acura integra type s proto 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)

TOCHIGI, JAPAN - The launch of the new Acura Integra garnered mixed reactions. On one hand, many were glad to see the revival of one of the marque’s most popular models from the ‘90s. Others weren’t so kind. With criticism hurled towards the styling, lack of power, and the 5-door-only body style, the faithful were not happy with the drastic changes to the new model.

Even when journalists (myself included) drew mostly positive impressions <a href="https://www.wheels.ca/reviews/review-2023-acura-integra-a-spec-mt">after driving it</a>, some were not convinced. Once again, citing styling, and the lack of power as being the biggest disappointments. The price and the fact that a manual transmission is only available on the most expensive trim didn’t help.

So if you were one of those that believed the new Acura Integra was underpowered we don’t exactly blame you. With just 200 hp from a turbocharged 4-cylinder, it’s down significantly when compared to the likes of the VW Golf GTI or the <a href="https://www.wheels.ca/reviews/2022-subaru-wrx-review">Subaru WRX</a>.

But Acura has more in store for the Integra with an upcoming Type S version in the works. So for those that wanted more power, not to worry, it’s coming.

<img class="aligncenter wp-image-173448 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/Integra_Type-S_Proto_KD03-scaled.jpg" alt="acura integra type s prototype" width="2560" height="1704" />

I don’t have a whole lot of details to share mainly because we weren’t provided with any, but I did drive a camouflaged prototype of the Acura Integra Type S on Honda’s high-speed oval behind their sprawling R&amp;D facility in Tochigi.

We already know what the Integra looks like but the camo wrap was hiding what looked like a new set of rocker panels, revised bumpers with much larger openings in the front, and possibly a different grille. The easiest thing to spot was the Civic Type R-like triple exhaust. And from the pictures it might even be wearing wider fenders.

Even before we could see the Type S, we could hear it approach. Honda says that they tuned the car to be even louder than the new <a href="https://www.wheels.ca/reviews/2023-honda-civic-type-r-first-drive-review">Civic Type R</a>. I believe them. The Civic is certainly louder than it was before but it still lacks the theatrics we’ve come to expect from some performance cars today.

<img class="aligncenter size-full wp-image-173452" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/Integra-Type-S_Tochigi-Testing_001-scaled.jpg" alt="acura integra type s prototype" width="2560" height="1710" />

In comparison, the Acura Integra Type S exhaust is all drama. It’s throaty, loud, and boisterous, with plenty of pops if that’s what you’re into. It had to be the loudest factory exhaust I’ve ever heard on a Honda or Acura product, and this was fully intentional.

By now, it’s no surprise that the Type S uses the powertrain from the Civic Type R but it will make slightly less power. In this case, the 2-litre turbocharged 4-cylinder is tuned to make about 300 ps, which converts to 296 hp. Although final figures might change, nearly 100 hp more than what you get from a base Integra is like adding a <a href="https://www.wheels.ca/reviews/base-camp-2023-mitsubishi-mirage-es">Mitsubishi Mirage</a> under the hood plus 20 more horses. The gearbox also feels very much like the unit in the <a href="https://www.wheels.ca/reviews/2023-honda-civic-type-r-first-drive-review">Civic Type R</a> I drove last month, with short beautifully weighted throws.

<img class="aligncenter size-full wp-image-173449" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/Integra-Type-S_Prototype_Profile-scaled.jpg" alt="acura integra type s prototype" width="2560" height="1703" />

Our drive time amounted to only a couple of laps, but we were fortunate for the opportunity to experience it on Honda’s own testing grounds. Speed picks up quickly, and the power comes on strong through third and fourth gear. The car was electronically limited (for our test) to 200 km/h but it was enough to feel its rock-solid stability at that speed. The oval was banked in the outer lanes and it was a strange gravity-defying sensation, but the Type S remained velcroed to the tarmac. In “Sport plus” mode the steering was firm and precise, similar again to the Civic. Mechanical grip was high, a combination of the stiffer suspension and sticky Michelin Pilot Sport tires. Once at 200 km/h, I kept my foot buried. There was no reason to slow for the corners.

It’s louder than the Civic Type R but at 200 km/h synthesized exhaust from the speakers (or what sounded like it) was all I could hear. Wind noise at speeds double our highway limit was surprisingly low.

Nothing jumped out at me about the interior, it was standard Integra fare from what I could see, and that’s no bad thing. The seats felt more supportive but the glass smooth track meant I couldn’t tell you if it rode any softer than the Civic Type R, which I assume it will.

