2024 Jeep® Gladiator Mojave X (left) and 2024 Jeep® Gladiator Ru

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.

Jeep is giving its Gladiator pickup a refresh for 2024. The updated Jeep truck gets a facelift along with some new luxury touches and a new cabin, much like the changes made to this year's Wrangler. But while it will get some cool new off-road packages, it won't get the Wrangler's best new option.

The 2024 Jeep Gladiator's new version of the company's seven-bar grille is almost identical to the one found on the Wrangler, but it is functional. The new grille allows for more airflow to improve cooling. Though that might help the Jeep stay cool, it hasn't had much of an effect on the work it can do. Payload is up slightly to 1,725 lbs and max towing is unchanged at 7,700 lbs, both figures are at the top of the class.

<img class="aligncenter size-full wp-image-177713" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/2024-gladiator-6-scaled.jpg" alt="2024 Jeep Gladiator" width="2560" height="1707" />

Jeep is also using different versions of the grille for each trim level, helping to set apart the different models by adding different colours and changes to the grille insert. Sharp-eyed Jeepers will notice the seven different wheel designs and finishes being introduced this year.

Willys models get a locking rear differential added to the standard equipment list. A new Rubicon X trim adds Nappa leather seats to the list of Rubicon off-road features, while Mojave X does the same for that Desert Rated model. And, like on the Wrangler, those leather seats are power operated and water resistant, so even the Jeeps with power seats can ford 36 inches of water.

<img class="aligncenter wp-image-177714 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/2024-gladiator-11-scaled.jpg" alt="2024 Jeep Gladiator" width="2560" height="1707" />

On the inside, the 2024 Gladiator will see the same changes as the 2024 Wrangler. The changes include a revised dashboard that has a wider range of high-end (and good-looking) finishes. It also includes the same new 12.3-inch screen that runs the latest version of the Uconnect infotainment system.

The new system has a seven-microphone array that should be capable of better natural speech voice control in the Gladiator's somewhat noisy cabin. The new screen has wireless Android Auto and Apple CarPlay as well, so you don't have a cable running through the dash when you're headed into the really dirty stuff off-road.

<img class="aligncenter wp-image-177716 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/2024-gladiator-19-scaled.jpg" alt="2024 Jeep Gladiator" width="2560" height="1707" />

Other electrical upgrades include tweaks to the forward collision warning system and adaptive cruise control systems, making both easier to use. Jeep has added a new Off Road + drive mode, and new high-res cameras (that should be easier to access through the menus) for self-spotting on the trail.

Another key feature that carries over from the 2024 Wrangler is the Adventure Guide app. This built-in app is filled with information about trails including maps, waypoints, and warnings that let you know what obstacles you can expect and where they're hiding. Jeep includes 200 base trails for the first couple of years, but you can upgrade to more than 3,000 trails with an annual subscription.

Jeep will be offering some cool new bits for serious off-roaders, starting with a new roof tent. The integrated tent comes from Addax Overland and transforms the Gladiator's bed into a campsite.

<img class="aligncenter size-full wp-image-177717" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/2024-gladiator-21-scaled.jpg" alt="2024 Jeep Gladiator" width="2560" height="1707" />

There will also be three upfit packages from American Expedition Vehicles that add 35 or 37-inch tires, AEV suspension and bumpers, and other features. The top-level package, which can be ordered directly through your Jeep dealer, includes 4.56 gears, a new skid plate, and a Warn winch.

That big Wrangler change that hasn't been announced for Gladiator? It's the full-floating rear axle that is new to the Wrangler Rubicon. Jeep also hasn't confirmed a 4xe PHEV model, but reminded us that every Jeep will be electrified by 2025. So it's coming.

The 2024 Jeep Gladiator should be at dealers by the end of the year. Order books are now open, but pricing won't be available until closer to the start of production.

2024 Jeep Gladiator Gets Facelift and Updated Cabin

grandcherokee4xe (8 of 10)

The government says that a 2023 Jeep Grand Cherokee 4xe can drive 42 kilometers before you run out of battery and the gas engine needs to kick on. But that's on paved roads. We wanted to know how far the 4xe could go off-road before you needed to break the silence of nature and fire up the four-cylinder.

