PRICE: $73,745 (Summit Reserve); $ 86, 765 (as tested)</strong>

<strong> Website</strong>: <a href="https://www.jeep.ca/en" target="_blank" rel="noopener">Jeep Canada</a>

&nbsp;

&nbsp;

&nbsp;

2021 Jeep Grand Cherokee L Summit Reserve Review

Electrified power, legendary 4x4 capability and commanding perfo

For Jeepers, Easter means one thing. No, not an egg hunt, it means that it's time for the Easter Jeep Safari and this year's crop of super-cool concepts from Jeep's off-road-focused engineers. The 2022 crop of Easter Jeep Safari concepts may not have been as wild or as retro-amazing as in past years, but there is still plenty to check out and plenty that might actually make it to production.
<h3>Magneto Two</h3>
<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/Jeep-magneto-2.jpg"><img class="alignnone wp-image-167187 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/Jeep-magneto-2.jpg" alt="Jeep Magneto 2 concept" width="2500" height="1667" /></a>

The best of the concepts was Magneto 2.0. Jeep took last year's Magneto EV concept and turned the volume up to 11. 625 hp from a custom electric motor, 850 lb-ft of torque, and a six-speed taken from a Hellcat before getting beefed for even more strength. This time, Magneto gets one-pedal driving, even when you're crawling up and down boulders, making it much more drivable than any gas Wrangler.

Thanks to the electric motors - that need Dynatrac 60 and 80 Pro-Rock axles - you can start off without the clutch. And you can start off in any gear. Jeep stretched the wheelbase to fit more battery cells and powertrain components, but this one isn't about range it is a testbed for Jeep's engineers to learn how to off-road an EV. When it's not rock crawling, it can hit 100 km/h in under 3 seconds despite wearing massive 40-inch off-road tires.
<h3>Jeep Gladiator Bob Concept</h3>
<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/jeep-gladiator-Bob.jpg"><img class="alignnone wp-image-167186 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/jeep-gladiator-Bob.jpg" alt="jeep gladiator bob" width="2500" height="1667" /></a>

Bob takes a Gladiator Rubicon and then bobs its tail. Cutting a foot off from behind the axles makes the pickup slightly more maneuverable on tight trails but also maintains much of the truck's cargo space. New bumpers give it even better approach and departure angles, as does a 3-inch lift.

Jeep has removed the B-Pillars, so there's no place to even try attaching doors. Combined with the cool stretched top, it makes for a very unique Jeep that we can see plenty of owners trying to copy.
<h3>Jeep Birdcage</h3>
<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/jeep-birdcage.jpg"><img class="alignnone wp-image-167184 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/jeep-birdcage.jpg" alt="jeep birdcage" width="2500" height="1667" /></a>

The Birdcage concept is built to show off new flat fender flares that can hold the factory DRLs, making them the first fender flare to meet tire coverage and DRL rules in every state. We're not sure about Canada, but it seems like it should do the same here. The rear lights are also on spacers to meet the rules while offering better off-road protection. It also features a locking trunk that doubles cargo space (and makes it more secure) in the rear.
<h3>Rubicon 20th Anniversary Concept and Jeep '41 Concept</h3>
<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/41-1-scaled.jpg"><img class="alignnone wp-image-167191 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/41-1-scaled.jpg" alt="jeep 41 concept" width="2560" height="1359" /></a>

The Rubicon 20th Anniversary Concept and Jeep '41 Concept are mild rigs that we think could make production as real special editions. The 20AE celebrates 20 years since the first Rubicon model with gold badges, custom half doors, and a slight lift, while the '41 pays tribute to Jeep's roots with an army green matte wrap and canvas top and seats.
<h3>Jeep D-Coder Concept</h3>
<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/dcoder-header-scaled.jpg"><img class="alignnone wp-image-167192 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/dcoder-header-scaled.jpg" alt="jeep dcoder concept" width="2560" height="1498" /></a>

D-Coder is a rolling Mopar and JPP catalogue. All of the red-finished parts come from that book with the paint to highlight them. A scannable QR code on each one takes you to the Mopar catalogue page that shows you the specs and lets you buy the accessories. Get it? You can decode the codes.
<h3>Jeep Grand Cherokee Trailhawk PHEV Concept</h3>
<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/Trailhawk-4xe-2.jpg"><img class="alignnone wp-image-167190 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/Trailhawk-4xe-2.jpg" alt="Jeep trailhawk phev" width="2500" height="1667" /></a>

Jeep's first go at a new Grand Cherokee 4xe concept takes a Trailhawk-spec model and trims the wheel wells to fit larger fenders and 33-inch BFGoodrich tires. Custom paintwork completes the look and will grab attention when it goes out to exercise the air suspension and sway bar disconnects.

No, Jeep hasn't announced any plans for these concepts apart from driving them around EJS 2022. Still, we can dream, can't we?

