2019 audi q5 exterior front

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

Leave it to the crack legal team at the International Olympic Committee (IOC) to sue any enterprise that attempts to cash in on its worldwide brand.

The IOC owns numerous Olympic-related trademarks, including its interlaced ring symbol, flag, anthem, motto, mascots and more. There’s good reason for the aggressive “logo cop” policing: the astronomical cost of corporate sponsorship compels the IOC to prevent counterfeit “ambush” marketing.

Pet owners who tried to advertise their Ferret Olympics got served with a cease-and-desist letter. So did German automaker Audi.

The Olympic organizing committee tried to sue Audi in 1995 to keep the auto brand off the air because its logo is similar to the Olympic rings. The IOC lost, due to the fact the automaker’s logo is almost as old as the Olympic symbol and born of another purpose.

Its four-ring logo depicts four car companies – Horsch, Audi, Wanderer and DKW – that merged in 1932 to form Auto Union. The logo was originally used on the company’s racing cars and it wasn’t until 1949 that the rings graced Audi’s consumer models.

One of the popular Audi models wearing the rings today is the Q5 midsize sport utility. The second-generation model, redesigned for 2018, was drawn just a little crisper, a subtle evolution that masked important changes under the sheetmetal.

The Q5 utilizes the automaker’s MLB Evo platform underpinning the latest A4 sedan, making the SUV incrementally longer, wider and taller to provide more room for rear-seat passengers and cargo. The main advantages of the new chassis is lighter weight and better ride and handling characteristics. Unlike numerous other crossover SUVs, Audis feature a longitudinal engine orientation, rather than mounting it sideways.

Headroom, shoulder room and hip room are generous front and back, and there’s plenty of legroom at the rear seats. Cargo capacity is almost par for the class, although the rear seatbacks don’t fold flat. Slender roof pillars provide decent outward visibility and the view out the back is good. The placement of the infotainment screen is excellent, being in the driver’s line of sight.

True to the marque, the Q5 benefits from impeccable assembly and shows off sumptuous cabin materials in every trim level. The weight and click of the switchgear exemplify Audi’s attention to detail. Significantly, the second-gen models are made in Mexico and not Germany. If there’s a niggle, it’s that some owners found the optional sport seats to be a little too firm and confining.

“I have never sat in a car seat that is so uncomfortable. It’s okay for about 30 minutes, after that it becomes painful. The seat has hard bolsters and is not very wide. I had to purchase a gel pad to put on top of the seat,” one Q5 owner posted online.

Unlike the outgoing model, the 2018 Q5 is limited to one powertrain: Audi’s familiar 2.0-L four-cylinder turbocharged engine, reworked to produce 248 horsepower and 273 pound-feet of torque, married to a seven-speed, dual-clutch automatic transmission. It’s sufficient to give the Q5 a maximum towing capacity of 2000 kg (4,400 lbs) when properly equipped.

All-wheel drive is standard. New that year was Quattro with Ultra Technology, co-developed with Canada’s Magna, which improves efficiency by decoupling the driveshaft to the rear wheels when all-wheel traction is not needed. The system is able to re-engage power to the rear tires within milliseconds of the system detecting slip, or the driver accelerating aggressively.

The performance-oriented SQ5 variant uses a 3.0-L Miller-cycle-capable V6 with a single mono-scroll turbocharger. Output is pegged at 354 hp and 369 lb-ft of torque (at just 1370 rpm). It retained ZF’s conventional 8-speed automatic, and unlike the Q5, the SQ5 features full-time, rear-biased all-wheel drive.

<img class="aligncenter size-full wp-image-171132" src="https://wordpress.wheels.ca/wp-content/uploads/2022/09/2019-audi-q5-dash-scaled.jpg" alt="2019 Audi Q5" width="2560" height="1707" />

Subsequent model years saw some premium features, such as a smartphone charging pad, trickle down to lower trims. The Q5 received a mid-cycle refresh for 2021 that included an updated grille, front and rear bumpers, new 18- and 20-inch wheel designs, and revised headlamps and taillights.

Under the hood, the 2.0-L turbo four-cylinder earned a 13-hp boost to 261 horsepower, along with a 12-volt, mild-hybrid electric system. All 2021 models got a new 10-inch display with updated infotainment software and a host of driver-assistance features, including lane-departure warning, front and rear parking sensors, and blind-spot monitoring.

Also new for 2021 is the Q5 Sportback model, which sees the roof swoop down after the B pillar to give it a more sporting “coupe” profile. The rear window is at more of an angle, too, which compromises cargo capacity a smidge. Reportedly, rear headroom is reduced by less than 2 cm. There’s also an available Q5 plug-in hybrid that couples the 2.0-L engine to an electric motor for a combined system output of 362 hp and 369 lb.-ft. of torque.

Driving the Q5 is a treat. The turbo four is muscular enough for a 5.8-second run from zero to 97 km/h, providing plenty of punch while maintaining smooth, no-fuss delivery. The updated 2021 version shaved a third of a second off that time with its revised output (the SQ5, by comparison, can accelerate to highway velocity in 4.8 seconds). Audi’s dual-clutch automatic transmission shifts quickly, but when coasting to a stop at low speeds drivers noticed the occasional subtle clunk as the transmission shifts into the lowest gear.