Jeep's 4xe system puts its electric motor in front of the transmission, and that gives it features other plug-ins don't have. Like low range gearing for rock crawling and even more multiplication of the electric motor's torque. Even before multiplication, the 4xe's electric motor makes 195 lb-ft of torque. Nearly as much as the original Grand Cherokee's iconic 4.0L six could manage. With the 2.0L gas engine running, the figure leaps to 470 lb-ft. Include the crawl ratio and you're suddenly dealing with more than 22,000 lb-ft of torque at the road's surface.

The first part of the test was to find out how far the Grand Cherokee 4xe could go on its 17.3 kWh lithium-ion battery. I set out on some rural back roads with a full charge and planned to drive until the engine turned itself on. In electric mode, the Jeep stays on EV power unless you fully floor the accelerator pedal for a second or two. That gives you extra power when you need it, but it also makes it easy to drive normally (and even briskly) and keep the gas engine off.

<img class="aligncenter size-full wp-image-177487" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/grandcherokee4xe-4-of-10-scaled.jpg" alt="Jeep grand cherokee 4xe" width="2560" height="1707" />

53 minutes and 41 seconds later, the Jeep Grand Cherokee's computer said "that's enough" and fired up the gas engine. I had driven 49.1 km, a useful distance beyond the 42 km official rating. That was with the air conditioning and ventilated seats running, not some extreme self-suffering mileage run.

After a few hours of charging (about two and a half on L2), it was time to head for some forest roads and rocky trails to test out the 4xe's off-road range.

I wasn't expecting anything close to the 49 km I managed on pavement. Off-road driving, especially when you're using 4x4 and not two-wheel drive or even Jeep's automatic 4x4 mode, uses more fuel. In an average gas pickup or SUV, I'd expect to get half the fuel economy I would on the road or worse. Numbers in the 20s or 30s for L/100 km are common.

<img class="aligncenter size-full wp-image-177493" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/grandcherokee4xe-10-of-10-scaled.jpg" alt="Jeep grand cherokee 4xe" width="2560" height="1707" />

To make things a real challenge for the Grand Cherokee 4xe, I didn't just use Rock mode, which forces the engagement of the front axle (Jeep normally disconnects it when not needed). I put the Grand Cherokee into 4Lo for the entirety of my drive and had the air suspension in either max-height Off Road 2 or Off Road 1 settings.

The trail I picked was a mix of off-road conditions. There were stretches of higher-speed driving and stretches where I was crawling at a snail's pace over rocks and other obstacles. There were steep hills in both directions, with the Jeep's on-board off-road dials showing me a steepest grade of 30 percent.

There was no hard-core rock crawling or terrain that required bouncing the Jeep over obstacles. This is a $90,000 Grand Cherokee, not a Wrangler Rubicon. It's aimed at a different audience, so I tried to off-road accordingly.

In electric mode, the 4xe couldn't crawl up those steep hills throttle-free like I would have expected in a 4Lo Wrangler Rubicon, but it was able to drive up them with very little pedal movement. The electric motor and off-road throttle response also gave me excellent control, avoiding tire spin in the loose sand and gravel I was climbing.

<img class="aligncenter size-full wp-image-177485" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/grandcherokee4xe-2-of-10-scaled.jpg" alt="Jeep grand cherokee 4xe off road" width="2560" height="1707" />

&nbsp;

The Grand Cherokee 4xe didn't deliver the near-silent off-road experience I was hoping for, but that's not Jeep's fault. Jeep's choice of pedestrian alert sound is particularly irritating, though it does stop as soon as you reach 30 km/h, but an audible noise is a legal requirement. It scares the birds, but that's better than hitting a pedestrian who can't hear you coming.

What the Jeep did deliver was 16.7 km of comfortable and smooth all-electric off-roading before the gas engine fired up. That's starting from a 95 percent charge, not 100, as it was the highest level the Jeep would maintain in e-save mode and the trailhead wasn't at the end of my driveway. Tack another km onto the figure if you want to be picky.

That might sound short, but it was two hours of driving plus the time I spent with the AC on while taking photos and basking in the peacefulness of the woods. It was enough distance to get to my favourite hidden swimming hole (and back). And as loads of rock crawlers know, it can be easy to spend an entire afternoon on the trail and only cover 5 klicks. It all depends on what you're doing with your off-roader.