Jeep's 2022 Easter Safari Concepts Include Bobtail Gladiator, 625 hp Wrangler EV

2022_LandRover_Discovery_P360_RDynamic main header

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

Mention to any rational, coherent adult that you're considering the purchase of a Land Rover – any Land Rover really, old or new – and you will be presented with one of the following reactions:
<ol>
 	<li>Maniacal laughter that eventually subsides with arched brows, sympathetic eyes and the statement “I hope you know a good mechanic", or</li>
 	<li>Laughter. Muffled this time, quickly replaced with arched brows and a deep soul-gazing look from admiring eyes and the statement “That’s awesome... Good luck.”</li>
</ol>
Such is the fate of the Landy fan. Even people on your side will question your logic and try to change your mind. They'll quote the powers of J.D. and all of those “reporting consumers” about the Sterling-Pound-Pit you are wanting to welcome into what is currently a happy home.

Now, I don't know that you'll be able to rub their noses in it four, five, or seven years down the road, but I do know this: Roll up to the house of one of those haters in a new Discovery on day one, week one, (or any other time during ownership, really) and the only thing you'll be greeted with is envy and admiration.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022_LandRover_Discovery_P360_RDynamic_HSE-28.jpg"><img class="alignnone wp-image-167075 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022_LandRover_Discovery_P360_RDynamic_HSE-28.jpg" alt="2022 Land Rover Discovery P360 R-Dynamic" width="2048" height="1365" /></a>

There is simply no denying the appeal of this 2022 Land Rover Discovery P360 R-Dynamic HSE. Especially cloaked in Eiger Grey like our tester here. It’s big, brash, and refined, yet still manages to eke out a whiff of requisite ruggedness to earn its badge. It has a presence so imposing, I half expect its horn to sound like that sonic blast from Inception (sadly, it doesn’t). Despite being a five-year-old design, it still looks box-fresh.

The R-Dynamic HSE package dips all of the accents in glossy black. Like sporting a black button-down shirt with your sharkskin suit, it scores points in the camps of both elegance and gangster-chic. Make no mistake though, the Disco isn’t afraid to get that suit dirty.

Riding high in the off-road setting of its air-ride suspension, the Discovery looks and feels unstoppable – at least until you remember the 40-series rubber its twenty-two inch wheels are wearing. No matter. Chunky rubber is easy to come by these days and most excursions won’t see anything more challenging than a Muskoka cottage road.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022_LandRover_Discovery_P360_RDynamic_HSE-36.jpg"><img class="alignnone size-full wp-image-167072" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022_LandRover_Discovery_P360_RDynamic_HSE-36.jpg" alt="2022 Land Rover Discovery P360 R-Dynamic" width="2048" height="1365" /></a>

Should you be inclined to experiment elsewhere, know that Land Rover’s Terrain Response 2 system is baked in and is extremely capable. I didn’t get anywhere too exciting with this Disco but I’ve played-a-plenty with it in the <a href="https://wordpress.wheels.ca/review-2021-land-rover-defender-90/">revamped Defender</a> and was impressed with how quick-thinking and capable it is.

With the P360 option checked, power comes from a turbocharged, inline six-cylinder engine that receives additional oomph from a 48-volt, mild-hybrid set up. Mated to the everpresent 8-speed, ZF automatic transmission, power delivery is smooth and plentiful. There are 355 horsepowers on tap and peak torque (369 lb-ft) arrives at 1,750 on the tachometer, so this rhino will launch from the blocks. The on-ramp sprint to highway speed takes less than seven seconds and, perched up high as you are, feels even quicker.

Around town you can’t help but notice the mass of the Discovery. As a seven-seat SUV it was never going to be small but its proportions are omnipresent in the GTA’s urban environment, although it feels and looks very much at home here. As someone who’s spent a decent amount of time negotiating the slender B roads of England and Ireland, I can only imagine the trepidation I’d feel peering around a hedgerow from behind the windshield of the Discovery, but clearly it can be done as they continually sell well beyond 200k units there per year.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022_LandRover_Discovery_P360_RDynamic_exterior-side.jpg"><img class="alignnone wp-image-167062 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022_LandRover_Discovery_P360_RDynamic_exterior-side.jpg" alt="2022_LandRover_Discovery_P360_RDynamic" width="2048" height="1365" /></a>

Handling is flatter than expected (it’ll hold 0.79 Gs on a skidpad!), but potholes will bite into those slender tires with aggression. The suspension does a good job to disperse impacts but if I were shopping for a Disco, I’d opt for smaller wheels (twenty-inchers are available) with a higher profile, chunkier tire to help smooth things out a bit more and open up those off-road options.