The steering is accurate and lightly weighted, but provides little discernible feedback from the front wheels. The suspension is well damped and imparts a stable feeling no matter the road conditions. It soaks up bumps quite well, and passengers will be comfortable on all but the roughest roads. Cabin noise is commendably low, endemic to the premium German brand.

“Looked and drove all the premium SUVs – Alfa Romeo to Porsche – and could not find a better all-around performer than the Q5,” one owner noted online.

<img class="aligncenter size-full wp-image-171133" src="https://wordpress.wheels.ca/wp-content/uploads/2022/09/2018-audi-q5-interior-rear-seat-scaled.jpg" alt="2018 Audi Q5" width="2560" height="1707" />

OWNERS TALK RELIABILITY

Audi Q5 drivers adore the sport ute’s responsive and efficient powertrain, impeccable road manners and exquisite tailoring inside. However, the Q5 lacks the additional cargo capacity of its competitors, and there are a few ergonomic faux pas, including awkward cupholder placement and narrow sport seats.

Mechanically speaking, the Q5 benefits from all of the automaker’s latest engine and tech innovations, but know that Audis still exhibit occasional faults that might surprise and frustrate former owners of Japanese brands. A case in point is unsettling reports of sudden engine shutdown while driving.

“‘Gateway control module J533: water in control module, corrosion in connector, causing fuse for gateway control unit to blow,’” one owner recounted Audi’s diagnosis. “We were told by the dealer that ‘liquid must have spilled into area behind rear seats.’ Nobody was recently sitting in the rear seat. This was a $3,200 repair not covered under warranty.”

Audi issued a recall of the module, which is located directly under the rear bench, but apparently the remedy is not good enough to prevent it from shutting down at speed. A U.S. class action lawsuit alleges that the plastic bag dealers wrap around the J533 module promotes condensation that disrupts the module’s functions.

Somewhat related to the module faults are reports of leaking sunroofs that allow water to infiltrate the cabin – and the electronic components in some instances. Some have had their sunroof assemblies completely replaced, while others have had adjustments made.

Some drivers noticed that Audi’s Pre-sense automated braking system is too sensitive, applying the brakes spontaneously and without reason, risking a collision from behind. A few experienced a power-steering malfunction that left the Q5 difficult to steer. Others found the infotainment system needlessly complex, requiring numerous steps to perform simple functions, and the voice commands didn’t always work.

In summary, the Audi Q5 is a handsome and refined premium sport-utility that may emphasize sport over utility – given the smallish cargo area and shortage of storage pockets families crave – but it’s true to form when it comes to making short work of long distances. Unfortunately, less than reliable electronics have rendered the Q5 a bit of a gamble in the used luxury crossover segment.

2018-2022 Audi Q5

BODY STYLE: Five-passenger midsize crossover SUV

DRIVE METHOD: Front-engine, all-wheel drive; seven-speed automated transmission

ENGINE: 2.0-L turbo four (252 hp, 273 lb-ft); SQ5: 3.0-L turbo V6 (354 hp, 369 lb-ft)

FUEL ECONOMY: (Premium) 10.3/8.1/9.3 L/100 km city/highway/combined

CARGO VOLUME: 725 litres (25.6 cu ft)

TOW RATING: 2000 kg (4,400 lbs)

PRICE: $38,000 (2018); $54,000 (2021)

WEBSITE: <a href="http://www.audi.ca">www.audi.ca</a>

Buying Used: 2018-2022 Audi Q5

22 mazda mx30 ev main

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

Mazda’s a small car company. Yet in recent years, it has proven that devotion and obsessive attention allow it to compete against larger corporate entities. So, when it announced that the quirky MX-30 crossover would be its first attempt at electric propulsion for the masses, we all collectively knew that while the product could potentially lag behind its competition from a technical standpoint, it had the potential to win over consumers’ hearts through compelling design, driver engagement, and a downright unique experience.

Sadly, none of that happened.

Here’s the cold hard truth: in the harsh world of electric vehicles, if you’re not out there with good range and efficiency at an affordable price, no matter how cute your product is, you’ll quickly get eaten alive by the competition. That, unfortunately, seems to be the case with Mazda’s first all-electric vehicle.

The Foundation Is Solid

Mind you, the basics that would make the MX-30 a cool electric SUV in the same way an MX-5 is the coolest roadster in the universe, are all here. Like all Mazda products of late, the MX-30 looks the part, mostly due to an elegant and organic design language that conveys maturity and refinement, The product itself is built like a tank too, with tight panel gaps, superb paint quality, and neat styling details like LED blinkers that blink with a delay to mimic an old lightbulb. That’s just rad.

About the same size as a Hyundai Kona but appearing considerably sportier thanks to a coupe-like profile, the MX-30 is the only electric vehicle on the road to be equipped with suicide doors. An homage to the RX-8 sports car, these doors give this 2+2 utility vehicle much appreciated practicality, especially for accessing the rear seats. When opened, they yield an enormous opening for both front and rear passengers. Once back there, though, tall people might not enjoy that rear seat’s cramped feel.

