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

2023 Nissan Murano_front 3-4 profile

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

So, what’s new with the 2023 Nissan Murano?

Well, there’s a new Nissan badge, which has been deployed throughout the Murano’s cabin and exterior. That’s it.

I’m not trying to be funny here – I scoured the press kit Nissan Canada issued for the mid-size Murano SUV and the badge is the only new item mentioned for 2023.

Now, to be fair, the current third-gen Nissan Murano has been on the road since 2015, and once a car turns eight years old, its lifecycle is almost done. Nissan has yet to confirm, but the introduction of an all-new Murano happening sometime this year feels like a safe bet.

<img class="aligncenter size-full wp-image-174668" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/2023-Nissan-Murano_side-profile-scaled.jpg" alt="2023 Nissan Murano" width="2560" height="1920" />

At any rate, the Murano’s last major update, which brought new front and rear fascias, along with new seating and interior trim materials, was rolled out in 2019. Since then, it has received some content updates, such as the addition of more active safety features (emergency front braking with pedestrian detection, rear automatic braking, blind spot warning, lane departure warning and more), which are packaged together under Nissan’s Safety Shield 360 banner. This equipment is standard across the Murano range.

So, with its context established, let’s dive into the 2023 Nissan Murano.

Built on Nissan’s D platform, which also underpins the <a href="https://www.wheels.ca/vehicle-reviews/2020-nissan-altima-vs-2020-nissan-murano-whats-the-better-road-trip-vehicle">Altima</a> and Maxima sedans, the Murano is a two-row, five-passenger crossover that slots between the Rogue and Pathfinder. All Muranos are powered by a 3.5-litre double overhead cam V6 engine that produces 260 horsepower and 240 lb-ft. of torque, which is mated to a continuously variable transmission (CVT) and standard all-wheel drive.

Five trims are available for the Canadian market: S, SV, SL, Midnight Edition, and Platinum. Pricing ranges from $37,498 for the base S up to $48,098 for the range-topping Platinum.

For this review, Nissan Canada set me up with a Platinum tester finished in Super Black with a Mocha semi-aniline leather-trimmed interior.

<img class="aligncenter size-full wp-image-174661" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/2023-Nissan-Murano_dashboard-centre-console-1-scaled.jpg" alt="2023 Nissan Murano" width="2560" height="1920" />

No option boxes are checked for my test vehicle, but the Platinum grade comes with a lengthy list of standard equipment. Key features include 20-inch Dark Hyper Silver wheels, heated and cooled front seats, heated steering wheel, heated rear (outboard) seats, Bose Premium audio with 11 speakers and dual subwoofers, wired Apple CarPlay and Android Auto, and a lot more.

To these eyes, the Murano has aged gracefully, especially on the outside. While Nissan’s design language has evolved since its arrival, the Murano’s sleek surfaces, which feature running creases, bulging haunches, and a multitude of shapes, looks as unconventional now as they did nearly a decade ago.

Simply put, most mainstream SUVs possess barely an ounce of the Murano’s elegance. Its updated V-motion grille, wedge-shaped LED daytime runners, 20-inch wheels, chrome window trim and door handles give the car a tasteful bejeweled look that makes it appear more premium than its Nissan badge would suggest.

<img class="aligncenter size-full wp-image-174662" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/2023-Nissan-Murano_multimedia-display-scaled.jpg" alt="2023 Nissan Murano" width="2560" height="1920" />

The march of time is more visible in the Murano’s cabin, however, which lacks Nissan’s current design language and a few missing features. Prominent examples of the latter include Pro Pilot Assist, Nissan’s driver aid feature, wireless Apple CarPlay and Android Auto, and a wireless mobile phone charge pad.

Beyond missing features, the Murano’s cabin, while quite comfortable and well-appointed, looks old, with its chunky steering wheel, spindly gear shift lever, and some cheap-looking plastic trim panels. Its small 8-inch infotainment touchscreen looks especially dated with a graphical interface that appears grainy and low-res.

With that said, the Murano cabin is quite comfortable and user-friendly. The semi-aniline leather seats look and feel great, and the 10-way power driver’s seat offers good support and articulation. The cabin is also replete with physical knobs, buttons and switches that are within easy reach and produce minimal distraction.

