Guillaume Fournier Photographe-GFV_9910

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

Before being an automotive journalist, I worked as a technical writer. My job essentially consisted of writing end-user documentation to help users better understand a given product. I, along with my colleagues, would put together user manuals, instruction booklets, shop manuals for mechanics, service bulletins and even recalls.

Among the different fields I did this in, I was once employed by a company called True Key. Over there, I’d often work with the UX (user experience) department. Together, we would ensure the smoothest, most seamless operation of our app. We would spend weeks working on a single menu, streamlining it, overthinking it, and writing the correct sentences so the user could enjoy using our service.

That job has gotten me highly critical about UX in general, even to this day. That’s probably why I’ve been giving the eight-generation Volkswagen Golf – only sold in Canada as the Golf GTI and <a href="https://www.wheels.ca/search?search=golf+r&amp;author=&amp;date=365&amp;tab=articles#:~:text=Apr%2022%2C%202022-,REVIEWS,2022%20Volkswagen%20Golf%20R%20Review,-ADVERTISEMENT">Golf R</a> – a hard time. Since its release in 2022, I, along with other automotive journalists have been ranting away about how bad its ergonomics have become. And that’s too bad, because underneath the GTI’s skin lies what could have been the best hot hatchback on sale.

An Opus That’s Hard to Beat

To Volkswagen’s defense, it had a steep hill to climb when given the task of replacing the last-generation Golf (MK7), arguably the best in the car’s history.

Under Ferdinand Piëch’s supervision, Volkswagen became an overachieving, engineering-driven carmaker. Between building W8 Passats and developing the record-beating Bugatti Veyron, everyone at the Volkswagen group worked overtime at exceeding the boss’ expectations, or else.

The <a href="https://www.wheels.ca/vehicle-reviews/review-2021-volkswagen-golf-gti">seventh-generation Golf</a>, sold in Canada from 2015 to 2021, was born in that kind of environment. It was not only a very good car, but it was also disrupting segments that had nothing to do with it. Here’s a fun fact about the MK7: when VW put it to market in Europe in 2013, Mercedes-Benz delayed the launch of its C-Class luxury sedan to improve it. That’s how strong the Golf’s ripples were.

It's fair to say then that the MK8 had big shoes to fill, which is why Volkswagen didn’t alter the overall package much. It’s about the same size as the old car but with a slightly more contemporary design language. It remains one of the cleverest hatchbacks on sale. Neither too big, nor too small, the GTI fits four comfortably, albeit having a slightly small rear seat. Its hatchback configuration also makes it ultra practical, yielding cargo space that’s on par with some small SUVs.

<img class="aligncenter size-full wp-image-174901" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/Guillaume-Fournier-Photographe-GFV_9994.jpg" alt="2023 Volkswagen Golf GTI" width="2080" height="1387" />

<img class="aligncenter size-full wp-image-174900" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/Guillaume-Fournier-Photographe-GFV_9986.jpg" alt="2023 Volkswagen Golf GTI" width="2080" height="1387" />

Volkswagen understands not messing with a good recipe, which is why the car’s hardware is mostly carried over from before. The platform, an evolution of the old car’s (MQB Evo), was reinforced in key areas to improve chassis rigidity and solidity during a crash. Underneath the hood sits the same turbocharged 2.0-liter four-cylinder engine as before (EA888 Evo 4), but with significant improvements and more power.

Horsepower climbs from 228 to 241 and torque, from 258 to 273 lb-ft. The drivetrain can still be mated to either a 6-speed manual transmission or, in this case, a 7-speed dual clutch automatic. Yes, the GTI is still front-wheel drive only via an electro-mechanical limited-slip differential. All-wheel drive is reserved for the almighty Golf R. But since the Golf GTI is a lighter car and its horsepower figures have gone up, its level of performance is almost in the same league as the R’s now.

A Frustrating Interior

Strapping yourself inside a Golf GTI is still a bit of a squeeze if you’re tall due to narrow door openings. Once inside however, the sport bucket seats offer great bolstering and lumbar support, albeit giving you an awkward feeling of kissing the ceiling. Visibility is however top notch in a GTI.

<img class="aligncenter size-full wp-image-174886" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/Guillaume-Fournier-Photographe-GFV_0002.jpg" alt="2023 Volkswagen GTI" width="2080" height="1387" />

This is where things sadly start falling apart. Not only is build quality not on par with what VW has accustomed us to in the past, the entire car’s controls are a total mess. For instance, the steering wheel is smeared with haptic feedback buttons that never seem to operate consistently. Sometimes they respond to the slightest touch, other times you might need to smash it.

On the centre stack, VW has eliminated pretty much all physical buttons, but left four quick keys to access various areas of the infotainment system, like climate, drive modes and driver assistance technology. Hitting a button will take a few seconds to open the desired screen, because it lags, especially when the car is cold.

<img class="aligncenter size-full wp-image-174885" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/Guillaume-Fournier-Photographe-GFV_0001.jpg" alt="2023 Volkswagen GTI" width="2080" height="1387" />

Volkswagen does at least leave a haptic slider to adjust audio volume and cabin temperature. The problem is that the slider doesn’t illuminate at night, so you’re forced to operate everything from that awful system. What’s more, removing the very intrusive driving aids will require you to repeat the operation each time you turn on the car. Because, no, it’s doesn’t remember your prior settings. After spending a week with the GTI, I was about to rip the screen out of the dashboard from frustration. It’s that bad. Luckily, Volkswagen announced that an update is coming to fix all of that.

The Drive is Still Sweet

Thankfully, once you’ve set everything to your liking in the cabin, the GTI lets you unwind by letting it loose on an open piece of tarmac. And my gosh does it deliver. The formula is still just right. The GTI pulls strong in any gear, with ample low-end torque and a willingness to rev to redline. The dual-clutch gearbox is a gem. It’s quick to respond, always knows what to do, and disappears in the background during casual driving. It’s so good, that I would consider choosing it over the manual.

Chassis tuning remains this car’s best asset. The Golf GTI’s suspension damping is both compliant during casual driving and stiff enough when pushing it through a mountain. That’s because it has adaptive dampers that alter their characteristics according to the selected drive mode. But even in the stiffest setting, the GTI rides smoothly, with a solid and mature feeling overall.

<img class="aligncenter size-full wp-image-174898" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/Guillaume-Fournier-Photographe-GFV_9963.jpg" alt="2023 Volkswagen Golf GTI" width="2080" height="1387" />

Throw the GTI hard into a corner, and it claws the tarmac. The limited-slip differential allows you to gracefully carve your way around the bend. The GTI allows you to drive it like a hero, all the time. It’s a companion that’s always willing to follow you in your next crazy adventure. Once you’re done hooning it around, it becomes just another Golf. It’s discrete, comfortable, practical, and surprisingly thrifty. During my time with the car, in winter, I recorded a 9.0L/100 km average. For a powerful hot hatch, that’s more than decent.

The 2023 Volkswagen Golf GTI feels like it was designed by two different departments that didn’t speak to each other until the end of the development process. On one side, the engineers developed a fantastic hot hatchback that’s quick, fun and composed. On the other, the people at the UX department appear to have never driven a car in their life. What I learned in my past career is that bad UX has the potential to ruin even the best products. The MK8 Golf GTI perfectly makes that point.
<h3>2023 Volkswagen Golf GTI</h3>
BODY STYLE: Five-door compact car

CONFIGURATION: Front engine, front-wheel drive

ENGINE: Turbocharged 2.0L I4 (241 horsepower @ 5,000 rpm / 273 lb-ft @ 1,750 rpm).

TRANSMISSION: 7-speed dual clutch automatic

FUEL CONSUMPTION: 9.7 L/100 km (city) / 7.0 L/100 km (highway) / 8.5 L/100 km (combined).