<img class="aligncenter size-full wp-image-170116" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/22-mazda-mx30-interior.jpg" alt="22 mazda mx30 interior" width="2080" height="1389" />

And once inside, you’ll be greeted by the expected Mazda build quality and upscale materials, instantly making this vehicle look and feel like something that should come out of a premium nameplate. While at it, Mazda figured it would be fun to integrate sustainable materials, such as recycled cork on the center console and seats and dashboard components composed of recycled plastic bottles. It all somehow works, beautifully blending in with the MX-30’s design language.

Once seated inside, the MX-30 is comfortable – at least up front – with superb ergonomics thanks to simple, yet effective controls that are well laid out. Mazda continues with its BMW iDrive style central command knob to control the infotainment system. It’s quick to react and intuitive to use.

Out-dated tech

Mazda qualifies the MX-30 as a secondary urban vehicle with its main competitor being the MINI Cooper SE. With that in mind, it should be understandable that its very low EPA-rated range of 160 kilometers would be enough for urban motoring.

<img class="aligncenter size-full wp-image-170109" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/22-mazda-mx30-side-doors.jpg" alt="2022 Mazda MX-30 EV" width="2080" height="1388" />

The issue is, not only do other urban EVs pull better range – i.e., the Cooper SE – the MX-30 is priced with models that offer twice and, in some cases, almost three times that amount. Pricing kicks off at $44,100 for a base GS model. Our tester, a fully loaded GT, comes in at a whopping $51,165.

Yes, the MX-30 is eligible for all the EV rebates, and if you live in the province of Quebec, you’ll get $12,000 off the final price. However, for similar money, one can own a Volkswagen ID.4 that’s both larger, more practical and offers much more range. Even the dated Chevrolet Bolt EV, a considerably more affordable electric car than this Mazda, will pull north of 400 km on a full charge.

<img class="aligncenter size-full wp-image-170112" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/22-mazda-mx30-no-frunk.jpg" alt="2022 Mazda MX-30 EV" width="2080" height="1389" />

The low range and high price tag are only the tip of the MX-30’s problems. Some will argue that because its 35.5 kWh battery has such a low capacity, it doesn’t take much time to fill up. That’s only part of the story as the 50-kW charging rate is underwhelming by today’s standards. I’ll add that the two times that I connected the MX-30 to a compatible charger during a hot summer’s day, it never managed to go over 15 kW. May I remind you that a Kia EV6 can charge at 350 kW.

I thought that perhaps the MX-30 would redeem itself out there on the open road. Historically, Mazda’s have been engaging to drive thanks to a connected feel and superb chassis calibration. But no. The MX-30 doesn’t do well during spirited driving. While smooth and refined, its chassis dynamics are totally flat, with no desire to make its driver push it on twisty roads. And when you do try to have a bit of fun with it, the darn thing squeals its tires and understeers annoyingly as if pleading to make it stop.

<img class="aligncenter size-full wp-image-170110" src="https://images.wheels.ca/wp-content/uploads/2022/07/22-mazda-mx30-rear-3q.jpg" alt="2022 Mazda MX-30 EV" width="2080" height="1388" />

Overall power is lukewarm as well. With only 143 horsepower and 200 lb-ft of torque on tap, the MX-30 isn’t only slow for an electric car, it’s slow, period. Even the regenerative braking system – which only has one level of recuperation – is a huge letdown. And don’t get me started on the 28 kWh/100 km combined energy consumption average I recorded during the time I had it.

This is possibly the first bad review I’ve given a Mazda product in years. The thing is, I came at the MX-30 wanting to like it in the same sense I adore the MX-5 roadster, the Mazda3 compact car, and the CX-5 and CX-30 crossovers.

Regrettably, with this vehicle, you feel Mazda’s heart, its willingness to perform and impress, albeit its limited resources. But that devotion is choked by a company that seems unable to keep up with a rapidly changing automotive landscape.

If the MX-30 was $10,000 cheaper, it would be one heck of a convincing urban EV. But the way it is priced now, you’ll get much better elsewhere.

 

BODY STYLE: Compact SUV

CONFIGURATION: Electric front-wheel drive

ENGINE: 35.5 kWh liquid-cooled lithium-ion battery (143 horsepower and 200 lb-ft of torque)

TRANSMISSION: One-speed direct drive

Energy consumption: 26.2 kWh/100 km (city) / 28.1 kWh/100 km (highway) / 27.5 kWh/100 km (combined).

OBSERVED ENERGY CONSUMPTION: 28.6 kWh/100 km

CARGO CAPACITY 657 liters (1,028 liters total)

PRICE: $51,165 (as tested)

WEBSITE: <a href="http://www.mazda.ca">Mazda</a>
The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

2022 Mazda MX-30 EV Review

22 chyrsler pacifica main

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)

If you need a practical family conveyance and haven’t tried a modern minivan, you’re doing yourself a disservice. SUVs might be the popular choice but that tall ride height and rugged capability comes at the price of reduced interior space and truck-like maneuverability. Some are better than others but none come close to a minivan.

The Chrysler Pacifica needs little introduction; they were first on the scene with the original Dodge Caravan almost 40 years ago. Since that time many have come and gone with only a handful of brands still left in the game today. And it’s little surprise that Chrysler is one of them. In this space they’re masters of van craft and stepping into the 2022 Pacifica it shows.