Given that, my wish for the cabin of the next Murano is not a total overhaul, but modernization. Redesign the dash and centre console, replace the analogue instrument cluster and small infotainment display, and improve the underlying tech that powers everything, but keep the current design logic. And the physical buttons.

On the utility front, the Murano offers a good amount of passenger space and a maximum cargo rating of 1,841 litres (65 cubic feet) with the second-row seatbacks folded flat. Despite having standard all-wheel drive, the Murano is primarily a pavement vehicle, and its light max tow rating of 1,500 pounds (680 kg) is reflective of that reality.

<img class="aligncenter size-full wp-image-174666" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/2023-Nissan-Murano_cargo-area-scaled.jpg" alt="2023 Nissan Murano" width="2560" height="1920" />

Despite its utility shortcomings, the Nissan Murano is a pleasant vehicle to drive. Its 3.5-litre V6 offers good, if not neck-snapping performance, both off-the-line and at speed. Peak horsepower (260) arrives relatively late at 6,000 rpm, but its 240 lb-ft. of torque is more easily accessible at 4,400 rpm, which ensures merging and passing maneuvers can be accomplished with relative ease. While I’m generally not a fan of CVTs, the one Nissan has deployed in the Murano is largely free of the noisy, rubber-banding qualities I’ve experienced in other cars, including other Nissans.

In terms of ride quality and road manners, the Murano’s suspension tuning lands in the broad middle between soft and harsh, and it generally does a good job of absorbing all but the worst potholes and most broken and cracked road surfaces. As for general handling, the Murano feels secure and planted with steering that’s responsive and in line with others in its competitive set. The cabin also seems well-insulated with tire and wind noise kept to a low volume.

Overall, the Nissan Murano has aged gracefully, and while it is a bit dated in terms of interior styling, technology, and available features, it still presents a solid value proposition for seeking a mid-size SUV with V6 power and a lot of standard content.

It will be interesting to see how Nissan reinvents this two-decade-old nameplate for a fourth generation because the current model has set a high bar.
<h3>2023 Nissan Murano Platinum AWD</h3>
BODY STYLE: mid-size SUV
DRIVE METHOD: Front-engine, all-wheel drive, CVT
ENGINE: 3.5-litre DOHC V6 (260 hp / 240 lb-ft.)
FUEL ECONOMY: (Regular 87) 12.0 / 8.5 / 10.4 L / 100 km (city / highway / combined)
CARGO VOLUME: 1,841 / 881 litres (65 / 31 cu ft.) (behind first / second row)
MAXIMUM TOWING: 1,500 pounds (680 kg)
PRICE: $50,018, incl. freight, excl. taxes
WEBSITE: <a href="http://www.nissan.ca">www.nissan.ca</a>

2023 Nissan Murano Platinum Review

The Q4 can is available with Matrix LED headlights (shown).

2022 Audi Q4 Sportback e-tron_front 3-4 profile

When it comes to electric vehicles, the future, as the saying goes, is now. Audi is certainly a believer in that notion as it currently offers three pure electrics, e-tron SUV (will become the <a href="https://www.wheels.ca/reviews/2024-audi-q8-e-tron-first-drive-review">Q8 e-tron</a> in 2023), Q4 e-tron SUV and e-tron GT sport sedan, with more to come. The focus here is the Audi Q4 Sportback e-tron, a compact SUV unveiled in production form in Spring 2021. It went on sale as a 2022 model about one year ago.

Built on the Volkswagen Group’s MEB architecture for electric vehicles, the Q4 shares some components with the <a href="https://www.wheels.ca/reviews/2022-volkswagen-id-4-review">Volkswagen ID.4</a> compact crossover, has similar dimensions, and is built in the same plant in Zwickau, Germany.

As is the case with other Audi SUVs, two Q4 body styles are available: SUV and Sportback. Both versions are 50 trim which means they’re outfitted with a standard 82 kWh lithium-ion battery that’s paired with two electric motors, one located at each axle. Power output is 295 horsepower and 339 lb-ft. of torque, with a 0-100 km/h time of 6.1 seconds.

In terms of charging, Audi says the Q4’s battery can charge up from five to 80 percent in about 36 minutes on a DC fast charger. According to official federal government ratings from NRCan, Q4 range is 388 kilometres, but that number will vary based on factors including driving style.