<img class="aligncenter wp-image-173447 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/Integra_Type-S_Proto_KD05-scaled.jpg" alt="acura integra type s prototype" width="2560" height="1704" />

Internally Honda positions the Civic Type R as the more serious, nerdy car. The one that should be taken to a track on a regular basis. The Integra Type S is the emotional one, you can tell that just from the exhaust. While it is track worthy, its focus is performance on the street.

With little else to go on at the moment, we are eagerly awaiting an official reveal and some real specs. And hopefully, a price that’s within reason.

But from our quick stint behind the wheel, we have something good to look forward to.

2024 Acura Integra Type S Prototype First Drive Review

2022 gmc terrain at4 main

In the past few years, we’ve seen a wave of new nature enthusiasts take to the outdoors like never before. Overlanding, backcountry camping, trail riding, it’s all surging in popularity. Reconnecting with the natural world, and the isolation that comes with taking the road less travelled certainly has a charm to it.

Car companies have responded with more off-road-ready vehicles, off-road packages, and accessories that can help you get as far out into the wilderness as you’re willing to go. GMC’s AT4 trim package, first seen on the <a href="https://www.wheels.ca/reviews/first-drive-2022-gmc-sierra-denali-ultimate-sierra-at4x">Sierra pickup truck</a>, added brawny off-road bits and more capability, and it’s since been filtered down to the smaller models including the <a href="https://www.wheels.ca/news/first-look-2023-gmc-canyon">Canyon</a>, Acadia, and now the Terrain.

<img class="aligncenter size-full wp-image-173278" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/DSC03818.jpg" alt="2022 GMC Terrain AT4" width="2048" height="1365" />

The GMC Terrain compact crossover is perfectly suitable as family transport but it’s not the first choice for a tough off-road vehicle. My tester, however, was fitted with the new AT4 package that’s meant to infuse a bit of ruggedness into a vehicle that’s anything but rugged. But after a week with the Terrain AT4, I failed to see the point. It just felt like any other Terrain with a few extras.

For what it is, and for its intended buyer, the Terrain does everything it should. It has standard AWD, decent ground clearance, and a roomy cargo area. It’s also comfortable and big enough to seat 5 adults, and the big grille with bold G-M-C lettering has been synonymous with big tough trucks for decades. So it looks like it’s ready to take on the trails. Except that it’s not. And that’s fine because most buyers looking at vehicles like this have zero intention of doing so. I also noticed that the Terrain doesn’t get the AT4’s signature red recovery hooks jutting out the front bumper. That makes it harder to distinguish this as anything other than a “normal” Terrain outside of its AT4 badging.

So what does the package add? For one, you get a steel skid plate in the front and a darker looking grille. Inside you get “AT4” embroidered head rests and an off-road drive mode, which programs the standard all-wheel drive system to better handle loose surfaces. Last but not least, black 17-inch wheels with chunkier tires give it a tougher look.

<img class="aligncenter size-full wp-image-173271" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/DSC03835.jpg" alt="2022 GMC Terrain AT4" width="2048" height="1365" />

All new Terrains benefit from a facelift that adds redesigned LED lighting, a redesigned grille and front fascia, and a refreshed interior with a new push-button style gear selector. Also available on the SLT and AT4 trims is a new pop-up style head-up display.

Those wheels and tires are probably the most off-roady thing about the Terrain AT4, and they certainly have an advantage on the rough roads and potholes in the Toronto area, but extra ground clearance and locking differentials are what you want for off-road duty and you won’t find that here.

So what this AT4 package really amounts to is a few badges and some meatier tires. Which hardly makes for an off-roader. Again, I get it, that’s not what this is but others in this segment at least make it look like they have off-road intentions and the Terrain, well, doesn’t.

<img class="aligncenter size-full wp-image-173282" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/2022-gmc-terrain-side.jpg" alt="2022 GMC Terrain AT4" width="2048" height="1365" />

<img class="aligncenter size-full wp-image-173277" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/DSC03820.jpg" alt="2022 GMC Terrain AT4" width="2048" height="1365" />

Take the <a href="https://www.wheels.ca/vehicle-reviews/2021-toyota-rav4-xle-awd-keeping-her-fearless-and-footloose">Toyota RAV4</a> Off-road, which is a direct competitor. The “Off-road” trim is also more of an appearance package but its retuned suspension and more serious A/T tires are a step up and a more honest attempt at giving customers some substance to go with the style. And then you have competitors like the <a href="https://www.wheels.ca/vehicle-reviews/review-2020-jeep-cherokee">Cherokee</a> Trailhawk and the <a href="https://www.wheels.ca/reviews/2022-ford-bronco-sport-outer-banks-review">Bronco Sport</a> Badlands that take things even further and will really let drivers get out into the rough stuff while still being perfectly suited for the highways and driveways where they’ll invariably spend most of their life on.