After a styling and trim refresh last year, there are minimal changes for 2022. There’s more standard equipment, a new colour (Silver mist), and an upgraded infotainment experience with Uconnect 5. You can also outfit the Pacifica with AWD now regardless of trim. It’s a smart system too, able to disconnect the rear wheels from the driveline running in front-wheel drive mode when it sees fit, enhancing efficiency and reducing emissions without any input from the driver.

<img class="alignnone size-full wp-image-169915" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/IMG_0008.jpg" alt="2022 Chrysler Pacifica Touring L" width="2048" height="1536" />

All Pacificas are motivated by a 3.6-L naturally aspirated V6 mated to a 9-speed automatic sending 287 hp and 267 lb-ft of torque to either the front wheels or all four depending on whether or not you checked the all-wheel drive option box. The hybrid uses the same V6 but with a different transmission and is not available with all-wheel drive.

I spent a week with a Pacifica Touring-L, a mid-grade trim that gets just the right amount of optional extras. Included are leather seats (heated for the driver and passenger), a heated steering wheel, parking sensors, and a 360-surround camera. My Pacifica also had the Uconnect theatre family group ($3795) which adds two 10-inch Amazon fire-ready screens for second-row passengers and a whole lot more like heated second-row seats, upgraded speakers and amplifier, a WiFi hotspot, extra USB ports, and even a built-in vacuum cleaner to quickly hoover up leftover goldfish and cookie crumbs.

<img class="alignnone size-full wp-image-169922" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/IMG_9998.jpg" alt="2022 Chrysler Pacifica Touring L" width="2048" height="1535" />

The Pacifica can fool you into thinking that it’s a luxury vehicle with its quiet cabin and pillow-soft ride, great after a long day of work but even better for keeping a gaggle of kids calm. The wide variety of entertainment available on the Amazon-powered screens helps as well.

You’ll almost forget you’re driving a van, because unlike some SUVs, the Pacifica is remarkably easy to drive and park, and it will fit in most spaces and underground parking lots without having to worry about height or width restrictions. It even handles decently well for what it is, even though that is one of the last priorities of this people mover. The V6 is efficient, refined, and very smooth, and the 9-speed transmission shifts even more seamlessly than I remember.

<img class="alignnone size-full wp-image-169910" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/22-chrysler-pacifica-uconnect.jpg" alt="2022 Chrysler Pacifica Touring L" width="2048" height="1536" />

FamCam is another cool feature migrating down from the luxe Grand Wagoneer, and it displays an image of the rear passengers on the main screen. It’s ideal for checking up on rear-facing child seats and can even zero in on individual seats.

The new Uconnect 5 system is a joy to use and still just as good as it was in previous iterations with the same customizability and snappy performance. Thankfully Chrysler also equips the Pacifica with physical switches for the climate controls and the stereo, though you’d be forgiven for getting a bit confused with the rotary transmission dial that sits right next to the volume knob.

<img class="alignnone size-full wp-image-169907" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/22-chryser-pacifica-stowngo.jpg" alt="2022 Chrysler Pacifica Touring L" width="2048" height="1536" />

What sets this Pacifica apart from all the others are the Stow ‘n Go second-row seats that can be quickly collapsed into the floor with the pull of a strap. Not having to yank out a thousand pounds of bench seat when you need extra cargo space is brilliant, even if you only use it once a year.

For van fans the Pacifica is a homerun. It does everything a minivan should and it does it exceedingly well but holding it back from ranking even higher is its price. A new Pacifica starts at $50,595. Even a upper-trim <a href="https://www.wheels.ca/undefined/review-2021-toyota-sienna-xse">Toyota Sienna</a>, an excellent van as well, is cheaper. Worse for the Pacifica is that all Siennas are hybrid and as a result, stupidly efficient and the only way to beat that is with the <a href="https://www.wheels.ca/vehicle-reviews/review-2021-chrysler-pacifica-hybrid">Pacifica Hybrid</a>. And unless you live in an EV-friendly province like Quebec or B.C, that one’s going to cost you even more.

<img class="alignnone size-full wp-image-169913" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/IMG_0006.jpg" alt="2022 Chrysler Pacifica Touring L" width="2048" height="1536" />

My tester with a few options rang up to an eye-watering $62,375. That sum will get you any number of SUVs big or small with all the adventure-ready options and body cladding one could ever want. I tried to convince a friend of the merits of a minivan and he went out and bought an Audi SUV. Nowhere near as practical but a hundred times cooler. Just ask his kids.

A Pacifica might not be the most fashionable choice but few vehicles are as easy to live with on a daily basis. For a bigger family that needs comfortable transportation, it’s basically unbeatable and if you’re considering an SUV and haven’t tried a minivan yet, you don’t know what you’re missing.

&nbsp;

2022 Chrysler Pacifica Touring-L AWD

BODY STYLE:- 7-passenger minivan

CONFIGURATION: Front-engine, all-wheel drive

ENGINE: 3.6-L V6; Power: 287 hp @6400 rpm; 262 lb-ft @ 4000

TRANSMISSION : 9-speed automatic

FUEL ECONOMY: (Regular Gasoline in L/100 km) 14.1 city; 9.4 highway; 12.0 combined (2.9 Le/100km)

CARGO CAPACITY: 915 - 3979 litres

PRICE: $59,295 (base); $62,375 (as-tested)

WEBSITE: <a href="https://www.chrysler.ca/en">Chrysler Canada</a>
The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.
&nbsp;

2022 Chrysler Pacifica Review

2020 Mazda CX-3 used main

How much do car shoppers absorb during a test drive?