<img class="aligncenter size-full wp-image-177488" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/grandcherokee4xe-5-of-10-scaled.jpg" alt="Jeep grand cherokee 4xe" width="2560" height="1707" />

Is 40 percent of the estimated electric range really ok for off-road driving? Thanks to a washed-out bridge I had to repeat the whole trip on gas power, where I saw an indicated 21.9 L/100 km or a bit more than double the fuel I was using on pavement in hybrid mode. So I'd call that a yes.

Of course, the point of a PHEV like the 4xe isn't to save your power for the trail, it's to use less fuel everyday. Thanks to that 45 km range figure I saw, the Grand Cherokee 4xe was able to do all of my week's driving on electric power. I used gas only when I chose to fully test the vehicle, and when this off-road excursion went further than expected. Which was exactly when I needed it.
<h3><strong>2023 Jeep Grand Cherokee 4xe</strong></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: $75,190 (base, including destination); $93,660 (as-tested. Overland trim, $81,995, Velvet Red Pearl $395, Luxury Tech Group IV $2,195, Advanced ProTechGroup III $3,295, Off-Road Group II $1,095, Black Roof, $995, Front Passenger Interactive Display $1,595)

4 by How Far? Jeep Grand Cherokee 4xe Electric Range Tested Off-Road

DSC04620

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)

When you think of the Jeep brand it’s probably not the Compass that comes to mind. This compact car-based crossover might have the familiar Jeep grille but it’s a far cry from the mud-slinging <a href="https://www.wheels.ca/reviews/2024-jeep-wrangler-first-drive-review">Wrangler</a> that turned the brand into a worldwide cultural icon.

Jeep may be cashing in on the Wrangler’s reputation but in this age, compact crossovers are what consumers want, and adding a dose of off-road character to what is otherwise a humble commuter can do wonders on the sales floor.

For 2023 the Compass gets some noteworthy upgrades. The first and most important one is a new 2-litre turbocharged 4-cylinder engine and a new 8-speed automatic. With 200 hp and 221 lb-ft of torque the Compass’ newfound power is exactly what it needed.

<img class="aligncenter size-full wp-image-177357" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/DSC04631.jpg" alt="2023 Jeep Compass Altitude" width="2048" height="1365" />

All Compass trims also include Jeep Active 4x4, an on-demand system that can fully decouple the rear axle for fuel efficiency. Trailhawk models are Trail-rated meaning they can handle more off-road abuse than 99 per cent of customers would ever subject one to.

The 2023 Compass also bundles more safety and driver assistance features into all models including drowsy driver alert and a rear seat reminder alert. Active blind-spot monitoring, active lane management, and full-speed forward collision warning with active braking are also standard fare.

I admit that the Compass wasn’t exactly high on my list of cars that I wanted to drive in 2023. My last experience with one left a bit of a sour taste in my mouth but approaching with lower expectations might just be a good thing in this case.

<img class="aligncenter size-full wp-image-177359" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/DSC04628.jpg" alt="2023 Jeep Compass Altitude" width="2048" height="1365" />

My red Altitude tester looked pretty good and wears its slotted Jeep grille well but some angles, like the rear three-quarter view, aren’t as flattering. It’s also on the smaller end of the scale in its class. Look at the spacious Honda CR-V and the Compass feels at least a full size smaller. Its tough-looking exterior, however, does up the coolness factor and image does well to move cars on the sales floor.

This time, driving the Compass was a pleasant surprise. The new motor is punchy and imbues it with a spunky and playful attitude that wasn’t there before. The 8-speed automatic dishes out quick gear changes and is a marked improvement over the outgoing 9-speed unit.

Turn the steering wheel and there’s more good news. The Compass, thanks to its small size is light on its feet and eager in the corners. With the new engine and transmission, you can even call it fun-to-drive. A <a href="https://www.wheels.ca/reviews/2023-honda-cr-v-sport-review">Honda CR-V</a> or <a href="https://www.wheels.ca/reviews/2023-toyota-rav4-hybrid-woodland-review">Toyota RAV4</a> feel like more sensible choices but for the lifestyle crowd the Compass makes sense.

<img class="aligncenter size-full wp-image-177371" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/DSC04613.jpg" alt="2023 Jeep Compass Altitude" width="2048" height="1365" />

The Altitude trim falls in the middle of the Compass lineup and adds navigation, leather, a power driver’s seat, nicer 18-inch wheels, and more for about $6000 over a base model.