The notion that you have more capability than you need, sells, and customers look for this. It’s the same reason supercars have such an allure. You’re never going to use all that performance but it’s there if you need it. Sadly, there’s no such notion with the AT4 badged Terrain.

<img class="aligncenter size-full wp-image-173280" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/2022-gmc-terrain-interior.jpg" alt="2022 GMC Terrain AT4" width="2048" height="1365" />

Things don’t get much better inside with more cheap-feeling plastic than the inside of a dollar store and a push-button gear selector that’s not as intuitive as it should be. I’m also tired of seeing the same indicator and wiper stalk design on every single product GM makes from Chevys to Cadillacs, mainly because they’re just not very ergonomic, and feel like they were made for people with longer fingers than mine.

We did enjoy the comfortable ride, the smoothness of the auto stop/start system, and even how the engine just fades away into the background when cruising. We also liked the clear and easy-to-read gauges, the simple but intuitive infotainment, and the wireless Apple Carplay and Android Auto. The Terrain is also spacious with ample legroom and headroom in the back for taller adults.

<img class="aligncenter size-full wp-image-173275" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/DSC03826.jpg" alt="2022 GMC Terrain AT4" width="2048" height="1365" />

There isn’t a lot of power—the 1.5-litre turbo mill makes 170 horses—but it does have reasonable torque (203 lb-ft) for comfortable driving in and around the city. Passing power on the highway is ok, but again, competitors offer more here.

The starting price of $35,792 for an AWD Terrain SLE is also more expensive than the <a href="https://www.wheels.ca/reviews/2023-honda-cr-v-first-drive">CR-V</a> and the RAV 4 both of which offer more in the way of safety and driver aids. Even this higher-spec AT4 needs an additional package tacked on to it to get adaptive cruise control and blind spot monitoring which is offered at the base level on the Honda and the Toyota.

If you’re looking at the GMC Terrain, my advice is to pass on the AT4. It’s really not much different than a base Terrain, save for a bigger infotainment screen and a few more features. And if you want something with real off-road capability you’d be better off looking elsewhere.
<h3>2022 GMC Terrain AT4</h3>
BODY STYLE: 5-door, 5-passenger compact crossover

CONFIGURATION: Front-engine/all-wheel drive

ENGINE: 1.5-L turbocharged inline-4; Power: 170 hp @ 5600 rpm; Torque: 203 lb-ft @ 2000-4000 rpm

TRANSMISSION: 9-speed automatic

CARGO CAPACITY: 838-1792 litres

FUEL ECONOMY: (Premium Gasoline in L/100 km)  9.6 city; 8.3 highway

OBSERVED FUEL ECONOMY: (L/100km) 11.1 combined

PRICE:  $38,992 (base); $42,948 (as-tested)

WEBSITE: <a href="https://www.gmccanada.ca/en">GMC Canada</a>

2022 GMC Terrain AT4 Review

2022 FORD BRONCO SPORT-main 1

Rob Beintema is an Auto Journalist for Metroland Media

It was revealed to me that an overnight gathering of five was planned for our place. Not wanting to be the, umm, sixth wheel, I immediately started planning my escape.

A vehicle was needed, any vehicle would do. Fortunately, a 2022 Ford Bronco Sport (suitably based on the Escape platform) was already booked and ready to take me away.

Even after the get together plans fell through, my getaway was still on, and I squirted out of town, heading for coasts and country roads, hoping this Bronco excursion would work out better than O.J.’s infamous and not so successful Bronco breakout.