Realistically, they’ve got their eyes locked on the road, trying to avoid a collision in the dealer’s shiny demonstrator while the sales rep rambles on about the entertainment system.

How else to explain the genuine surprise buyers of the Mazda CX-3 express when they realize that they’ve bought something that’s way too small for their needs?

“Trunk barely fits a carry-on suitcase. The back seat feels like the third row of a much larger vehicle and is fit for a small child,” reads an online remark by a remorseful buyer. “If you don’t like little footprints on the back of the front seats, then this car is not for you.”

“The CX-3 has almost no functional front storage areas – the cupholders are underneath a squeaky, creaky, cheap plastic armrest, which is in the driver’s way whether it’s raised or lowered,” another owner commented.

Needless to say, shoppers should try both the front and back seats before they buy, and check out the cargo area. Bring a measuring tape, if needed. You shouldn’t realize weeks after bringing it home that you bought a car that’s too small.

There’s a good reason why the CX-3 feels cramped: it’s based on the diminutive Mazda2 hatchback, a “supermini” that sold well in other parts of the world, but not so much here. Its front-wheel-drive platform also underpinned Ford’s Fiesta, another tiny car many North Americans had trouble living with.

When it came time to replace the Mazda2 in 2016, the automaker recast the 2 as a subcompact SUV that could go wheel-to-wheel with the <a href="https://www.wheels.ca/reviews/buying-used-2016-2019-honda-hr-v">Honda HR-V</a> and Subaru Crosstrek in a lucrative market segment that sells tidy hatchbacks jacked up with optional all-wheel drive. It was the perfect solution for a small automaker trying to stay relevant and profitable.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/2020-Mazda-CX-3-used-main-scaled.jpg"><img class="alignnone size-full wp-image-169420" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/2020-Mazda-CX-3-used-main-scaled.jpg" alt="Mazda CX-3 buying used" width="2560" height="1708" /></a>

Size-wise, the CX-3 is about 19 centimetres shorter and 3 cm narrower than the popular Mazda3, but it’s 9 cm taller – which provides some gains inside. The space up front is good for two grown adults, although the car’s skinny width feels pinched. The rear split-folding bench is largely akin to a penalty box; it’s almost cruel to fit three seatbelts there. Consider it a timeout space for kids and dogs. And there’s merely 402 litres of cargo space behind the rear seats or 1,484 litres with the rear seatbacks folded down; competitors offer more.

Beyond the space restrictions, the cabin is nicely executed with a sleek dashboard that projects some stylish sophistication on a Walmart budget. The front seats provide outstanding comfort for this segment, with pleasantly firm support for long trips and good lateral bolstering for spirited drives. Interior materials are high quality and assembly is very good in this made-in-Japan import (Mazda sources many of its models there).

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/2021-Mazda-CX-3-used-interior-scaled.jpg"><img class="alignnone size-full wp-image-169418" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/2021-Mazda-CX-3-used-interior-scaled.jpg" alt="Mazda CX-3 buying used" width="2560" height="1810" /></a>

Stylists went with a single round instrument bezel, which gives the panel an odd cyclops look. All trims feature a 7-inch touchscreen interface with crisp graphics and a handy controller knob on the centre console, though some ordinarily simple tasks, such as switching between satellite radio stations, require multiple steps to accomplish.

In keeping with the CX-3’s budget mission statement, it’s offered with just one powerplant: Mazda’s Skyactiv low-friction 2.0-L four-cylinder engine rated at 146 horsepower with a matching 146 pound-feet of torque. A conventional six-speed automatic was the sole tranny originally, but a six-speed manual gearbox appeared in the front-wheel-drive GX model starting in 2018. All-wheel drive is offered as an option on all trim levels.

On the safety front, the CX-3 scored the highest “Good” rating in crash testing by the Insurance Institute for Highway Safety and it earned the IIHS Top Safety Pick when equipped with optional LED headlights and Smart City automated braking. The U.S.-based NHTSA government agency also anointed it with its top five-star safety rating.

The CX-3 received some worthy upgrades for the 2018 model year. In addition to the new manual transmission, the suspension was revised to improve handling and ride quality, while added sound insulation made the little ute quieter. It also gained Mazda’s standard G-Vectoring Control, which automatically reduces torque to the drive wheels to enhance handling in dicey situations.

The updates continued in 2019, when the CX-3 got a minor refresh inside that saw the mechanical handbrake replaced by a pushbutton electronic parking brake that opened up room for a centre armrest and storage bin. Tweaks to the engine resulted in two more horses under the hood (for a total of 148 hp), although torque remained unchanged. For 2020, models got more standard safety tech and convenience features, including Apple CarPlay and Android Auto.

U.S. dealers dropped the CX-3 after 2021, while Canadian stores continue to sell 2022 models, though likely not for long. Shoppers are turning their attention to the all-new CX-30, a more spacious and feature-packed subcompact crossover based on the Mazda3 rather than the aging Mazda2 platform.