OBSERVED FUEL CONSUMPTION: 9.0 L/100 km

CARGO CAPACITY 564 liters (977 liters total)

PRICE: $42,159 (as tested)

WEBSITE: <a href="https://www.vw.ca/en.html">Volkswagen</a>

2023 Volkswagen Golf GTI Review

DSC04086

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)

Jeep has always been the go-to adventure brand even when off-road vehicles weren’t as popular as they are now. But as #offroadlife becomes the next biggest hashtag amongst the Instagram and TikTok crowd, Jeep is suddenly well ahead of the game. The new plug-in hybrid <a href="https://www.wheels.ca/vehicle-reviews/first-drive-2021-jeep-wrangler-unlimited-rubicon-4xe">Wrangler 4xe</a> not only pleases eco-junkies but it can also take you further out into the wilderness on silent battery power alone for that perfect social media post. Jeep now applies the same treatment to the family-friendly Grand Cherokee giving rise to the Jeep Grand Cherokee 4xe.

We’ve driven the Grand Cherokee a few times now in both its regular and <a href="https://www.wheels.ca/reviews/2021-jeep-grand-cherokee-l-summit-reserve-review">long-wheelbase versions</a> and have come away impressed with its handsome styling, versatility, and broad appeal. You can still get it with a Hemi V8, although you’ll have to spring for the three-row version to get it. It also packs some serious towing capability along with a luxurious interior packed to the brim with the latest in tech and driving aids.

<img class="aligncenter size-full wp-image-174071" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/DSC04095.jpg" alt="2023 Jeep Grand Cherokee 4xe" width="2048" height="1365" />

A quick look at the specs of the new Grand Cherokee 4xe reveals that it is now the most powerful in the lineup with 375 hp and 470 lb-ft of torque, numbers that best even the V8. It makes this power from a combination of a 2-litre turbocharged 4-cylinder and an electric motor that replaces the torque converter of the 8-speed automatic transmission.

A 17 kWh battery pack mounted under the floor powers the electric motor and gives the Grand Cherokee 4xe up to 42 km of electric range. Charging via a Level 2 public charger or Jeep’s home charger will take about 2 hours. The 4xe will run in pure electric mode under light-medium loads but will fire up the gasoline engine if you decide to floor it and test the system’s full power.

Once the battery is drained, the system will automatically enter its default hybrid mode and act much like a typical hybrid blending electric and gasoline power. There’s also a battery save mode that will save the battery charge for use at a later time or it can be set to charge the battery using the engine as you drive along.

<img class="aligncenter size-full wp-image-174067" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/DSC04101.jpg" alt="2023 Jeep Grand Cherokee 4xe" width="2048" height="1365" />

With a plug-in hybrid, you get the best of both worlds: quiet and efficient electric operation and a gasoline engine to keep you going when the battery depletes. If you have a short commute it could be all the electric car you need, however, it doesn’t come cheap. Prices start at $77,835 for the base 4xe, and the options are pricey. My Overland tester topped out a wallet-busting $91,565 after all the extras and fees.

At that price, the Grand Cherokee 4xe goes head to head with the <a href="https://www.wheels.ca/vehicle-reviews/review-2020-volvo-xc90-t8-r-design">Volvo XC90 Recharge</a>, the <a href="https://www.wheels.ca/vehicle-reviews/review-2021-bmw-x5-xdrive45e">BMW X5 PHEV</a>, and the Audi Q5 TFSI e. While it doesn’t give up much to those when it comes to interior amenities and tech, the Jeep is at a disadvantage when it comes to overall refinement.

And this all boils down to the drive. When the battery is fully charged the electric operation is smooth, quiet, and seamless. However, when the charge runs low, the switchover to gasoline is like a rude wake-up call as the buzzy and raucous 4-cylinder fires up with little warning. At around-town speeds, the 8-speed transmission can exhibit clumsy shifts and the regenerative brakes are grabby and difficult to modulate smoothly. It feels like a first-generation plug-in hybrid that hasn’t had all the kinks and bugs worked out.

The Volvo and BMW feel almost exactly like normal gasoline-powered vehicles and that’s what you want in a plug-in hybrid. They also have nicer interiors with better-feeling materials and more badge prestige.

<img class="aligncenter size-full wp-image-174062" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/DSC04113.jpg" alt="2023 Jeep Grand Cherokee 4xe" width="2048" height="1365" />

<img class="aligncenter size-full wp-image-174059" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/DSC04116.jpg" alt="2023 Jeep Grand Cherokee 4xe" width="2048" height="1365" />

The Jeep might not have that "premium" badge it's built tough enough to handle the abuse of a serious off-road trail. A trail-rated badge on my Overland tester means that the Grand Cherokee 4xe isn’t just a boulevard cruiser with a jacked-up suspension and all-wheel drive like so many others in this class. Equipped with an optional off-road package it gets skid plates to protect the electronics, a robust 4-wheel drive system with an electronic limited-slip rear differential, a bevy of off-road drive modes, a 4WD low setting for the rough stuff, hill descent control, and a tow rating of 2720 kg (6000 lbs).

And while the cabin might not be as well finished as that in the Volvo or the BMW, it’s still nice enough to almost justify that lofty price tag with more screens than a commercial jetliner including an optional passenger display, a great infotainment experience, a 19-speaker McIntosh stereo system, soft supple Nappa leather, and quality materials that would have never been found in a domestic product even 10 years ago. It’s also vastly better than anything Ford and GM is doing with their interiors right now. The 4xe is also equipped with just about every safety feature and driving aid you’d ever need, there’s lots of room for 5, and the cargo area is enormous.

Most of that clunky driving behavior happens at lower city speeds but hit the highway or a nice farm road and the power is immediate and plentiful. Turbo lag is masked by the electric motor and passing slower traffic is effortless. The suspension also maintains good body control though I felt the ride was a bit on the stiff side.

<img class="aligncenter size-full wp-image-174074" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/DSC04089-1.jpg" alt="2023 Jeep Grand Cherokee 4xe" width="2048" height="1365" />

All that’s good about the regular Grand Cherokee carries over to the 4xe, except you have much more power and you’ll routinely score under 9L/100 km even without charging it. If you do plug it in regularly that number will drop drastically.

The biggest issue here is that the regular Grand Cherokee offers better value and a more refined driving experience, and it would be the one I’d lean more toward if it was my money. If, however, you value the extra efficiency and can take full advantage of the electric-only drive mode the Grand Cherokee 4xe is a very compelling buy.
<h3>2023 Jeep Grand Cherokee 4xe</h3>
BODY STYLE: 5 door, 5-passenger mid-size SUV

CONFIGURATION: Front-engine, four-wheel drive

ENGINES: 2.0-L turbocharged 4-cylinder + electric motor and 17kWh battery: Combined power: 375 hp; Torque: 470 lb-ft

TRANSMISSION: 8-speed automatic

CARGO CAPACITY: 1067-2005 litres

FUEL ECONOMY: 4.2 Le/100 km combined; gas-only: 10.0L/100 km

PRICE:  $77,835 (base); $91,565 (2022 model as-tested)

WEBSITE: Jeep Canada

&nbsp;

2023 Jeep Grand Cherokee 4xe Review

2022 Volvo S90 001

Full-size luxury sedans are a dying breed, especially if you’re not Audi, BMW and Mercedes-Benz. Take Volvo’s S90 for example: in 2021 alone, only 184 examples were sold in Canada. By comparison, Mercedes sold almost three times as many S-Classes.

But none of that seems to bother Volvo because, for the 2022 model year, it brought a slew of updates to its extra long and extra luxurious sedan, allowing it to be as weird and quirky as ever.