<img class="aligncenter size-full wp-image-173858" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/2022-Audi-Q4-Sportback-e-tron_side-profile.jpg" alt="2022 Audi q4 sportback e tron" width="1920" height="1080" />

A two-row, five-passenger SUV, the Q4 slots in between the Q3 and Q5 in terms of size, with a maximum cargo volume of 1,541 litres with the 40/20/40 rear seatbacks folded down, and 535 litres when they’re upright.

On the content side, the Q4 comes well equipped out of the box, with a slew of premium amenities such as standard leather seating, heated front seats, panoramic moonroof, two rear seat USB-C charge ports and more. As for tech features, they include an 11.6-inch configurable virtual cockpit instrument cluster display, a 10.1-inch multimedia interface (MMI) touchscreen, and an available head-up display with augmented reality (AR) that displays road sign data, navigation directions and other items.

On the outside, the Q4 comes with standard LED headlights (Matrix LEDs are available), LED taillights and LED daytime running lights, along with 19-inch wheels (multiple 20-inch designs are available), power tailgate, S Line exterior bumpers and badging and more.

<img class="aligncenter size-full wp-image-173863" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/IMG_E6910.jpg" alt="2022 Audi q4 sportback e tron" width="1920" height="1080" />

For the purposes of this review, Audi Canada loaned me a Sportback tester finished in Mythos black metallic ($890 paint charge) that’s outfitted with some extras. The Tech package ($1,600) includes items such as a SONOS premium sound system, Matrix LED headlights, driver’s seat with memory function and more. A notable stand-alone option is a set of 20-inch 5-V-Spoke wheels ($1,000).

The Q4 Sportback e-tron really presents well, and while I’m not a fan of black cars as they tend to flatten and obscure interesting design details, I think it works here as it offsets the abundance of chrome and silver trim nicely.

The Q4 has an electric car look, thanks to a sophisticated Singleframe grille, Matrix LED headlights and bigger 20-inch wheels, but it’s not too over the top. Compared to its Q3 and Q5 siblings, the Q4 looks the most contemporary, but it’s high-tech, futuristic aesthetic isn’t overwrought or intimidating. It just looks like the evolution of the SUV.

<img class="aligncenter size-full wp-image-173867" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/IMG_E6982.jpg" alt="2022 Audi q4 sportback e tron" width="1920" height="1080" />

Same goes for the cabin, except for the hexagonal-shaped steering wheel, which has a strong concept car appearance. I adjusted to it quickly, but yes, it’s a little out of the ordinary. One of the aspects I like about EVs in general, is the centre console-dashboard layouts are moving towards fewer buttons, switches, and other things to fiddle with.

This may be due to an electric powertrain, but it also a conscious choice from the manufacturers – less is more. And that’s very much the case with the Q4. Apart from climate controls, which are still on hard keys (bless you, Audi), drive select and the digital screens, there’s not much to distract here. You just notch the gear selector into D (or B) and go. This is a design philosophy that I can get behind.

As for the drive, the Q4 Sportback e-tron delivers a similar experience I’ve had in other EVs, which is quite pleasant overall. Acceleration is quite rapid if the accelerator is mashed hard but applying gradual throttle pressure also produces a good amount of thrust, certainly enough for everyday driving conditions.

<img class="aligncenter size-full wp-image-173865" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/IMG_E6976.jpg" alt="2022 Audi q4 sportback e tron" width="1920" height="1080" />

The drive select button, which has settings that range from Eco to Dynamic, does alter the driving character to a degree, but the concept of drive modes feels less vital to the experience than they do in an ICE vehicle, in my view. The difference between D and B is noticeable, however, as the latter applies much greater regenerative braking force than the former. I used B for much of my test period, as I found the extra braking force to be helpful in the cut and thrust of everyday driving.

The ride, of course, is whisper quiet, with some whirring of motors and wind noise is discernable if one pays close attention. Suspension tuning feels neither too soft nor too firm but is well balanced between the two. That, combined with thicker sidewall Bridgestone Alenza tires makes for a smoother ride.

<img class="aligncenter size-full wp-image-173861" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/IMG_E6870.jpg" alt="2022 Audi q4 sportback e tron" width="1920" height="1080" />

My charging experience was drama free. I used Flo and Electrify Canada fast chargers during my test, and it took about 40-ish minutes on each occasion to go from low-20s state of charge to near full, which seems reasonable. Of note, the Q4 comes with complimentary access to the Electrify Canada charging network (owned and operated by Volkswagen Group Canada) for four years or 1,400 kWh.