<img class="aligncenter size-full wp-image-171630" src="https://wordpress.wheels.ca/wp-content/uploads/2022/09/2022-FORD-BRONCO-SPORT-main-3-scaled.jpg" alt="2022 Ford Bronco" width="2560" height="1512" />

First, a little background. The Bronco (1966-1996) served a 30 year stint as a rough and ready two-door ute competing against the likes of Jeeps and International Harvesters. After a 25 year hiatus, Ford brought the Bronco name back from the dead but, using a scatter gun approach to cover a wider customer base, they unveiled two similar but distinctly different models, starting with the mid-size Bronco, building on a body-on-frame Ranger truck platform in two-door or four-door form, with removable doors and roof, chunky power numbers and all the expected impressive, rock-crunching off-road strengths to rival the Wrangler.

But they also unveiled the Bronco Sport, a smaller, lighter and tighter compact ute based on Ford’s C2 platform, the foundation for a somewhat more civilized unibody frame, smaller engine with better fuel economy numbers, but still boasting varying levels of off-road ability at a more affordable price.

It wouldn’t be unfair to think of the Bronco Sport as a “Bronco Lite”, still boasting acceptable levels of 4X4 performance, equipment and abilities combined with a good deal of Bronco design DNA.

<img class="aligncenter size-full wp-image-171634" src="https://wordpress.wheels.ca/wp-content/uploads/2022/09/2022-FORD-BRONCO-SPORT-rear-scaled.jpg" alt="2022 Ford Bronco" width="2560" height="2016" />

The Bronco Sport comes in four trim levels - the entry Base model ($35,999), the one-step-up Big Bend ($38,899) with a few added features, the almost all-inclusive Outer Banks ($42,889), maxed out with add-ons, and a Badlands version ($46,149) which trades some Outer Banks’ luxuries for more power, more attitude, and more off-road flavour, equipment and abilities.

Lift the hood and it looks someone emptied a hardware store rummage bin in the engine bay - pipes, hoses, wiring harnesses and other unshrouded bits and bobs poking every which way. But the 1.5-litre EcoBoost turbo three-cylinder engine that comes standard in the first three trim levels, makes a nifty and thrifty 181 hp and 190 lb-ft of torque. I had to squeeze every ounce of power out of that diminutive mill during one particularly sphincter-tightening passing maneuver, buzzing past a line of four sluggards on a two-lane country highway with headlights in the distance. At that moment, I might have been wishing for the Badland’s bigger 2.0-litre EcoBoost turbo inline four-cylinder with its 245 hp and 275 lb-ft.

But the 1.5-litre three-banger served adequately on my trip. And thanks to an easier going pace the rest of the time, I even managed to beat it’s 9.3L/8.4L/100km (city/hwy) fuel economy rating with my 8.3L/100km (comb) real world average. A rotary shifter dial takes time to get used to but both engines are meshed to eight-speed automatics and feature Auto Start-Stop technology as well.

<img class="aligncenter size-full wp-image-171625" src="https://wordpress.wheels.ca/wp-content/uploads/2022/09/2022-FORD-BRONCO-SPORT-engine-scaled.jpg" alt="2022 Ford Bronco" width="2560" height="1951" />

All Bronco Sport models come with a Terrain Management System featuring five G.O.A.T. modes (Go Over Any Terrain) including Normal, Eco, Sport, Slippery and Sand settings. The Badlands model adds Mud/Ruts and Rock Crawl modes, along with the bigger motor and the upgrades to wheels, suspension and other off-road techs.

But tested here, our 2022 Ford Bronco Sport Outer Banks blends a just right amount of ruggedness and refinement to suit most tastes. Features, many of them exclusive to the Outer Banks trim, include leather seating, heated leather-wrapped steering with cruise and audio controls, 18-inch Ebony Black painted aluminum wheels, a blacked-out grille with white Bronco lettering, upgraded 10-speaker B&amp;O audio and more. Some of the neater innovations include a handy instrument panel shelf, a 110V 400W AC outlet on the back of the console, a liftgate with flip-glass rear window, zippered seat back pockets, LED floodlamps in the bottom of the liftgate for boondocking or tailgate parties and, also in back, a slide-out working table/cargo shelf that is part of the five-way configurable Cargo Management System.

<img class="aligncenter size-full wp-image-171627" src="https://wordpress.wheels.ca/wp-content/uploads/2022/09/2022-FORD-BRONCO-SPORT-interior-scaled.jpg" alt="2022 Ford Bronco" width="2560" height="1835" />

And it’s a good looking vehicle, in this case dipped in Hot Pepper Red Tinted Clearcoat, its features still novel enough to catch the eye with plenty of design cues taken from the Bronco halo model - the round headlamps, the “encapsulated cartridge grille”, the slab-sided profile, short front and rear overhangs and proportions that hearken back to the original.