More power, more range and more efficient

Mind you, comparing the S90 to an S-Class, a 7 Series, or an A8 is unfair, since Volvo’s flagship doesn’t even live in the same price bracket. My tester, a fully loaded Ultimate model, topped out at $83,800. That’s a full $45,000 under an entry level S-Class. Even the “affordable” Genesis G90 costs $30,000 more than this S90.

The major change for the entire S90 lineup is the way its drivetrain options are now set up. The base engine, the T6, is now called the B6 due to the integration of a new mild hybrid setup.

<img class="aligncenter size-full wp-image-172570" src="https://wordpress.wheels.ca/wp-content/uploads/2022/10/2022-Volvo-S90-recharge-engine.jpg" alt="2022 Volvo S90" width="2000" height="1123" />

This one, the old plug-in T8, is now called the Recharge thanks to an all-new battery and significant updates to its software. Internally called 3-Layer at Volvo, it now incorporates an 18.7 kWh (14.8 kWh usable) battery, a considerable upgrade versus the previous 11.6 kWh (9.1 kWh usable) setup. This allows the tiny electric motor that’s sitting on the S90’s rear axle to pump out 142 horsepower versus 87 horsepower in the old setup.

The result is a net increase in total combined output, jumping from 400 to 455 horsepower and 472 to 523 lb-ft. Fully electric range was also significantly increased from 34 to a much more compelling 60 km.

Volvo integrated its Google-based infotainment system that it now uses in all its cars. The S90 also gets some slight cabin tweaks, notably in the digital instrument cluster where everything was simplified for a less cluttered look and feel. Only a keen eye will notice the slightly redesigned grille and bumper design.

At the heart of it all, there’s the same turbocharged and supercharged 2.0-litre four-cylinder engine. It’s mated to an eight-speed automatic transmission that channels its power to front wheels. All-wheel drive is possible thanks to that rear electric motor. This means that when the S90 is running on pure electricity, it becomes rear-wheel drive.

Smoother transitions, still immensely comfortable and smooth

One of my main complaints about Volvo’s previous T8 plug-in hybrid drivetrain, was how rough the transitions between gasoline and electric could be at times, with an annoying clunk that was felt in the drivetrain when the four-cylinder would activate as well as observable delays in the transmission when asking for power.

Volvo seems to have corrected most of these flaws. Once that battery runs out of juice, it’s almost impossible to notice when you’ve started consuming petrol.

When running full boil, the entire hybrid setup puts down impressive power and torque, allowing the S90 to pick up quickly with utmost finesse, albeit some delays before it all happens.

But don’t expect the adrenaline rush of, say, a comparable German sedan. Volvo would rather you remain as stress-free as possible in the S90. This means it accelerates like a magic carpet, with very little drama and engagement with the drivetrain. It’s just fast without being exhilarating.

As a matter of fact, the S90’s charm doesn’t come from the fact that it puts down bigger power numbers than a V8-powered Ford Mustang GT, but rather in its ability to burn no gasoline at all. Being a plug-in hybrid means replenishing its battery takes only a few hours on a Level 2, 240-volt charger. Heck, you can even plug it into a standard power outlet if no charger is available. That should take you about 10 hours for a full charge.

Premium interior, but never as classy as the competition

Although it’s been on the market for five years now, the S90 remains a highly luxurious machine. Seat comfort – in typical Volvo fashion – is its best asset thanks to fantastic lumbar and head support and a full plethora of adjustability and massaging features.

<img class="aligncenter size-full wp-image-172572" src="https://wordpress.wheels.ca/wp-content/uploads/2022/10/2022-Volvo-S90-recharge-interior.jpg" alt="2022 Volvo S90 Recharge" width="2000" height="1125" />

Material quality and build quality are all second to none in this Swedish-inspired sedan, and the Harman Kardon premium audio system, with central tweeter installed on the dashboard sounds epic, all while adequately decorating the door cards. Volvo’s signature glass shifter remains a pleasing touch.

In the back, this long wheelbase sedan yields an overabundance of leg and head room, as well as seats that are just as comfortable and supportive as in the front. Unfortunately, there’s just not as much technology and features back there as in other full-size luxury sedans. Volvo also misses the mark in terms of storage solutions, with a center storage compartment that’s all but useless. The absence of a wireless phone charger in a near $84,000 luxury machine is inexcusable.

<img class="aligncenter size-full wp-image-172571" src="https://wordpress.wheels.ca/wp-content/uploads/2022/10/2022-Volvo-S90-recharge-gauges.jpg" alt="2022 Volvo S90 Recharge" width="2000" height="1123" />

With such poor sales on Canadian soil, one can wonder if Volvo will persist to offer a next-generation S90 in our market. One thing’s for certain, a new S90 is in fact coming as Volvo is on the verge of unveiling a next-generation flagship SUV called the EX90, which, like it does now, will eventually share its platform and drivetrain with a next-generation full-size sedan. Except this time around, it’ll be fully electric. Perhaps this is what the Volvo S90 will need to finally be taken seriously by full-size luxury sedan buyers.

2022 Volvo S90 Recharge Ultimate

BODY STYLE: Full-size luxury sedan

CONFIGURATION: Front-engine, all-wheel drive

ENGINE: Plug-in hybrid turbocharged and supercharged 2.0L I4 (455 horsepower @ 6,000 r.p.m. / 523 lb-ft @ 2,200 r.p.m.).

TRANSMISSION: Eight-speed automatic

FUEL ECONOMY: 8.5L/100 km (city) / 7.6L/100 (highway) / 8.1L/100 km (combined).

OBSERVED FUEL ECONOMY: 7.8L/100 km

CARGO CAPACITY 382 liters

PRICE: $83,800 (as tested)

WEBSITE: <a href="https://www.volvocars.com/fr-ca/choose-offer/review?model=s90-hybrid&amp;postcode=H3G+1E7&amp;taxTerritory=CA-QC&amp;token=1407602548446156994">Volvo</a>
The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

Review: 2022 Volvo S90 Recharge Ultimate

2022 BMW X3M comp main header

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.

Despite the ongoing rapid shift towards electrification in the auto industry, luxury carmakers such as BMW want you to know they are ready to serve your high-performance needs, too. And, for now at least, the offering includes lots of internal combustion engine vehicles.

BMW Canada’s website, for instance, lists 17 high ultra-performance M / M-adjacent models, including six that are SUVs, or SAVs (sports activity vehicles), as BMW calls them.

One of these is the X3 M Competition, a compact SAV that comes loaded for bear with a 500 hp+ engine, 21-inch wheels and advanced chassis tuning that’s well-suited for closed course driving.

<img class="aligncenter size-full wp-image-171445" src="https://wordpress.wheels.ca/wp-content/uploads/2022/09/2022-BMW-X3M-Competition_side-profile.jpg" alt="2022 BMW X3 M Competition" width="1920" height="1440" />

For 2022, BMW is throwing a fair bit of change at the third gen X3 / X4 line, including the X3 M and X4 M variants. The big above-the-fold news is the 3.0-litre twin-turbo inline six-cylinder engine powering both M variants has been given a 37 lb-ft. torque bump to 479, which shaves an extra 0.3 seconds off its zero-100 km/h time which is now 3.8 seconds. Peak horsepower rests at 503, with a standard eight-speed automatic transmission and xDrive all-wheel drive rounding out the powertrain.

Other changes include exterior styling updates, such as a larger kidney grille, and redesigned adaptive LED headlights. The ’22 also has new vertical side air intakes, and a restyled M-specific front apron. At the rear, the LED taillights receive a new, narrower graphic with a black surround, a new M-specific apron, and redesigned black chrome quad-tip exhaust finishers.