Outside of that, my only real quibble with drivability in the Disco stems from the automatic engine start/stop feature. It can be abrupt when coming back to life and if you also have the automatic brake hold feature engaged you either look like you’re staring at your phone when the lights change (because it takes an extra second or two to get moving), or you lurch from the line like a boy-racer stealing Mom’s new SUV.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022_LandRover_Discovery_P360_RDynamic_HSE-24.jpg"><img class="alignnone size-full wp-image-167077" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022_LandRover_Discovery_P360_RDynamic_HSE-24.jpg" alt="2022 Land Rover Discovery P360 R-Dynamic" width="2048" height="1365" /></a>

Behind the shapely aluminum and glass, the interior of the Discovery is fastidious. My tester was cloaked in Ebony on Ebony Windsor leather, which was easy on the eyes and pleasant to the touch but I can’t help but feel it may be underwhelming to some. It’s not quite as luxurious a place to be as a top-spec Grand Cherokee or <a href="https://wordpress.wheels.ca/first-drive-2022-jeep-grand-wagoneer/">Grand Wagoneer</a>. Where the Jeep spoils and coddles with rich textures of open-pore wood grain and contrasting colour the interior of this Disco feels like a modern interpretation of an early-aughts Audi. It's good by every measure, but it feels a bit cold in comparison.

The Meridian sound system, on the other hand, creates warm tones, deep bass and enveloping sound. Even in the back-back seats, which were heated in our tester, the 14-speaker system delivers a well balanced concert experience.

The 20-way adjustable, heated and cooled captains chairs in the front row are comfy enough for long days behind the wheel and also sport one of the most sumptuous headrests in the business. The layout of the centre console and height of the padding on the door armrest were spot on for my ergonomic wants and there are storage options everywhere to stash things out of sight.

The doors, both front and rear, are as big and heavy as they should be on a vehicle this size and subsequently will take a good shove to get closed. A soft-close actuator would be an appreciated luxury at this price point but even typing those words makes me sound a little too precious for Land Rover ownership.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022_LandRover_Discovery_P360_RDynamic-infotainment.jpg"><img class="alignnone wp-image-167063 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022_LandRover_Discovery_P360_RDynamic-infotainment.jpg" alt="2022_LandRover_Discovery_P360_RDynamic" width="2048" height="1365" /></a>

Touch sensitivity on the 11.4 screen is a bit wonky with gloves on – or at least the gloves I had on – but responsive enough to bare tips. The menus and submenus are intuitive and easy to navigate with nothing really buried all that deeply in the digital realm. I would have preferred to have physical controls for the stereo (at least a volume knob) but the steering wheel mounted switchgear works just fine for the driver to make adjustments.

The push/pull and twist HVAC controls are much more intuitive than I expected. In no time at all I had become an expert at adjusting fan and temperature levels while also finagling the setting for my seat too.

The Discovery has always occupied that odd, middle-child space in Land Rover's lineup. The Range Rover is the rolling exemplar of posh luxury SUVs and the Defender will always be viewed as the most capable tool in the shed. There are other offshoots in the family but let's be honest, this is a three horse race. And yet, despite these biases, the 2022 Land Rover Discovery has enough Range and Defender sloshed up in the mix to be the "just right" option: it's still a snow shovel, but it has a padded handle and an ergonomic shape to make the work less taxing.

Oh, and for potential shoppers worried about that laughter we spoke about at this review’s onset, know that the majority of the reason why Land Rover finished dead last on J.D. Power’s reliability list stemmed from complaints about the previous generation Pivi Pro infotainment system – which has been updated – and not major mechanical foibles. So feel free to indulge, enjoy the admiration and envy, and laugh back accordingly.

&nbsp;
<p class="p1"><em><span class="s1">The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.</span></em></p>

<h4><strong>2022 Land Rover Discovery P360 R-Dynamic HSE</strong></h4>
Body Style: 5-door, 7-passenger, full-size SUV

Configuration: Front engine, permanent four-wheel-drive

Engine: 3.0-litre, turbocharged, inline 6-cylinder; Power: 355 hp @ 5,500 r.p.m., Torque: 369 lb-ft @ 1,750 r.p.m.

Transmission: 8-speed automatic

Cargo Capacity: 1,997 litres

Towing Capacity: 3,500kg

Fuel Economy : 13 city / 9.8 highway / 11.2 l/100 km

Price: $87,100 (base), $93,750 (as tested)

Website: <a href="https://www.landrover.ca/en/vehicles/discovery-2022/models.html">Land Rover Canada</a>

Tags

2022 Land Rover Defender 110 V8 Review

We drive the Nissan Sentra Cup Car and find a race car ready to be taken seriously

Nissan’s New Solid-State Battery Prototype Lab will revolutionize the EV experience

2021 Jeep Grand Cherokee L Summit Reserve Review

Jeep's 2022 Easter Safari Concepts Include Bobtail Gladiator, 625 hp Wrangler EV

2022 Land Rover Discovery P360 R-Dynamic Review