Slip inside, peer through the windshield and the bulky hood and front fender peaks ahead give an illusion of width, even though the Bronco Sport is narrower and also shorter in length than its Ford Escape cousin.

So, yes, it’s a bit of a shorter compact, requiring compromise from front seat occupants for anyone wanting to squeeze into the cramped second row. But it’s not short enough to affect the ride and handling, demonstrating none of that “small boat on a big sea” pitching and yawing.

Flop the rubberized rear seatback forward and this is where the Bronco Sport shines, with two bums in the seats up front and room for getaway gear in back. One of the design guidelines was to accommodate two cyclists and two 27.5-inch wheel mountain bikes inside the cargo area, so there’s plenty of headroom, even enough to wear your bronco-busting Stetson.

<img class="aligncenter size-full wp-image-171635" src="https://wordpress.wheels.ca/wp-content/uploads/2022/09/2022-FORD-BRONCO-SPORT-second-row-scaled.jpg" alt="2022 Ford Bronco" width="2560" height="1880" />

I had mounted my bike rack on the optional hitch but an available Yakima inside rack and more than 100 factory-backed accessories to help transport gear such as kayaks, surfboards, skis and camping gear, means there’s no end in sight when it comes to vehicle personalization.

The Ford Bronco Sport has proven popular, even more popular than its Bronco sibling and new 2023 Bronco Sports should start arriving later this year, carrying over largely unchanged but with the addition of two new notable retro models - the two-tone Heritage Edition and Heritage Limited Edition - both showing old school Oxford White treatment on the grille, roof, interior trim and wheels.

And, further down the road, we can probably expect some level of electrification, possibly a hybrid model in the 2024 model year, as this latest version of an old Bronco tradition continues to evolve for the future.

2022 Ford Bronco Sport Outer Banks

BODY STYLE: Two-row, five-passenger compact sport ute

DRIVE METHOD: Eight-speed automatic, 4X4

ENGINE: 1.5-liter EcoBoost turbo three-cylinder engine (181 hp, 190 lb-ft of torque)

FUEL ECONOMY: 9.3L/8.4L/100km (city/hwy). As tested 8.3L/100km (comb).

CARGO VOLUME: 822 litres; 1,703 litres behind first row (moonroof model)

TOW RATING: 907 kg

PRICE: 2022 FORD BRONCO SPORT OUTER BANKS $45,499 as tested (destination $1,995 not incl)

WEBSITE: <a href="http://www.ford.ca">ford.ca</a>

The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

2022 Ford Bronco Sport Outer Banks Review

Terrain front 3q beauty

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.

If the best ability is availability, especially in these auto supply-constrained times, then one of the 2022 GMC Terrain’s most appealing aspects is that company officials are expecting a healthy supply coming – healthy being a relative term, these days. Also rare these days, and also important to many buyers: a price cut on most Terrain models, outside of the luxury-oriented Denali.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/22-GMC-Terrain-rear-3q-9.jpg"><img class="alignnone size-full wp-image-168158" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/22-GMC-Terrain-rear-3q-9.jpg" alt="2022 GMC Terrain" width="2144" height="1424" /></a>

So in GM Canada’s fight to woo those considering a <a href="https://www.wheels.ca/reviews/head-to-head-toyota-rav4-prime-vs-ford-escape-phev">Toyota RAV4</a>, Honda CR-V and <a href="https://www.wheels.ca/vehicle-reviews/first-drive-2022-nissan-rogue-vc-turbo">Nissan Rogue</a>, among others, executives with GMC not only pointed to various upgrades of the 2022 model – including a new AT4 Terrain model that offers increased off-road ability with upscale features – but also took the rare step of highlighting upcoming “healthy supply” of the compact SUV hitting the market soon, as well as favourable lease rates brought on by a combination of lower prices and good GMC resale values.

As the refreshed 2022 Terrain went on sale in more limited numbers in fall 2021, GM Canada officials already have some sales data to back up that the new AT4 model will be a popular addition to the Terrain lineup. The Terrain was the last GMC vehicle to receive an AT4 option, which typically adds some off-road upgrades as well as luxury features inside, though not up to full-luxe Denali levels.