<img class="aligncenter size-full wp-image-171443" src="https://wordpress.wheels.ca/wp-content/uploads/2022/09/2022-BMW-X3M-Competition_rear-3-4-profile.jpg" alt="2022 BMW X3 M Competition" width="1920" height="1440" />

Updates for the cabin include sport seats with electrically powered headrests and an illuminated M logo, new upholstery options (Merino leather) and colours, redesigned air vents, and trim panels finished in standard dark Rhombicle aluminum.

BMW has also freshened the digital screens and introduced new tech to run them. The 12.3-inch instrument cluster now comes standard with BMW Live Cockpit Professional, which includes Connected Drive that delivers a fully configurable, digital display. A slew of connected car tech, including BMW Personal Assistant, Connected Music and Remote Software Upgrade, are also standard fare.

Regarding the 12.3-inch multimedia display, it is now a touchscreen, but users can also opt for old reliable, the BMW Controller knob, if they wish. A Harman Kardon premium audio system also comes standard.

<img class="aligncenter size-full wp-image-171437" src="https://wordpress.wheels.ca/wp-content/uploads/2022/09/2022-BMW-X3M-Competition_dashboard-centre-console.jpg" alt="2022 BMW X3 M Competition" width="1920" height="1080" />

As for the Urban Green test vehicle BMW Canada set me up with, it is equipped with several options, including two multi-faceted packages.

The Premium Package ($4,500) comes with a head-up display, parking assistant plus including surround view, ventilated front seats, BMW drive recorder, heated rear seats and side sunshades.

The Advanced Driver Assistance Package ($2,000) delivers traffic jam assistant, driving assistant professional, steering and lane control, evasion assist, cross-traffic alert (front), active cruise control with stop and go, lane change assistant and lane keep assistant.

Stand-alone options include Urban Green exterior finish ($3,900) from BMW’s Individual Paint offerings, M compound brakes ($750), Shadowline headlights ($500), carbon fibre trim ($850), and Black / Midrand Beige two-tone Merino leather upholstery ($500).

I won’t dwell too much on the X3 M Competition’s aesthetic because the pictures really tell the story here. It’s an aggressive, high-performance utility and that’s what it looks like. Big wheels, lots of black trim accents, quad-tip exhaust, you get the idea.

<img class="aligncenter size-full wp-image-171444" src="https://wordpress.wheels.ca/wp-content/uploads/2022/09/2022-BMW-X3M-Competition_rear-seat.jpg" alt="2022 BMW X3 M Competition" width="1920" height="1080" />

I quite like the look of it, sharply creased and aggressive – ready to go for a rip at a moment’s notice. And despite its rather large price tag, the Urban Green finish received plenty of favourable notices from various passersby during my week of driving.

The cabin also gets high marks from yours truly. Cars of this variety are inherently designed to appeal to one’s emotions, so their interiors should stir the passions of its occupants, especially the driver. On that score, I’d say the X3 M Competition has achieved that goal.

Its interior is a pleasing mix of piano blacks, metallic and carbon fibre accents and soft touch fabrics, and rich Merino leather. More importantly, in my view, the space isn’t drowning in black. There’s colour, and interesting shapes to break up the large areas of black trim, not to mention configurable ambient lighting. Overall, BMW has created a space that is sporting and premium, comfortable and spacious for driver and passengers alike.

<img class="aligncenter size-full wp-image-171442" src="https://wordpress.wheels.ca/wp-content/uploads/2022/09/2022-BMW-X3M-Competition_navigation.jpg" alt="2022 BMW X3 M Competition" width="1920" height="1440" />

On the road, the X3 M Competition delivers on its high-performance promise. It is blindingly fast for an SUV (or any car, really), regardless of drive mode, and its twin-turbo inline-six emits a wonderful bark at start-up and under acceleration. Some drive modes dull its growl somewhat, but its sonorous sound is ever present.

There was no track testing (sadly), but even on public roads, I could detect the car’s adaptive M suspension doing its work to keep the X3 M Competition stuck to the road with its continuously adaptive damping that can be dialled firmer or softer to suit the driver’s preference. Despite its bulk (4,610-pound / 2,091 kg curb weight), the car feels light on its feet with responsive steering and a minimal amount of body lean.

<img class="aligncenter size-full wp-image-171438" src="https://wordpress.wheels.ca/wp-content/uploads/2022/09/2022-BMW-X3M-Competition_engine-compartment.jpg" alt="2022 BMW X3 M Competition" width="1920" height="1440" />

It should also be noted that the xDrive AWD system and Dynamic Stability Control (DSC) combine to send engine torque variably to the front and rear wheels, which can give the X3 M Competition more of a RWD feel, leaving room at the table for some rear-wheel spin. And yes, torque split is driver adjustable.

Again, this tech is best experienced on a racetrack, but it can still make a daily commute feel more dynamic. And who wouldn’t want that?

<img class="aligncenter size-full wp-image-171440" src="https://wordpress.wheels.ca/wp-content/uploads/2022/09/2022-BMW-X3M-Competition_front-fender-wheel.jpg" alt="2022 BMW X3 M Competition" width="1920" height="1080" />

2022 BMW X3 M Competition 

BODY STYLE: compact high-performance SUV
DRIVE METHOD: Front-engine, all-wheel-drive, eight-speed automatic transmission
ENGINE: 3.0-litre twin-turbocharged inline six-cylinder (503 hp / 479 lb-ft)
FUEL ECONOMY: (Premium 91+) 15.7 / 11.7 / 13.9 L / 100 km city / highway / combined
CARGO VOLUME: 1,775 / 813 litres (62.7 / 28.7 cu-ft) (behind first / second row)
PRICE: $93,700 base / $106,700, as tested, excluding freight and taxes
WEBSITE: <a href="http://www.bmw.ca">www.bmw.ca</a>

The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

2022 BMW X3 M Competition Review

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 audi q3 main header

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.

The Pulse Orange paint of this Audi Q3 might be my favourite part of the entire small crossover. Not because it doesn't have plenty to offer, it does, but because this orange brings joy to the world. A bright and flashy bit of automotive art that doesn't break the bank or your neighbour's eardrums. No, it just makes the young (and young at heart) smile when they see it.

Joy is enough to grab a few buyers, those who understand we need more whimsy and fun in our every day, but it's not enough to sustain a mainstream model. It's why Audi will sell far more Q3s in a shade of grey than this orange or the nearly as lovely Turbo Blue. And why it needs to do more than just look good.

The Audi Q3 is now the entry point into the Audi lineup. Yes, the company still makes the A3 sedan, but the two share the same MSRP and the crossover outsold the sedan nearly twenty to one last year.

Want more evidence of the Q3 being Audi's entry point? Just look at the engine. The 2.0L turbo-four that comes standard gives you just 184 hp. That's even less than the A3 sedan's 201.

<img class="aligncenter size-full wp-image-170771" src="https://wordpress.wheels.ca/wp-content/uploads/2022/08/q3-7-of-17.jpg" alt="Audi Q3 45 TFSI" width="2500" height="1667" />

Fortunately, Audi offers a more powerful version of the same engine, and it's the one we're testing. 228 hp and 251 lb-ft of torque don't make this a performance car, but that's not what it's about. Want a quicker Audi? Get the larger Q5 that does have an S model instead.

The engine is enough. Not for the joy that Pulse Orange brings, but enough for the segment. It's quiet, too, most of the time. Which is fortunate because the noises it does make aren't exactly appealing. They're not rough, but it's not the sound you expect of a luxury crossover and there's more of it than we think there should be.

Audi quattro all-wheel drive is standard like it is on every other Audi. It gives you all-weather traction - with the right tires - and does its job without you noticing it's even there.