DRIVING THE CX-3

For all the harping about the confined cabin, the CX-3 redeems itself on the road. It’s one of the most fun-to-drive vehicles in its segment because it has some of the Miata roadster’s DNA that Mazda injects into all of its models. Notably, engineers worked overtime to pare any excess weight in the chassis. Lotus Cars founder Colin Chapman would be proud.

Handling is exemplary thanks to precise electric steering and nimble reflexes – despite being saddled with a simple torsion-bar suspension at the rear instead of a fully independent suspension. The ride is on the firm side with the optional lower-profile 18-inch tires, so shoppers with sensitive tushes may want to seek out models with the standard 16-inch wheels.

Zero to 97 km/h takes 8.2 seconds, which is slightly better than average for the subcompact crossover segment, but drivers notice it gets bogged down when all the seats are occupied. The 2.0-L engine also turns a little coarse above 4,000 rpm, but it’s decently quiet at highway speeds. Both the automatic and manual transmissions are at the top of their game; the latter would not feel out of place in the Miata.

The emphasis on a lightweight chassis pays dividends at the gas pump. Owners report an average 8 litres/100 km (35 mpg) in real-world driving conditions, which is very good, although some might expect more given how small the CX-3 is. One shortcoming is the car’s teeny fuel tank – just 45 litres – which results in a relatively short range between fill-ups.

OWNERS TALK RELIABILITY

Mazda CX-3 owners rhyme off the crossover’s engaging driving characteristics, appealing design and impressive fuel economy as their reasons for buying. Expressed negatives include the cramped rear seating, poor visibility to the rear thanks to large headrests, and below-average cargo space that wouldn’t satisfy even the smallest of families.

More good news comes in the form of exceptional reliability – which is always top-of-mind for used-car shoppers. There are relatively very few complaints involving mechanical issues in our scan of owners’ online remarks. The most common gripe has to do with the air conditioning system, which can lose its cool over the long run.

“Warm air from the climate control vents. Car is under 72,000 kilometres and needs a new evaporator,” one owner of a 2017 model posted. “Most cars will never need a new evaporator, especially one that is under four years old.” As luck would have it, air conditioning repairs are expensive post-warranty.

The 2019 CX-3 was part of a Mazda recall of more than a half-million Denso fuel pumps that could suffer failures from the impeller becoming deformed from fuel absorption, causing the pump to fail. A U.S. class-action lawsuit seeks to have the recall widened to include many more model years of various Mazdas, including the CX-3.

Owners of 2016 and some 2017 CX-3s found moisture in their headlamps, noting that the sealed units aren’t all that well sealed. Most were repaired under warranty and later models don’t appear to have the issue. Other weaknesses, reported in small numbers, include easily cracked windshields (a Mazda scourge) and infotainment screens that lock up. That’s it.

Overall, the CX-3 is a distinctive subcompact crossover with its evocative exterior styling and athletic driving reflexes. Perhaps it’s taken after the Miata sports car a little too much, and gave up a tad too much practicality. One thing’s for certain: be sure to try one on for size before you buy.
<h3>2016-2022 Mazda CX-3</h3>
BODY STYLE: Five-passenger subcompact crossover SUV

DRIVE METHOD: Front-engine, front- or all-wheel drive; 6-speed manual or automatic transmission

ENGINE:  2.0-L four cylinder (146 or 148 hp, 146 lb-ft)

FUEL ECONOMY: (Regular) 8.6/7.4/8.0 L/100 km city/highway/combined

CARGO VOLUME: 402 litres (14.2 cu ft)

TOW RATING: NA

PRICE: $21,000 (2016); $27,500 (2021)

WEBSITE: <a href="http://www.mazda.ca">www.mazda.ca</a>

Buying Used: 2016-2022 Mazda CX-3

2022 Subaru WRX_front 3-4 profile

Whether it’s a first-drive feature from the sun-soaked California coast, a quick news story about an off-road pickup that may (or may not) be coming to your local dealership or a review of a hot new sports sedan, somewhere Lee Bailie is writing about cars and car culture, something he’s been doing for almost a decade. A car guy to the core, he went on his first automotive plant tour at age seven.

I realize and accept that electrification is the future of the auto industry. We’re crossing the Rubicon and we’re not turning back. It’s not a matter of ‘if’ anymore, but when.

Having driven a bunch of EVs over the past year, I mostly welcome their growing numbers. Their benefits are obvious, and I’m convinced the teething problems (range, cost, charging infrastructure) associated with their mass adoption will be solved in time.

But, as I was reminded in Kingston last week, sometimes there’s no substitute for a rip-snortin’, turbocharged, AWD gravel-tosser that runs on dead dinosaur juice. If you just want to feel alive, these cars are the true magic elixir. This is what I felt while flinging the 2022 WRX over what some referred to as ‘soft roads’ (dirt, gravel and mud) in the hinterland north of Kingston. But I’ll get to that.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/IMG_E8412.jpg"><img class="alignnone size-full wp-image-169198" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/IMG_E8412.jpg" alt="2022 Subaru WRX" width="1920" height="1080" /></a>

First, here’s what you need to know about the 2022 WRX.

I’ll begin by confirming that the range topping STI is dead. When I reviewed the outgoing <a href="https://www.wheels.ca/vehicle-reviews/review-2021-subaru-wrx-sti">2021 STI last fall</a> I was convinced a next-gen model was coming, but it was not to be.