The Compass isn’t cheap starting at $38,695, which is more expensive than a CR-V or RAV4, but it lines up well with a <a href="https://www.wheels.ca/reviews/2022-ford-bronco-sport-outer-banks-review">Bronco Sport</a> and I can see that being its main rival.

The Jeep is certainly nicer inside than the Bronco, and the Uconnect infotainment is one of the better systems out there with sharp graphics, snappy response times, and an easy-to-use interface. The digital gauge cluster is another nice touch here and general material quality and fit and finish are also quite good. Passenger and cargo space aren’t class-leading but still fine in this class, however, the back seats are probably a better space for kids.

<img class="aligncenter size-full wp-image-177362" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/DSC04624.jpg" alt="2023 Jeep Compass Altitude" width="2048" height="1365" />

If you opt for the more expensive Trailhawk trim ($45,190), you get more ground clearance, a better 4x4 system with a 20:1 crawl ratio and rock mode, and skid plates to protect the underbody. The little Compass Trailhawk can also ford up to 19-inches of water and gets “Trail Rated” badges on its fenders to prove it. While that’s likely more off-road cred than anyone buying a Compass needs, it’s nice to know that a logging trail or unpaved cottage road will pose no issue.

It’s shocking how much of a difference a new engine, transmission, and some tuning can make to the overall driving demeanour of a car. In the Compass’ case, it takes it from a near fail in my books to a vehicle that I would happily recommend to those that want a bit of adventure in their commuter crossover.
<h3><strong>2023 Jeep Compass Altitude 4X4</strong></h3>
<strong>BODY STYLE:</strong> 5 passenger, 5 door compact crossover

<strong>CONFIGURATION: </strong>Front-engine, all-wheel drive

<strong>ENGINE: 2.0</strong>-L turbocharged inline-4; Power: 200 hp @5000 rpm; 221 lb-ft @1750-4250 rpm

<strong>TRANSMISSION</strong>: 8-speed automatic

<strong>FUEL ECONOMY</strong>: (Premium Gasoline in L/100 km): 9.9 city; 7.4 highway; 8.8 combined

<strong>CARGO CAPACITY</strong>: 770-1693 litres

<strong>PRICE:</strong> $ 42,395 (base); $48,775 (as-tested)

<strong>WEBSITE: <a href="https://www.jeep.ca/en">Jeep Canada</a></strong>

2023 Jeep Compass Altitude Review

2024 Chevrolet Silverado RST with Ultium Home Products

<strong>Home charging</strong>

General Motors announced it has plans to bring Vehicle to Home power sharing to its entire Ultium-based EV lineup by 2025. V2H tech allows EV owners to supply power to their homes from the battery in their EV, which can turn the vehicle into a storage battery for time-of-day charging or a supply of power in the event of a large-scale outage. Owners will need a special bidirectional charge station and a home hub kit that disconnects the home from the power grid when the battery is supplying the juice. GM also plans to offer the Ultium Home Energy System which includes 10.6 and 17.7 kWh home battery backup systems.

<strong>Sentra Cup for 2 more years</strong>

<img class="aligncenter size-full wp-image-177352" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/newws-8-14-6.jpg" alt="Nissan Sentra Cup" width="2500" height="1667" />

Nissan has extended one of the country's most interesting (and affordable) racing series. The Nissan Sentra Cup, which in 2021 picked up where the even more charming Micra Cup left off, will run in 2024 and 2025. The announcement was made at the Grand Prix de Trois-Rivières where 30 Sentra Cup competitors took the green flag at two races over the weekend. The Nissan Sentra Cup, which uses nearly stock Nissan Sentra race cars, has events August 26 at the ICAR circuit in Montreal, the first to third of September at Canadian Tire Motorsport Park, and September 22-24 at the Circuit Mont-Tremblant. The 2024 and 2025 schedules have yet to be released.

<strong>Jeep V6 diesel going out of production</strong>

<img class="aligncenter size-full wp-image-177351" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/newws-8-14-5.jpg" alt="Jeep Gladiator Farout" width="2500" height="1667" />

Jeep is building a Gladiator Rubicon FarOut special edition as a farewell to the company's 3.0L V6 EcoDiesel engine. The FarOut package retails for $18,500 and Jeep is only building 1,000 for all of North America. The V6 diesel engine makes 260 hp and 442 lb-ft of torque, and it sends that stump-pulling grunt through an eight-speed automatic and the Rubicon's 4.0:1 Low Range transfer case. The FarOut edition comes with a Diesel 3.0 hood graphic and tailgate badge, FarOut badge, a steel front bumper, a satin black grille, and some other extra goodies. Orders close at the end of September and deliveries start shortly thereafter.