Unlike the eight-speed automatic, which loves to make sure you know exactly what it’s doing. Pulling away from a stop, it's slow to give you forward motion before slamming into action and lurching away. Accelerate because you need to go more quickly and you'll have to wait for a downshift. It's not at the level of a brand new driver trying to use the gas and the brake at the same time, but it isn’t far from that. It's the most memorable part of the powertrain and it shouldn't be.

<img class="aligncenter size-full wp-image-170763" src="https://wordpress.wheels.ca/wp-content/uploads/2022/08/22-audi-q3-dash.jpg" alt="Audi Q3 45 TFSI" width="2500" height="1667" />

The cabin is just like every other Audi crossover. Sharp lines, little in the way of detailing, but it feels well put together. Precise, not flashy.

Except for that blaze of orange suede on the dash, of course. You can tick options boxes for some more traditional trim there instead, but why would you? The orange brightens the cabin - there's more of it on the doors - and looks great. It helps reduce glare, too, compared with shinier and boring aluminum and wood options.

The highlight of the Audi dash is the company's virtual cockpit display. Highly configurable, it can show you a handful of different gauge layouts, what your audio system is doing, or, the best feature, a full-dash map display. Pick from standard maps or Google satellite imagery, either way it's displayed with amazing smoothness and high levels of detail.

<img class="aligncenter size-full wp-image-170775" src="https://wordpress.wheels.ca/wp-content/uploads/2022/08/q3-13-of-17.jpg" alt="Audi Q3 45 TFSI" width="2500" height="1667" />

The 10.1-inch centre screen can show the same maps at the same time. It can also show you Android Auto or Apple CarPlay instead. If you want to make things really tricky, you can set one destination on the dash and another on your phone's system, and let the two system's angry voices fight for route-finding dominance.

Though the screens are top-rate, Audi has kept actual controls for the HVAC system. Adjust temperature, fan, and the rest without having to use the touchscreen. If you can't see the "sync" button for the dual climate control, don't worry, there is one. It's just a bit hidden.

Audi has even included an honest-to-goodness volume knob for the audio system. It's down low and to the right, hinting that it might be there more for passengers than for drivers, but at least it is there.

Heated seats and a warmed steering wheel are both offered on the Q3. What's not are ventilated front seats. On a luxury model in 2022, even in this size segment, that feels like a miss that Audi should remedy. The Mercedes-Benz GLA offers them, after all. (The Kia Seltos also offers them. -ED.)

&nbsp;

<img class="aligncenter size-full wp-image-170762" src="https://wordpress.wheels.ca/wp-content/uploads/2022/08/22-audi-q3-cargo-split.jpg" alt="Audi Q3 45 TFSI" width="2500" height="1667" />

What Audi does give you is a big cabin. Loads of space in the front and rear seats, and plenty of width. Both are often missing in this class, with style taking priority over passenger comfort.

Space in the hatch isn't huge, but Audi has some tricks to help you make the most of it. Want more but have small rear passengers? Slide the middle row seats (or just one side of the bench) forward. You can adjust recline of the seats, and the seatbacks have a 40/20/40 split. So if it doesn't fit, you can probably make it fit.

The load height is good and the opening is tall and wide. Making getting the groceries and packing large items both more convenient. Lots of storage spaces and cubbies enhance the Q3's ability to tote stuff around. Of note if you're planning on folding the seats often: you'll need to slide the front seats forward to do it. The headrests aren't easily removed and get in the way of folding.

<img class="aligncenter size-full wp-image-170768" src="https://wordpress.wheels.ca/wp-content/uploads/2022/08/q3-2-of-17.jpg" alt="Audi Q3 45 TFSI" width="2500" height="1667" />

While Mercedes-Benz leans toward a more traditional luxury experience, Audi (and BMW) go hard in the direction of driver enjoyment. So the Q3 gets sharp and precise steering that has surprisingly crisp turn-in to bends.

That quick steering is great when you're zipping around city centres and cutting through traffic. It's also loads of fun on a back road or a highway ramp. The rest of the handling experience, though, doesn't hold up.

You want sharp turn-in to be followed by the vehicle quickly settling in and zipping around the turn. The Q3, instead, keeps rolling over until you realise it wants you to be going more slowly than you are.

It attacks corners, but it doesn't follow through. Like a Chihuahua nipping at the heels of a larger dog but then running to its owner when the big dog notices it's there.

<img class="aligncenter size-full wp-image-170769" src="https://wordpress.wheels.ca/wp-content/uploads/2022/08/q3-3-of-17.jpg" alt="Audi Q3 45 TFSI" width="2500" height="1667" />

Drive accordingly, enjoying the quick steering response and the very well-damped highway ride, and the Q3 is a solid and enjoyable experience. Drive it like the sporty German SUV it purports to be and it will not be a happy vehicle.

Driver assist tech includes Audi pre sense front with collision warning and emergency automated braking. A top view camera is standard on Technik grade, as is traffic sign recognition, and Q3 has lane departure alert and blind spot warning indicators. If the cameras aren't enough, the top two trims have parking sensors, too.

Adaptive Cruise Control with Stop and Go is available on Progressiv and Technik, bundled with high beam assist. It's also available with Audi's Active Cruise Assist and Traffic Jam Assist, but if you take that bigger bundle you lose the heated wheel. Cold, Audi. Cold.

The current Audi grille, shared with most of the family, looks sharp up front. Combine that with the mini-Bentley Bentayga styling when you're looking from the rear, and this is a very attractive small crossover.

<img class="aligncenter size-full wp-image-170770" src="https://wordpress.wheels.ca/wp-content/uploads/2022/08/q3-5-of-17.jpg" alt="Audi Q3 45 TFSI" width="2500" height="1667" />

Sharp steering, plenty of interior tech, and the flash of the orange dash make this a solid contender. Plenty of cabin space and flexibility push it forward on our list. The lack of follow-through into corners and some strange option packaging hold it back.

What might ultimately make the decision? You can't get the good paint or the orange dash anymore for model year 2023. If you like those as much as we do, you might want to act fast and bring some joy into your garage and to those who get to see you every day.
The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

<h3>2022 Audi Q3 45 TFSI Quattro Technik</h3>
BODY STYLE: premium compact five-door crossover

DRIVE METHOD: Front-engine, all-wheel-drive,

ENGINE: 2.0-litre turbocharged four-cylinder (228 hp @ 6000 rpm, 251 lb-ft @ 4500 rpm on regular fuel)

FUEL ECONOMY: (Regular Recommended) 11.7 / 8.4 / 10.2 L / 100 km city / highway / combined. 9.2 Observed

CARGO VOLUME: 530L behind second row, 1,525L with rear seat folded

PRICING: $38,650 (Q3 40 quattro Komfort). $49,420 as tested before destination and taxes ($450 rear side airbag, $200 orange Alcantara interior elements, $350 Audi Phonebox, $420 Audi Connect Plus, $500 Black Optics Package, $1,150 Sport Package).

Audi Q3 45 TFSI Quattro Review

2022 Alfa romeo stelvio main header

North Americans don’t like wagons and over the years we’ve been denied some great cars because of it. Just recently BMW announced their first M3 touring, a fast wagon based on the current 3-Series sedan. It's a new long-roofed M3 that would be as useful on the track as it would be at IKEA. What’s not to love? Car enthusiasts here can do nothing but stare longingly at photos on their social feeds and maybe cry a little.