Why? Electrification. A Subaru Canada rep told me in Kingston that the STI nameplate isn’t necessarily dead, but a purely gas-powered version is. Does this mean an STI EV is in our future? Maybe.

As for the present, the 2022 WRX is the second stand-alone generation and fifth gen overall if the Impreza-based models are included. Unlike the previous model, the new VB gen is built on the Subaru Global Platform.

The new car benefits from platform enhancements that have produced the stiffest and strongest body structure to date. Torsional rigidity for the 2022 WRX is up 28 percent compared to the outgoing VA model, while front lateral flexural rigidity is up 14 percent. The ’22 also benefits from the use of more structural adhesive and cross-section foam for reduced cabin noise.

Suspension changes include revised geometry for better handling on rough roads. Elsewhere, the rear stabilizer is mounted directly to the body for better stability and ride comfort, with reduced body roll, noise, vibration, and harshness.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/2022-Subaru-WRX_engine-compartment.jpg"><img class="alignnone size-full wp-image-169193" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/2022-Subaru-WRX_engine-compartment.jpg" alt="2022 Subaru WRX" width="1920" height="1080" /></a>

As for the engine, the 2.0-litre turbocharged horizontally opposed four-cylinder has been replaced by a bigger 2.4-litre turbocharged horizontally opposed four-cylinder, but overall output hasn’t changed much. The 2.4 provides a small bump to 271 horsepower (up from 268), while torque remains the same at 258 lb-ft. Subaru claims a flatter torque curve for the 2.4 but based on their own data, peak torque arrives at the same point (2,000 rpm) in the rev range for both engines and has the same top-end figure (5,200 rpm).

In terms of transmissions, there are two: a six-speed manual with improved gear machining and optimized ratios, and a new CVT known as the Subaru Performance Transmission (SPT). The SPT offers variable torque distribution through the centre differential, shifting the front / rear torque split from 45 / 55 in normal conditions to 50 / 50 in bad weather or when road conditions deteriorate. Subaru also claims the SPT has 30 percent faster upshifts and 50 percent faster downshifts than the old CVT.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/2022-Subaru-WRX_side-profile-1.jpg"><img class="alignnone size-full wp-image-169208" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/2022-Subaru-WRX_side-profile-1.jpg" alt="2022 Subaru WRX" width="1920" height="1080" /></a>

From a design standpoint, the WRX bears a strong resemblance to the VIZIV Performance Concept Subaru unveiled in 2017. The production car’s shape isn’t quite as sleek and dramatic as the concept, but some elements, such as the front grille / headlight / air intake design, are like those of the concept.

On the inside, the new WRX sports a revised interior with more shoulder room between occupants in both front and rear seats, along with a redesigned centre console and a new infotainment system.

As for spaciousness and comfort, the longer wheelbase (+25 mm), has created more space for rear seat passengers while redesigned seats deliver better comfort for both normal and performance driving situations. The multimedia system has also been overhauled, with an 11.6-inch vertical display found in other Subarus now available as an option for the WRX. The standard set-up is a dual seven-inch display with wired Apple CarPlay and Android Auto standard on both systems.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/2022-Subaru-WRX_dashboard_centre-console.jpg"><img class="alignnone size-full wp-image-169195" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/2022-Subaru-WRX_dashboard_centre-console.jpg" alt="2022 Subaru WRX" width="1920" height="1080" /></a>

With that out of the way, it’s time to answer the most important question— what is the WRX like to drive?

It’s an absolute blast.

The drive route Subaru took our assembled group of auto journos on featured a lot of rough, two-lane country roads (several of which are in desperate need of repair) and undulating dirt and gravel roads.

I’ll cut to the chase – this car is made for the loose stuff. But it’s fine on tarmac, too – rotates nicely through corners, with responsive steering, positive weight balance and good mid-range acceleration thanks to lots of useable torque—what you’d expect from a WRX, in other words.

But it’s a whole other game once you turn off bumpy county asphalt and onto a combination of loose gravel and hard-packed dirt and mud. These “soft-roads” is where, if you’re not careful, you’ll start thinking you’re in a rally stage in a WRC event!

I resisted the urge to go full Colin McRae but did manage to swing the rear out a few times while taking a few sweeping turns and matting the throttle after a brief stop or two before gathering it back up. In this environment, which included blasting through a few large puddles because it rained heavily during the drive, the WRX delivers the most joy.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/IMG_E8408.jpg"><img class="alignnone size-full wp-image-169199" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/IMG_E8408.jpg" alt="2022 Subaru WRX" width="1920" height="1080" /></a>

The exhaust penetrates the cabin just enough, the supportive seats hold the driver just right, and the clutch and shifter make precision up or downshifting a breeze. Honestly, most of the dirt roads were set it and forget it in third gear, so I didn’t need to shift all that much, but it worked well when I did. As for traction on loose surfaces in wet conditions, my tester’s grip level felt consistently good throughout. Certainly, trouble awaits if pushed too hard, but if one drives to the conditions, the WRX’s handling is secure.

So that’s the manual. I also drove a SPT-equipped model in a short 30-minute loop around Kingston. The car felt quick, and the transmission is more responsive than other Subaru CVTs I’ve experienced.