<strong>Santa Fe Details</strong>

<img class="aligncenter size-full wp-image-177350" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/newws-8-14-4.jpg" alt="Hyundai Santa Fe" width="2500" height="1667" />

Hyundai revealed more details about its blocky new Santa Fe. The Santa Fe's wheelbase grows 50 mm and the overall length by 60mm, with a boxy roofline allowing for class-leading rear headroom and more cargo space than the previous model. Santa Fe will offer features like dual wireless phone charging pads and a UV-C sterilizer pad in the upper glove box. Other neat tricks include a grab handle on the exterior C-Pillar to help with roof-rack loading and a centre console storage bin that can be opened from the second row. Two powertrains will be offered, with a 2.5T and 1.6L turbo-based hybrid system similar to what is offered in the current Santa Fe. Expect the vehicle to arrive at dealers early next year.

<strong>Subaru partners with Leave No Trace</strong>

<img class="aligncenter size-full wp-image-177349" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/newws-8-14-3.jpg" alt="Subaru leave no trace" width="2500" height="1449" />

Subaru is partnering with Leave No Trace Canada to help further that group's conservation efforts and plant up to 10,000 trees. Subaru will be encouraging owners to take the Leave No Trace Pledge, which focuses on using the outdoors in a way that reduces environmental impacts. If an owner or other participant shares their pledge on social media, a tree will be planted.

<strong>Montreal Auto Show returns next year</strong>

<img class="aligncenter size-full wp-image-177348" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/newws-8-14-2.jpg" alt="Montreal Auto Show" width="2500" height="1667" />

The Montreal International Auto Show has announced that it will be returning from January 19 to the 28th and that it will once again take all three levels of the Palais des congrès de Montréal. Part of that return to the show's full size is thanks to the return of Ford and Lincoln, which had not participated in auto shows in Canada in 2023. High attendance at Canadian shows this year is likely behind the return and indicates that the auto show is still important to Canadian consumers.

<strong>Union negotiations underway</strong>

<img class="aligncenter size-full wp-image-177347" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/newws-8-14-1.jpg" alt="Unifor agreement talks" width="2500" height="1666" />

Unifor and Ford, GM, and Stellantis are readying for negotiations as 18,000 autoworkers look for a new contract. "Autoworkers are ready to transform Canada's auto industry, but first they need a contract that delivers the stability, fairness, and respect they are owed for the monumental task ahead," said Unifor National President Lana Payne. "These negotiations are also taking place against the backdrop of a historic affordability crisis that needs to be addressed with strong pensions, better wages, and adequate protection from the effects of transition to electric vehicle production." Negotiations traditionally start at one of the three automakers, with the agreement worked out there brought to the remaining two.

News Roundup: Ultium Home Backup, Jeep Diesels, Bigger Santa Fe, and More

2023 Alfa Romeo Stelvio

Chris D’Alessandro is a writer living in downtown Toronto. Growing up in a family of used car dealers and mechanics, he’s been immersed in car culture his entire life. A frequent contributor to VICE Canada, Chris’ screenwriting work has also won a Canadian Comedy Award. So, “hipster, wise-ass, gearhead” pretty much covers it. Follow Chris on Twitter @chrisdaless and Instagram @chrdalessandro

I live in the heart of downtown Toronto. But I love driving cars. Oxymoron.

The city hates cars. The streets belong to pedestrians, bicycles, and the TTC. The roads themselves are so filled with potholes, and so warped from the constant change in temperatures, driving down John St. feels like being on one of those sketchy carnival rides from when you were a kid — the one where, legend has it, a kid lost an arm a few years back.

One-way streets, gridlocked traffic, ever-present construction zones, and jaywalkers — Toronto is car hell.

I own a car just to be able to get out of the city. When I do road tests of new vehicles, I generally find any excuse I can to escape the shadow of the CN Tower and put the machine in an environment more conducive to a fair review.