The salesperson at your local German car dealership will try to cheer you up with a <a href="https://www.wheels.ca/vehicle-reviews/review-2020-bmw-x3-m-competition">BMW X3 M</a> or an <a href="https://www.wheels.ca/vehicle-reviews/review-2020-mercedes-amg-glc-43">AMG GLC</a> crossover, trying to convince you that those are just as good as their sedan counterparts. But the truth is, we all know they aren’t. Like not even close. Eventually, you’ll come to the realization that our SUV obsession isn’t going anywhere anytime soon and if you want fun and utility in one package you’ll have to fold. Luckily there are a couple of crossover specimens that truly deliver a rewarding driving experience and the Alfa Romeo Stelvio is one of them.

<img class="aligncenter size-full wp-image-170244" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/2022-alfa-romeo-stelvio-main-2.jpg" alt="2022 Alfa Romeo Stelvio Veloce Orca GT" width="2048" height="1365" />

The Stelvio has been around for some time now but it’s still a rare sight on local streets. It’s not easy competing with brands like BMW and Mercedes that claim the lion’s share of the luxury crossover market. And, indeed, many buyers might overlook the Alfa based solely on the fact they know very little about the brand.

It’s not like they’re new to this. Alfa Romeo has been making cars for 112 years and even more significantly, it’s been racing for 111 of them. Every one of their vehicles reflects this passion for motorsport including their first SUV. The Stelvio makes the best use of Alfa Romeo’s DNA that it possibly can.

<img class="aligncenter size-full wp-image-170249" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/DSC03628.jpg" alt="2022 Alfa Romeo Stelvio Veloce Orca GT" width="2048" height="1365" />

<img class="aligncenter size-full wp-image-170240" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/2022-alfa-romeo-stelvio-side.jpg" alt="2022 Alfa Romeo Stelvio Veloce Orca GT" width="2048" height="1365" />

It has perfect 50/50 weight distribution, a very stiff body structure, a lightweight carbon-fibre driveshaft, and a double-wishbone front suspension with ultra-quick steering that only requires finger-tip pressure to change directions. It also comes in some cool colours like Verde Montreal or my tester's Orca GT Junior, a stunning gold hue that pops in the right light. For an SUV the Stelvio has genuine style that makes it standout on in a sea of blandness

Every time I get behind the wheel of one, I quickly forget that it’s an SUV. It feels like a well-sorted sports wagon, not unlike the 3-Series Touring which isn’t sold here anymore. And before you go thinking that they’ve achieved this with a bone-shattering ride, think again, because the Stelvio is as comfortable as anything else in its class. Sure it straddles the stiffer side of things (that comes with the badge) but the dampers and suspension do an excellent job of absorbing most of the bigger and sharper bumps.

Under the hood lives a 2-litre turbocharged 4-cylinder pumping out 280 hp and 306 lb-ft of torque. A quick-shifting 8-speed automatic transmission handles the gear changes and for that classic sports car feel, power is sent to the rear wheels first and then up to 60 percent of that can be redirected to the front wheels thanks to a standard AWD system.

<img class="aligncenter size-full wp-image-170242" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/2022-alfa-romeo-stelvio-paddles-scaled.jpg" alt="2022 Alfa Romeo Stelvio Veloce Orca GT" width="2560" height="1707" />

The cabin is simple, well put together, and ergonomically sound. There’s less drama here than there is with the driving experience until you glance behind the steering wheel and notice the largest metal paddle shifters you’ve ever seen. They’re column mounted too, like in a Ferrari, and like that Italian thoroughbred it also gets a steering wheel mounted engine start button to live out your Formula one dreams without ever leaving the driveway.

There are some issues with the infotainment system that while well organized and easy to use is slow, laggy, and error-prone. Operating the wiper and turn-signal stalks is infuriating and as cool as those paddles are I prefer ones mounted on the steering wheel. In all other respects, the cabin is a great place to be, including some supportive seats for the driver and passenger complete with extendable thigh support. The rear seats and cargo area aren’t the biggest, but a couple of adults shouldn’t have much of an issue. It is roomier than a Porsche Macan, but the Mercedes GLC and <a href="https://www.wheels.ca/vehicle-reviews/review-2022-bmw-x3-m40i">BMW X3</a> are both more accommodating. Regardless, in this compact class of luxury crossovers, space isn’t the main selling feature.

Where there is little compromise with the Stelvio, however, is in the way it drives. From lightning-quick steering responses to its lack of body roll, this is a b-road smile machine. It changes direction like a fly, and it’s neutral around corners, although generous use of the throttle will easily get the tail to step out. A <a href="https://www.wheels.ca/reviews/2023-porsche-macan-t-review">Porsche Macan</a> might be more composed with even more grip, but the Stelvio has always managed to plaster a bigger grin on my face. Every time I drive one I feel compelled to head out in search of twisty roads. A statement that I cannot say holds true for almost any other SUV I drive, even the pumped-up super versions.

<img class="aligncenter size-full wp-image-170241" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/2022-alfa-romeo-stelvio-rear-3q.jpg" alt="2022 Alfa Romeo Stelvio Veloce Orca GT" width="2048" height="1365" />

There are three trim levels for 2022: Sprint, Ti, and Veloce. All get driver assistance features like blind spot assist, active cruise control, lane departure warning, and parking sensors as standard. Also standard are front and rear heated seats, navigation, an auto-dimming rear-view mirror, and a wireless phone-charging pad.

The range-topping Stelvio Quadrifoglio with its Ferrari-sourced V6 is a firecracker with over 500 hp and available exotic carbon-fibre shelled race seats. It’s a beast but you’ll barely get the chance to use all of that power on the road. It’s also over $100,000 and that’s a lot to pay for a small SUV. The regular Stelvio gives you 90 per cent of the fun and gets better gas mileage to boot. While it might not be the sports wagon of your dreams, the Stelvio is a worthy addition to any garage, one that will give you the utility that you need coupled with the driving experience that you want.
<h3>2022 Alfa Romeo Stelvio Veloce AWD</h3>
BODY STYLE:- 5-passenger compact SUV

CONFIGURATION: Front-engine, all-wheel drive

ENGINE: 2.0-L turbocharged inline-4; Power: 280 hp @5200 rpm; 306 lb-ft @ 2000-4800 rpm

TRANSMISSION :8-speed automatic

FUEL ECONOMY: (Regular Gasoline in L/100 km) 10.8 city; 8.3 highway; 9.6 combined

CARGO CAPACITY: 525 - 1600 litres

PRICE: $60,395 (base); $70,910 (as-tested)

WEBSITE: <a href="https://www.alfaromeo.ca/en">Alfa Romeo Canada</a>

2022 Alfa Romeo Stelvio Veloce Review

22 lexus uxh main header

For over half a decade, Dan Heyman has written professionally about cars and car culture, specializing in luxury/performance vehicles, 4 x 4s and pickup trucks, with a micro city car or two thrown in for good measure. If he's not striking a spacebar, he's likely out photographing cars on the twists and turns of the Coast Mountain roads outside his hometown of Vancouver, BC, or cutting a line on a racetrack.

The Lexus UXh may be the newest nameplate over at Toyota’s luxury division, but that’s not to say Lexus is out of its league when it comes to the compact luxury crossover segment; if you’ll remember, it wasn’t that long ago that they were churning out CT hatchbacks by the baleful – a production run that ended just over a year before the UX arrived in showrooms -- a vehicle that is roughly the same size as the UX but doesn’t get the higher ride height or AWD that are pretty much requirements in the segment.

Like the CT, the UXh is available only as a hybrid (hence the model line’s official name: “UXh”) and it makes use of the Atkinson Cycle Lexus Hybrid Drive that has been doing the gruntwork for years and now has a place in almost every model the brand makes. In the UX 250h – which is the only way you can have the UXh in Canada – it’s good for 181 horsepower and *an* amount of torque; Lexus is always cagey about the torque of their hybrids because it does depend on which elements of the hybrid powertrain are at work. Call it 220 lb-ft or so.