After a full day’s drive of the AT4, along with some seat time with the top-of-the-line Terrain Denali, the AT4 model seems a worthy addition to the Terrain lineup, but doesn’t distinguish the Terrain much from its rivals, or even its slightly less pricy Chevrolet Equinox corporate cousin, with which it shares a platform and engine.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/22-gmc-terrain-at4-interior.jpg"><img class="alignnone size-full wp-image-168160" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/22-gmc-terrain-at4-interior.jpg" alt="2022 GMC Terrain" width="2144" height="1424" /></a>

The compact Terrain SLE starts at $32,488 for 2022, which is $600 less than its 2021 MSRP. All models receive new upgrades such as a LED lights front and back, auto climate control, and wireless Apple CarPlay/Android Auto, plus a shut off switch for the auto start/stop engine function.

Unique features to the AT4 include a steel front skid plate, upgraded Goodyear Sport Terrain tires with blacked-out wheels, plus assorted darkened exterior trim and AT4 badging.

Speaking of its exterior design, the Terrain doesn’t look radically different in newly refreshed form, and not nearly as boxy as it used to be before its last major redesign for 2018. The rear window treatment behind the rear doors blends into the rear glass similarly to the larger Nissan Murano, its rather prominent grille highlighting its GMC truck family lineage.

One interesting design note I wasn’t expecting on the off-road oriented Terrain: no visible tailpipes. This is a growing design trend among many gas-powered vehicles, but could also perhaps be a subtle nod to GMC’s Hummer EV and overall electrification ambitions with the Sierra EV it’s set to unveil later this year.

Inside, the Terrain offers plenty of stretch-out space for this segment, helped by a unique way to move the vehicle: instead of a shift lever or knob in the centre console, there are transmission rocker buttons on the dash that need to be pulled out towards the driver, while Park and Neutral are still push buttons. This frees up centre console real estate, but could be an awkward reach-around if you often travel with large water bottles or coffee mugs.

Despite a button for heated seats on the dash, pushing them doesn’t light them up, nor provide any seat heat. Due to the lack of available chips, GM decided to delete the heated seat function in 2022 Terrain models, and plans to recall these vehicles to the dealership when the chips are available to retro-fit them as designed.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/22-gmc-Terrain-HUD-14.jpg"><img class="alignnone size-full wp-image-168159" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/22-gmc-Terrain-HUD-14.jpg" alt="2022 GMC Terrain" width="2000" height="1125" /></a>

There’s no predicted time frame as to when they’ll be available, said GM Canada executives, but GM does provide a $50 credit for the acknowledged inconvenience factor involved, at least.

This is unfortunate especially on Terrain Denali versions, which come standard with cooled and heated seats normally, plus heated seats in the rear that are also on hold. And on the Denali, unlike most heated seats, you can choose whether you want heat on the backrest and seat, or either one.

Outside of those missing features, the Terrain scores well in practicality terms, with a large back seat that in our AT4 offered dual rear USBs and a 110-volt power outlet that could charge three devices at once, plus another two USB ports upfront. Wireless phone charging is standard on the Denali, but you’ll need a cord on other models.

There’s also a large and flat cargo floor in the Terrain, as well as a fairly shallow but still useful covered well under the cargo floor, which is deep enough to carry trays of large food orders without them sliding around.

All AT4 models come with all-wheel drive, an option on base SLE models, and every Terrain is powered by the same 1.5-litre turbocharged four-cylinder engine. It’s no powerhouse at 170 hp and 203 lb-ft of torque, and the nine-speed automatic transmission may have benefitted from shift paddles but it was relatively quiet and refined. Plus it’s rated to tow 680 kilograms, or 1,500 pounds.

From a fuel consumption perspective, the Terrain is not very ambitious, as it doesn’t offer the hybrid or plug-in hybrid variants of some rivals like the <a href="https://www.wheels.ca/reviews/head-to-head-toyota-rav4-prime-vs-ford-escape-phev">Ford Escape or RAV4</a>. Officially rated at 9.0 litres of regular fuel per 100 kilometres in combined city and highway driving, after over 350 km of mixed driving, it ended up displaying closer to 10.5 L/100km overall.

Overall then, the 2022 GMC Terrain AT4 offers a roomy and practical compact SUV whose sweet spot in the market could be as a lease that’s available relatively soon, especially for folks who need to replace a thirstier older vehicle with one that is predicted to hold its value relatively well, as should also be reflected in lower lease payments overall.