Still, I inescapably have to spend time driving in the city — navigating the treacherous, poorly planned streets and storing vehicles in tightly wound, equally as poorly planned parking garages.

Maybe it’s because driving in the city is such a pain in the ass that car manufacturers incessantly continue to market “city cars” as a solution. Car commercials still only come in two basic flavors. Either a) “You’ll be so tough and rugged driving off-road and/or camping.” Or b) “Get ready for an exciting night out in the city (as the designated driver?) with all your friends and inexplicably empty streets.”

Both are fantasies. But what cars will actually open up the city to you? Could the tough and rugged ones actually be a better fit? And more importantly, which cars will make navigating metropolitan cities like Toronto a grueling slog?

Well, I’ve driven every type of commuter vehicle you can think of in the city and I’ve concluded there is actually both a best and worst option for “city car”.
<h3><strong>The Worst:</strong> Two-Door Sports Coupe</h3>
<img class="aligncenter size-full wp-image-176902" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/2023_Supra_30_Premium_MT_StratoshpreBlue003-1500x1000-1.jpg" alt="Toyota Supra" width="1500" height="1000" />

I love two-door sports coupes. <a href="https://www.wheels.ca/features/buying-my-teenage-dream-car-was-the-absolute-best-worst-life-decision">I own one</a>. They are my favorite cars to drive.

But I have to admit that, all things considered, they are the absolute worst cars to own and drive in the city.

You’re low to the ground and the suspension is stiff. So the roads are punishing. You simply can’t avoid every imperfection and so every five seconds you’re forced to consider the possibility that your car has just split in half.

Sports cars (the good ones, anyway) also chew gas, have clutch pedals and terrible blind spots. So traffic is annoying at best and generally nerve-wracking at worst when trying to keep an eye out for pedestrians and especially cyclists — ever hovering exactly where you can’t see them and darting in front of you when you least expect.

But perhaps worst of all is that you can’t take advantage of any of a sports car’s strengths. All that power, acceleration, and handling capability — it does you no good. When you’re downtown, you’re only as fast as every other car on the road.
<h3><strong>Bad:</strong> Full-Size Pickup or SUV</h3>
<img class="aligncenter size-full wp-image-176900" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/2021-Ram-Heavy-Duty-scaled.jpeg" alt="Ram 3500" width="2560" height="1707" />

Before you come at me with your pitchforks and tiki torches, I will say that there are actually a number of advantages to driving a full-size truck in the city.

You’re up high, so you can see all those pesky pedestrians and cyclists. You can also clear those potholes with ease. Big tires mean you never curb your rims. There’s also perhaps no better vehicle in the world to be stuck in traffic than a <a href="https://www.wheels.ca/reviews/2022-ram-1500-sport-night-g-t-review">RAM 1500</a> Big Horn. You might as well be lounging in a Texas ranch house.

But, the obvious issue, the size, is an ever-present obstacle. It’s hard to weave through traffic. It’s hard to find street parking, but underground parking is even worse. You have to hold your breath like you were passing by a graveyard as you pray you’re just an inch short of the height of the entrance to a parking garage. It looks like you’re going to hit the ceiling every time.

Also, you’re statistically a greater danger to pedestrians or cyclists. And because the city is a big swirling stew of human chaos, accidents will happen. You can’t always control that.

I know somebody is reading this right now, getting ready to furiously type a comment about how they drive a pickup in the city and they get along just fine and they eat 50 raw eggs a day and wrestle bears for fun and blah, blah, blah. But be real. A full-size truck was not designed for living its life in the city and almost every other option is a superior one for this particular job.
<h3><strong>Not great, not terrible:</strong> Luxury and Sports Sedans</h3>
<img class="aligncenter size-full wp-image-176899" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/2022_IS-500_Premium_CloudburstGray_008-scaled-1.jpg" alt="Lexus IS 500" width="2560" height="1707" />

Forever the do-no-harm option is the trusty sedan.

On the plus side, you’ve generally got enough ride comfort (an abundance in something like an 8-series BMW, but even an acceptable amount in something like a Camry XSE or Lexus IS) to handle most of what Toronto’s roads have to throw at you.

You’ve also got great visibility, comfy seats, and some good blind-spot assistance to navigate traffic and nagging cyclists.