<img class="alignnone size-full wp-image-169780" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/IMG_0055.jpg" alt="2022 Lexus UXH" width="2000" height="1333" />

Style-wise, it’s pretty safe to say that it takes the CT to the cleaners thanks to the great blacked-out spindle grille, smoked 18-inch alloys that are just the right size for the vehicle, nicely-shaped wing mirrors with two-tone mirror caps and the glorious “Redline” red colour on my tester. Add a stance that is right on, and you have a crossover that looks more like a sporty compact hatch.

There is a new “Lexus Interface” infotainment system with a more responsive touchscreen and better graphics…but it’s not coming to the UXh until the 2023 model year. So, you’re stuck with the older system with its smaller display and blurry graphics and less intuitive interface. It’s too bad; I’ve sampled the new system in other Lexus products and it’s rather good.

Nevertheless, I did have Apple CarPlay and Android Auto which is becoming of more and more importance in cars these days. One thing you will need to get used to is how to turn the system on or off and tune the radio because those controls don’t sit in and around the display as you’d think they would. Instead, they’re mounted down low ahead of the armrest and are small wheels. It looks elegant, but I never quite got used to them.

The same goes for the infotainment controller; it’s a trackpad of sorts and it controls an onscreen cursor that “snaps” to the button it thinks you want to go to. Trouble is, it’s often wrong and is frustrating as a result. There’s no touchscreen backup, either, so you have to take your chances with the clumsy trackpad to control your media and satnav. Happily, there are traditional “hard” buttons for your climate controls so you don’t have to fiddle around for those as well.

<img class="alignnone size-full wp-image-169758" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/22-lexus-uxh-controls.jpg" alt="2022 Lexus UXH" width="2000" height="1333" />

One thing I got used to right away, however, was the driver’s seating position which, after a few quick adjustments is right on the money. Comfortable, with a great view out and a dash that rises to the windshield just enough to feel ensconcing without being obtrusive. Lexus knows how to make an interior feel of a quality and style and that’s filtered down even to this, their entry-level model.

For its size, the back seat isn’t bad as the UXh has a tall roof and the headroom that comes with it. Rear legroom is serviceable as well, but you do pay for it in the form of a short cargo floor out back. You have to be strategic with your cargo loading, that’s for sure; I had a hard time getting my toddler’s UppaBaby Cruz stroller in there.

There have also been some under-the-skin changes including new steering tuning, suspension tuning, and even improved structural rigidity, all changes that, having previously driven the UX, I was surprised can be fairly readily felt.

<img class="alignnone size-full wp-image-169757" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/22-lexus-uxh-cargo.jpg" alt="2022 Lexus UXH" width="2000" height="1333" />

<img class="alignnone size-full wp-image-169767" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/IMG_0084.jpg" alt="2022 Lexus UXH" width="2000" height="1333" />

I found the steering changes really only manifest as speeds increased, but the ride and improved chassis fidelity can be felt right as you set off; the common bumps and upsets experienced in the city are very well metered out, leaving the impression that Lexus wanted to ensure that even at the entry level, their vehicle would make proper luxury returns. From the smart damper settings, to the sound insulation and even how robust the steering rack feels, the luxury aspects are right on. That last one’s a big one; your steering wheel is your main connection to the road below so reducing wheel vibration or twisting over bumps is key to improving the onboard experience.

<img class="alignnone size-full wp-image-169762" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/IMG_0103.jpg" alt="Lexus UXH" width="2000" height="1333" />

Whatever that torque figure may be, it pairs with that 181 hp to get the UXh up and running in a manner that’s pretty unbecoming of what is essentially an entry-level luxury car – in a good way. It’s peppier than you may think, sending you down the road with conviction and just enough attitude to provide a somewhat athletic experience, nicely disguising the fact that everything’s handled by a CVT – not the most involving of transmission types.

If the power delivery impresses, then the steering is more than up to the task to keep the image of an athletic compact going. Very responsive and light, the chunky wheel feeling nice in your palms as you wind it through both the entanglement of the city, and the serpentine nature of a mountain road. Turns out that more than just feeling solid, the steering is solid and confident in its responsiveness as well.

It all comes together to provide an enticing way to enter the world of Lexus luxury. Indeed, an as-tested price of about 50 grand for a subcompact like this is a somewhat stiff drink, but for the most part, the UXh makes good on the bargain.

2022 Lexus UX 250h

BODY STYLE: Five-door subcompact luxury CUV

DRIVE METHOD: front-engine, all-wheel drive
ENGINE: 2.0-litre I4, hybrid, 181 hp, ~220 lb-ft of torque

FUEL ECONOMY CITY/HIGHWAY/COMBINED: 5.7/6.2/6.0 L/100 km

TRANSMISSION: eCVT

MIN. CARGO CAPACITY: 487 L

TOWING CAPACITY: N/A

Base MSRP: $40,750

As tested MSRP: $49,500

WEBSITE:  <a href="https://www.lexus.ca/lexus/en/automobiles/uxh">Lexus UXh</a>
The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

2022 Lexus UX 250h Review

2022 MAZDA MX-5 GS-P-collage

Rob Beintema is an Auto Journalist for Metroland Media

“So, Lake Erie?”

Hmm, maybe a bit of a hard sell, here.

“But honey, the romance of the road trip! Top-down motoring, coastal roads, beaches and lighthouses!”

Yeah, I was warming up now.

“Dinner out every night!” Ah-ha, the coup de grace. “And just think of it! Detroit, Toledo, Cleveland and Buffalo.”

Okay, maybe I blew it there . . .

But my reasoning was still sound. We’d checked off a couple of Great Lakes circumnavigations over the years - Lake Ontario and Lake Superior - on motorcycle trips.

So, Lake Erie, why not?

And I was on solid ground with the vehicle - no motorcycle this time but the closest thing to an in-the-wind experience - a 2022 Mazda MX-5 - the best, most popular and, frankly, only affordable mass production roadster to follow the British sports car tradition - front engine, rear wheel-drive in a balanced, fun and lightweight handling package.

<img class="alignnone size-full wp-image-169734" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/2022-MAZDA-MX-5-GS-P-postcard2-scaled.jpg" alt="2022 Mazda MX5 GS" width="2560" height="1731" />

<img class="alignnone size-full wp-image-169737" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/2022-MAZDA-MX-5-GS-P-main-scaled.jpg" alt="2022 Mazda MX5 GS" width="2560" height="1964" />

The Miata (yeah, sorry Mazda, that’s still the way I think of it) has evolved steadily through more than 30 years of production and over a million sales, but this refined fourth generation MX-5 ND2 iteration remains faithful to the formula.

Important carryover components include lightweight aluminum for the power plant frame, front fenders, hood and trunk lid, just part of the dedication to shaving off grams and millimeters of mass throughout the car, even forgoing foam in the sun visors for the sake of weight savings. I wish I could say I was as diligent in shaving grams off my cheeseburgers in the quest for improved performance.

Mazda’s SKYACTIV-G 2.0-liter engine makes 181 hp and 151 lb-ft of torque. That won’t exactly put you in a whiplash collar but the low seating position accentuates the acceleration rush and the MX-5’s responsive and tossable qualities will perk up your adrenaline levels nicely.

<img class="alignnone size-full wp-image-169738" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/2022-MAZDA-MX-5-GS-P-interior1-scaled.jpg" alt="2022 Mazda MX5 GSP" width="2560" height="1819" />

The MX-5 lineup starts with the GS model ($33,300) and tops out with the almost all-inclusive GT version ($40,400). Our as-tested GS-P model  ($37,300 and the “P” is for “Performance”) fits in the middle of the lineup, with giddy-up additions that include a sport suspension with Bilstein shocks, a limited-slip differential and strut tower bar. It also kicks in LED DRLs, Bose audio with speakers in the headrests, heated seats and mirrors along with an induction sound enhancer to make your zoom-zooms more zoomier. It’s funny that they also added a noise isolating windshield because ragtops are notoriously noisy through the roof. But that’s just part of the glorious ambiance of convertible driving.