By the end of that lease, GMC will have multiple full electric crossovers and trucks on the market, compared to zero electric models in Canada now. The transformational BEV driving feel and fuel efficiency savings – available elsewhere now – are yet to begin for GMC owners as this is written, but for those who prefer to drive gas-only, the Terrain provides a reasonable value-proposition, if you don’t mind the lack of heated seats, at least for an undetermined period.

2022 GMC Terrain AT4

BODY STYLE: Compact SUV

DRIVE METHOD: Front-engine, on-demand all-wheel-drive, nine-speed automatic transmission

ENGINE: 1.5-litre inline four-cylinder turbo (170 hp, 203 lb-ft)

FUEL ECONOMY: (Regular) 9.6/8.3/9.0L/100 km city/highway/combined

CARGO VOLUME: 838 litres (29.6 cu-ft); Seats down: 1,793 L (63.3 cu-ft)

TOW RATING: 680 kg

PRICE: Base AT4 $36,198; as tested $42,948

WEBSITE: <a href="http://www.gmccanada.ca">www.gmccanada.ca</a>
The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

2022 GMC Terrain AT4 First Drive

Equinox front

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

Every week, wheels.ca selects a new vehicle and takes a good look at its entry-level trim. If we find it worthy of your consideration, we'll let you know. If not, we'll recommend one - or the required options - that earns a passing grade.

For the 2022 model year, Chevy has thrown several visual and technology upgrades at its entrant in the murderously competitive compact crossover segment. Machines like these are the bread and butter of every major car manufacturer, so let’s see how this bowtie brother stacks up in its most affordable trim.

Kicking things off, as it does with most Chevrolet SUVs and pickup trucks, is the LS model. It’s priced at an attractive $26,498 and is equipped with a 1.5-litre turbocharged engine which offers 170 horsepower and just over 200 lb-ft of torque. This is paired with a 6-speed automatic, a gearbox which gives up some gear count when compared to a few of its competitors but has the distinct benefit of not being a miserable CVT. At this price, only the front wheels are driven; all-wheel drive is a $2,400 option.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/02/Equinox-int.png"><img class="alignnone size-full wp-image-165560" src="https://wordpress.wheels.ca/wp-content/uploads/2022/02/Equinox-int.png" alt="2022 Chevrolet Equinox" width="2356" height="1569" /></a>

The base Equinox is easy to spot in traffic thanks to its lack of fog lights, flat black window trim, and dark side mirror caps. Its wheels are the same as more expensive models, however, as is its grille features. Some customers may prefer their vehicle denuded of this brightwork, especially when painted a dark colour. Speaking of styling, the LS is available in an array of paint hues, including the Blue Glow Metallic shown here. Anything other than white or silver is a $495 option, by the way.

Infotainment is handled by a 7-inch touchscreen, a span which might seem a mite smaller than some of its competition but comes packed with wireless Apple CarPlay and Android Auto. This feature should not be overlooked especially since there are others at this price point which don’t even offer this level of smartphone integration in any form – let alone wirelessly. USB ports provide places to plug in – including two for rear-seat ankle biters – and satellite radio capability is part of the deal.

Front seats and mirrors are heated, though it’s worth noting GM’s COVID-related supply chain challenges currently force them to install the wiring for heated seats but not the ability to turn them on. Seriously. Chevy says dealers will be responsible for fitting the appropriate microchips at a later time. We’ll see. Power windows, single-zone air conditioning, and active safety kit like forward-facing automatic emergency braking are all included as one might expect these days.
<h3>What We'd Choose</h3>
We’ll note that every 2022 Equinox sold today has exactly the same engine, meaning one does not get more grunt even if they splash out nearly ten grand more on a high-zoot Premier. Opting for all-wheel drive is a personal preference, though your author is of the firm belief that a good set of winter tires trumps all-wheel drive on all-seasons every day of the week and twice on Sunday.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/02/Equinox-rear.png"><img class="alignnone size-full wp-image-165559" src="https://wordpress.wheels.ca/wp-content/uploads/2022/02/Equinox-rear.png" alt="2022 Chevrolet Equinox" width="2289" height="1569" /></a>

Stepping up to the next-rung LT rim is a $2,100 walk which brings items such as the aforementioned fog lamps, power driver’s seat, better gauges, and tinted glass. In order to get goodies like dual-zone climate control and a power rear liftgate, a further $1,400 must be spent on an optional package. If one can live without those items, the Equinox LS brings a lot of features to the table for its $26,498 price tag.

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Base Camp: 2022 Chevrolet Equinox