On the downside, you’re still down fairly low, and because well-equipped sedans all have low-profile tires and fancy rims these days, you’re constantly worried about curbing a wheel. Some luxury sedans like the Lexus LS or Alpina B8 just feel <em>too</em> nice. It’s like wearing a Rolex to go rock climbing.

Driving a Taycan through downtown Toronto can certainly be a leisurely experience between the perfect interior, ride comfort, and efficiency of the all-electric powertrain. But damn, are you also constantly praying nobody bumps into your Porsche in traffic.
<h3><strong>Good:</strong> Crossover SUV</h3>
<img class="aligncenter size-full wp-image-176898" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/porsche-macan.jpg" alt="Porsche Macan" width="1920" height="1080" />

There is some truth in advertising when all those commercials show you yet another ubiquitous crossover SUV thriving in an urban environment.

For better or worse, crossovers just sort of do it all (there is after all a reason they sell so well). They’ve got the ride height to clear those potholes and wavy roads. They’re compact enough to easily park and scythe through traffic. Outside of a few unnecessarily hot models like the Alfa Romeo Stelvio Quadrafoglio, the suspension is usually overly compliant. However, even the impressively capable Porsche Macan GTS is comfy enough.

Parking is a breeze. Plus you’ve got plenty of room to toss a couple of friends in the back seat, and a cooler in the trunk full of chilled refreshments for an afternoon in Trinity Bellwoods park.

Downsides for the city? It’s nothing tangible. But the weakness to owning any crossover SUV is that you really are just another brick in the wall. And if you love cars, there is an itch that no crossover in the world can ever scratch.

If you could give a damn about cars and live in the city, then by all means go for a crossover SUV. Any crossover SUV. They are all exactly the same (except for the Alfa and Porsche, they’re special).
<h3><strong>Really good:</strong> Compacts and Hot Hatches</h3>
<img class="aligncenter wp-image-176897 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/2023-Honda-Civic-Type-R.jpg" alt="Honda Civic Type R" width="1200" height="723" />

With the exception of ground clearance, compacts, and hot hatches excel at every aspect of city driving. They encompass most of the strengths of crossover SUVs — though they’re even easier to park and exploit gaps thanks to their compact size — but they’re also fun to drive.

VW Golfs (of all trims), Hyundai Elantras, Fiat 500s, they excel in these conditions. Sure, there’s no power, but that means you can use all of the car. And because they’re cheap, you’re not ever worried about them.

Of course, if you <em>can</em> afford performance, you won’t feel buyer's remorse for a proper hot hatch like you would with a two-door sports coupe.

The GR Corolla might be the most fun I’ve ever had driving a car in the city. Unlike in a more traditional sports car, I could actually use the power and the handling prowess through Toronto’s tricky streets. The epically light clutch and rifle-bolt stick shift was actually a bonus instead of a burden, and the amenities of the hatch made living with the 300-horsepower machine a breeze.

The <a href="https://www.wheels.ca/reviews/2023-honda-civic-type-r-first-drive-review">Honda Civic Type R</a> is another great contender. Like the GR Corolla it’s a blast to drive, and while it is a little stiff for Toronto’s streets (and notably larger than the Corolla), its abundance of blind spot alerts really help to relieve stress — especially when it comes to those lawless cyclists.

Driving either the Type R or <a href="https://www.wheels.ca/features/does-the-gr-corolla-live-up-to-the-hype">GR Corolla</a> is an experience I never want to end, even when dealing with the worst of what the city can throw at me. Contrast to my Mustang GT — which, after about 30 minutes of clutching through traffic just makes me wish it would <em>stop</em>.

Learn from my mistakes. If you love driving cars and you live in a city, do not buy a V8 muscle car. Buy a hot hatch.
<h3><strong>The Best: </strong>Midsize Off-roaders</h3>
<img class="aligncenter size-full wp-image-176896" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/2021-Jeep-Wrangler-scaled.jpeg" alt="Jeep Wrangler 4xe" width="2560" height="1767" />

Full-size trucks and SUVs are just too much for the city. But midsize ones? They’re kind of <em>perfect</em>.

Sure, they’re not quite as easy to park or navigate through traffic as crossovers or compacts. And (especially when off-road ready) they’re not nearly as comfortable as a sedan.

But off-road capability really is its own form of luxury. Chunky tires, skid plates, lifted suspension — it all laughs off Toronto’s war-torn roads. Construction zone ahead? Yes please. Did I bump the curb? Don’t worry about it. Parking lot at Cherry Beach all muddy? Good. Parking garage neighbor dents? They build character.