The GS-P hits the sweet spot with driving enthusiasts, with the MT vs. AT split at about 75/25 in favour of the manual shifter compared to a manual take rate of under 60 percent in overall MX-5 sales in Canada. And it is a wonderfully fluid shifter with short, precise throws that encourage vigorous snicking through the cogs although, admittedly, on many long leisurely stretches I would lazily skip-shift up to cruising speed.

For 2022, Mazda adds new interior and exterior colour choices but, if you don’t mind taking the $450 hit for the most expensive Soul Red Crystal option, it is still the handsomest paint job on the road.

One other addition this year is Kinematic Posture Control (KPC), a system that improves handling by automatically applying very slight braking to the inside rear wheel during cornering, pivoting the car into the turn, keeping the suspension tighter to the ground, benefitting steering and suppressing body roll. To test that and other MX-5 qualities, we set off from our London, Ontario home south to Port Stanley, one of a dozen “Ports” mixing tourism and commercial fishing along the north shore. Determined to avoid freeways, we wound our way as close to the shore as possible. It all depends on how much time and patience you have to maintain that course. We headed west to make a counterclockwise circuit around the lake.

<img class="alignnone size-full wp-image-169750" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/2022-MAZDA-MX-5-GS-P-ballgame-scaled.jpg" alt="2022 Mazda MX-5" width="1920" height="2560" />

On Day One, I was settling in. At 6-foot-three, I’m sort of the wrong guy in the right car but we’d long-hauled Miatas before and, while the joke is that I have to take my wallet out of my back pocket just to fit in, I knew my body would adjust to the snug confines.

We’d started our trip on the hottest day of the year. There’s a kind of tyranny to top-down motoring and people’s expectations but we’ve always regarded it as an option, not an ultimatum. Fine for a quick jaunt but five days baking in the sun would probably turn you into a giant melanoma, so we were quite happily enjoying running the A/C with the top up during the heat of the day.

Past provincial parks, past beaches, past endless farms and windmills, past the ferry to Pelee Island (saving its 30 km coast for a bicycle trip later) and past Leamington. Someone in Cleveland would later tell us that their version of the northern lights is the nightly purple, orange and yellow glow across the lake from Leamington’s thousands of acres of LED-lighted greenhouses.

We continued on to the west end of Lake Erie, then cut north along the Detroit River to Motown. We’d stayed in Detroit earlier in June to see the Tigers host the Blue Jays, so this time we carried on inland to Ann Arbor, a cute college town where we unloaded for our first night.

<img class="alignnone size-full wp-image-169744" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/2022-MAZDA-MX-5-GS-P-trunk2-1-scaled.jpg" alt="2022 Mazda MX-5" width="2560" height="1887" />

Speaking of which, cue the whining about the MX-5s smallish trunk but, what do you expect in a sports car? As seasoned motorcycle trekkers, we pack light and, since the 130 litre trunk offers 10 litres more than a Honda Gold Wing, no problemo. On one Miata trip from Vancouver to San Francisco, we added a pup tent and camping gear, so if you can’t pack two weeks worth of clothes in two bags that fit, well, buddy, you’re packing too much crap.

&nbsp;

For added storage, there are also two back trim boxes hidden behind the seats. Instead of a glovebox, a seat side box sits at shoulder height between the passengers - awkward to turn and reach into, but still useable.

<img class="alignnone size-full wp-image-169742" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/2022-MAZDA-MX-5-GS-P-storage-scaled.jpg" alt="2022 Mazda MX5 GS" width="2560" height="1920" />

Leaving Ann Arbor, heading back to Lake Erie, we followed coastal road-signed turnoffs whenever we could, past bird sanctuaries, past beach towns, retirement villages and RV parks, past the Lost Peninsula that almost spurred an interstate war between Michigan and Ohio and into Toledo for an evening of Mud Hens baseball - the triple-A team made famous by Jamie Farr’s Corporal Klinger in TV’s M*A*S*H series.

<img class="alignnone size-full wp-image-169732" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/2022-MAZDA-MX-5-GS-P-Rock-scaled.jpg" alt="2022 Mazda MX5 GS" width="2560" height="1958" />

On Day Three we turned east, clinging to another coastal peninsula into Marble Head, past Sandusky where you can exit for Cedar Point, the roller coaster capital if MX-5 driving thrills are not enough. And into Cleveland, where we spent hours poring over exhibits at the Rock &amp; Roll Hall of Fame before settling in downtown at a hotel near the culinary comforts of E 4th Street’s restaurants.

Day Four and we motored past more cute beach towns like Geneva-On-The-Lake, past Ashtabula, past Erie and into Buffalo. We considered continuing our baseball theme with the Bisons but settled instead for tacos and cervezas on the Allentown strip.

<img class="alignnone size-full wp-image-169730" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/2022-MAZDA-MX-5-GS-P-signs2-scaled.jpg" alt="2022 Mazda MX5 GS" width="2560" height="2154" />

Then, Day Five and the final leg back into Canada, turning west again. There’s a nice, slow and easy Lake Shore Road cruise past homes and cottages from Dunnville to Port Dover where motorcycles congregate, even when its not Friday the 13th. Make sure to sample one of the local perch dishes.

Our final leg back to our Port Stanley starting point rounded off the trip meter to 1,240 km. And let me throw a few more numbers at you. After doing the math and converting U.S gallons and currency, 79 litres of gas cost us about $150 CDN. American gas was still cheaper, averaging about $1.80 CDN per litre at the time. Premium octane is recommended but not required so we fudged a bit with mid-grade gas. And, despite occasional bursts of hooliganism, our 6.4L/100km fuel average was actually better that the MX-5’s 9.0L/7.0L/100km (city/hwy) rating, probably due to the lower speed roads and two-lane highways taken on our trip.

Yes, for a leisurely and longish journey, a softer suspension and stretch-out grand tourer accommodation would probably be a better choice than the GS-P’s tight cockpit and sport suspension.

And, yes, the seats need better lumbar support, the MX-5 needs a glove box and the interior, info screens and instrumentation are getting a bit dated, an issue that will probably be tackled by a future electrified or hybridized next-gen MX-5 NE version.

&nbsp;

But the MX-5 attained its reputation for balanced, agile performance from its very creation and although Mazda’s Jinba Ittai philosophy, the oneness of horse and rider, may sound like so much lofty pretentiousness, I think it has actually been attained in the MX-5. Its charms are timeless and it is a joy to drive.

I know we didn’t do Lake Erie justice during our too short week. But the north shore is not far away. And there will be time in future to further explore Lake Erie’s roads, its coastline, beaches and villages, hopefully at the wheel of something sporty, something cool, something very much like a Mazda MX-5.

2022 Mazda MX-5 GS-P

BODY STYLE: two-seater sports car

DRIVE METHOD: 6-speed manual, rear wheel-drive

ENGINE: SKYACTIV-G 2.0-liter  (181 hp, 151 lb-ft of torque)

FUEL ECONOMY: 9.0L/7.0L/100km (city/hwy). As tested 6.4L/100km (comb).

CARGO VOLUME: 130 litre trunk

PRICE: MX-5 GS-P MSRP $37,300. As tested $39,600 incl. Soul Red Crystal ($450) and destination ($1,850)

WEBSITE: <a href="http://www.mazda.ca">www.mazda.ca</a>

Circling Lake Erie in the 2022 Mazda MX-5

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>

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