The 2022 WRX is an impressive machine. It’s not much more powerful than its predecessor, nor does its looks set one’s heart ablaze, and there’s no STI. But taken together, the many improvements Subaru have made make for a more compelling package overall, and with a pricing structure that’s still a performance car bargain.

Bottom line, this is likely the last pure gas-powered WRX. We should enjoy it while it lasts.
The writer attended this media drive as a guest of the automaker. Content and vehicle evaluations were not subject to approval.
2022 Subaru WRX

BODY STYLE: compact performance sedan
DRIVE METHOD: Front-engine, all-wheel-drive, 6-speed manual / Subaru Performance Transmission (CVT)
ENGINE: 2.4-litre turbocharged horizontally opposed four-cylinder (271 hp / 258 lb-ft.)
FUEL ECONOMY: (Premium 91+) 12.3 / 9.0 / 10.8 L / 100 km city / highway / combined (6-speed manual)
CARGO VOLUME: 354 litres (12.5 cu ft.) 
PRICE: $30,995 base, excluding freight and taxes
WEBSITE: <a href="http://www.subaru.ca">www.subaru.ca</a>

2022 Subaru WRX First Drive

DSC03587

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.
The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

<h3>2022 Land Rover Defender 110 P525</h3>
BODY STYLE: 5-door, 5-passenger mid-size SUV

CONFIGURATION: -Front-engine, four-wheel drive

ENGINE:  5.0-L supercharged V8 ; Power: 518 hp @ 6000-6500 rpm; Torque: 461 lb-ft @ 2500-5500

TRANSMISSION : 8-speed automatic

CARGO CAPACITY: 786-1875 litres

FUEL ECONOMY : (Premium-grade Gasoline in L/100 km): 16.4 city; 12.7 highway; 14.7 combined

PRICE: $128,100 (base); $132,795 (as tested)

 Website: <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 a member 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

2022-Hyundai-Kona-02

With over two decades as a member of the Automobile Journalists Association of Canada (AJAC), Michael Bettencourt has been writing about cars and automotive topics for over 25 years. A journalism graduate of Ryerson University, he has won multiple awards for automotive photography, vehicle testing, plus EV and green topics, and has owned various EVs since 2011.

Even with billions invested in electric vehicles by the federal government this month, which we’ll delve into next week, what caught my eye was a recent Canadian study on the cost of owning, using and maintaining an EV.

The Clean Energy Canada (CEC) study compared equivalent gas and EV versions of the same vehicle in terms of up-front costs (advantage gas vehicles), fuel, maintenance and repair (advantage EVs), and taxes, insurance and other costs (basically a tie). The six vehicles it compared included gas and pure EV versions of the Hyundai Kona compact crossover and the best-selling Ford F-150 pickup truck (the EV version, called the Lightning, will arrive in Canada later this year).

The pattern of higher initial EV purchase costs being recouped by fuel savings is common in many studies, with those savings adding up more quickly in Europe and Asia where gas prices are higher. However, this CEC study gave more country-specific details. It analyzed savings if gas was at the 2021 average of $1.35 per litre as well as at $2 per litre.

With the 2022 Kona, the CEC found that that the EV version cost $15,000 less to own over an eight-year period then its gas version. While the estimated cost of the gas vehicle was $71,131, the EV’s estimated cost was $56,038. The estimate was based on 20,000 kilometres of driving at a cost of $1.35 per litre. At $2 per litre, the different increased to $24,000. The gas version of the Kona starts at $24,055 while the EV’s base price is $45,851.

The study is worth a deep dive at cleanenergycanada.org to see how the Chevrolet Bolt EV compares to the Toyota Corolla Hatchback (a 37 per cent lower cost to own, use and maintain), the Nissan Leaf versus the Honda Civic (24 per cent lower), and the Tesla Model 3 with the Lexus ES 250 (cheaper, but with a recent Model 3 price hike, by just under $500 per year).

The F-150 models were the closest overall, with a total vehicle cost of 52 cents per kilometre for the Lightning versus 55 cents for the similarly equipped XLT SuperCrew 4x4 gas version. Keep in mind, this was with gas prices at $1.35 per litre and the EV having a $68,000 starting price.

Michael Bettencourt bought his first EV in late 2011 and has followed the Canadian EV scene ever since. Follow him on Twitter @MCBet10court

EV101: Study points to savings earned by electric-vehicles’ owners over years

2021 Jeep Grand Cherokee L Summit Reserve

2021 Jeep Grand Cherokee L main header

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. 

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.

The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.
<h4>2022 Jeep Grand Cherokee L Summit Reserve 4X4</h4>
BODY STYLE: 5-door,  6-7 passenger mid-size crossover

CONFIGURATION: -Front-engine, All-wheel drive

ENGINE:  5.7-L V8 ; Power: 357 hp @ 6800 rpm; Torque: 390 lb-ft @ 4250

TRANSMISSION : 8-speed dual-automatic

CARGO CAPACITY: 487-2396 litres

FUEL ECONOMY : (Premium-grade Gasoline in L/100 km): 16.7 city; 10.9 highway; 14.1 combined

PRICE: $73,745 (Summit Reserve); $ 86, 765 (as tested)

 Website: <a href="https://www.jeep.ca/en" target="_blank" rel="noopener">Jeep Canada</a>

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