What makes a good city car is actually just one key factor: stress reduction. And nothing reduces stress like a vehicle that’s designed to be abused.

But some off-roaders can go above and beyond. Last summer, I had what I can only describe as a perfect day in a <a href="https://www.wheels.ca/reviews/everything-you-want-to-know-about-the-2022-jeep-rubicon-392">Jeep Wrangler 392</a>. Open roof. Good tunes. And the angry scream of a HEMI V8. The city stopped being an obstacle to be overcome and instead became an adventure — something to be explored and enjoyed.

And yeah, you might look like a bit of a goof in your open-top off-road SUV amongst the sea of stern German sedans and sensible Korean compacts which flood Toronto’s streets. But the joke's on everyone else. Because you’re cool as a cucumber in the most stressful place to drive in the country.

&nbsp;

What is The Perfect City Car?

GCL 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

Continuing our theme of gigantic three-row SUVs, this week’s Base Camp entrant is a same-but-different model from a very familiar brand. Seeking to cash in on Canadian’s thirst for 7- or 8-passenger SUVs by leveraging the popular Jeep name, the <a href="https://www.wheels.ca/reviews/2021-jeep-grand-cherokee-l-summit-reserve-review">Grand Cherokee L</a> takes much of what’s known and appreciated on the stalwart Grand Cherokee and puts in all in a taffy puller, stretching it about 5 inches to benefit passenger space and cargo room.

Keeping with tradition, the base Trim is called Laredo, a moniker which has been around since the brand’s early days. This $58,740 SUV comes standard with a 3.6L Pentastar V6 engine, one which makes 293 horsepower and has been installed in variants of just about everything Jeep and its related brands have built in the last ten years. This grunt is fed to the earth via an 8-speed automatic transmission and a Quadra-Trac I full-time single-speed 4WD system. For the uninitiated, this is Jeep’s basic 4x4 setup which doesn’t have some of the brand’s legendary off-road features like an electronic locking rear differential but is amply capable for the vast majority of Canadian buyers seeking a machine that’s sure-footed in winter.

Anyone with eagle eyes will be able to tell the difference between a Laredo and next-rung Altitude. The Laredo gets exterior goodies like body-coloured door handles, a roof rack with chrome brightwork, 18-inch wheels, and power side mirrors; dead giveaways it is the base model are a lack of LED foglamps, snazzy wheel design, and a smattering of gloss black trim details. All five colour choices are the same, however, with Silver Zynith (and its creative spelling) being the pick of the ones offered as no-charge options.

<img class="aligncenter size-full wp-image-174881" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/GCL-int.jpeg" alt="jeep grand cherokee l" width="1800" height="1033" />

Inside, know that USB ports are the new cupholders, with an arms race developing between manufacturers of three-row SUVs to see who can pack the most into their vehicles. All trims of the GCL have an even dozen of the things but a wireless charging pad is reserved for options packages or the next-up Altitude. Some customers will welcome the Laredo as the only GCL trim with cloth seats, heated up front and delivered as buckets in the middle row. Tech includes Jeep’s dandy 10.25-inch full-colour digital gauge cluster ahead of the driver and an 8.4-inch infotainment screen in the centre stack. Typical safety gear like lane management and forward collision warning tools are standard.

<strong>What We'd Choose</strong>

An extra four grand grants access to the Altitude trim, a sum which is not exactly peanuts but does add features such as a power liftgate, remote start, interior ambient lighting, and – perhaps most critically for the peanut gallery – heated seats in the second row. Note that satellite radio is absent on the Laredo as is the new (and excellent) 10.1-inch infotainment touchscreen.

Taken as a whole, the Altitude seems like the better deal in terms of equipment, providing many features shoppers expect in this price bracket. Depending on budget – and excepting any delusions of off-road grandeur – that trim could be the pick of the lot. Finally, if you’re wondering, the Grand Cherokee L starts roughly $2,000 higher than its shorter non-L brother when comparing equivalent trims. With that in mind, if one doesn’t truly need that third row, pop for the regular Grand Cherokee in Altitude trim, bag its good features, and save a couple of grand in the process.

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What is The Perfect City Car?

Base Camp: 2023 Jeep Grand Cherokee L