Overall, I come away impressed with the Q4 Sportback e-tron. The only negatives that stand out in my mind are less rearward visibility due to its sloping roofline and an interior that could use extra styling pizzazz. It’s a handsome premium offering that’s packed with technology, with good range and solid performance for a competitive price, plus free fast charging for four years.

The premium compact segment figures to be just as competitive for EVs as it is with ICE cars, and the Q4 is well positioned to win a good chunk of that business for Audi.
<h3>2022 Audi Q4 Sportback e-tron</h3>
BODY STYLE: premium compact SUV
DRIVE METHOD: dual-motor, all-wheel drive
ENGINE: 82 kWh battery (295 hp / 339 lb-ft. combined)
FUEL ECONOMY: 2.4 / 2.6 / 2.5 Lₑ / 100 km city / highway / combined
CARGO VOLUME: 1,541 / 535 litres (54.4 / 18.9 cu ft.) (behind first / second row)
PRICE: $67,600 base / $76,440, as tested, incl. freight, excl. taxes
WEBSITE: <a href="http://www.audi.ca">www.audi.ca</a>

2022 Audi Q4 Sportback e-tron Review

2022 chevrolet bolt main

It’s honestly too bad that the Chevrolet Bolt EV was hit hard with a safety recall targeting its battery. For over a year, Chevrolet stopped production and sales of its popular electric runabout due to a risk of batteries catching fire while charging. And the worst part is, none of it was GM’s fault, but rather its battery supplier, LG Chem. The problem even stretched over to the Hyundai Kona Electric.

I say this because, from a reliability standpoint, the humble Bolt EV was on a solid streak if it hadn’t been for that dreaded recall. Ask Bolt owners what they think of their car, and chances are they’ll tell you they absolutely love it.

As a matter of fact, stories of Bolts stacking well over 300,000 km on their original battery with very few repairs are frequent.

GM has since worked out the battery problems and the lovely Bolt is finally back in production. This finally allows me to sample the midcycle update Chevrolet gave the car for the 2022 model year. I was literally on my way to the Chevrolet press office to book the Bolt EV press car last year when I received a phone call from my local spokesperson telling me that the cars would be grounded until further notice. A year later, I can finally take one of my favorite electric cars out for another spin.

New Face and a Much-Needed Interior

The update mostly affects the Bolt’s design, interior, and technology. The new car looks a lot more futuristic than before. It does look frankly cool if it wasn’t for its narrow, upright stance. The Bolt was always meant to be an urban sub-compact, and it's still very much that.

<img class="aligncenter size-full wp-image-173835" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/Guillaume-Fournier-Photographe-GFV_3345.jpg" alt="2022 chevrolet bolt ev" width="2080" height="1387" />

But it’s inside that this EV makes huge improvements. The old Bolt was plagued with a plastic-tastic interior, hard uncomfortable seats, and not much in the way of equipment. Chevrolet addressed this by completely overhauling the dashboard design, but also by including better materials. It all looks a lot more upscale and mature now. The 10.2-inch infotainment screen is the same size as before, but it features an updated interface that’s now quicker to react, easier to operate, and more in tune with today’s connectivity realities.

<img class="aligncenter size-full wp-image-173838" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/Guillaume-Fournier-Photographe-GFV_3351.jpg" alt="2022 chevrolet bolt ev" width="2080" height="1387" />

<img class="aligncenter size-full wp-image-173840" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/Guillaume-Fournier-Photographe-GFV_3353.jpg" alt="2022 chevrolet bolt ev" width="2080" height="1387" />

The entire center stack was also overhauled, with HVAC controls now placed underneath the infotainment screen in a piano configuration of hard buttons. There’s now a better-integrated cell-phone storage compartment with available USB connections. Gone is the old physical shift lever. It’s been replaced by buttons on the center console which makes a lot more sense for an electric car. Chevrolet also added a one-pedal driving button for easier comprehension from first-time EV owners. Yes, the Bolt still retains its steering wheel-mounted paddle to modulate regenerative braking to your liking.

But perhaps where this car improves the most is in the general comfort and support of its seats. The Bolt isn’t the penalty box it once was for long drives. It’s now pleasantly comfortable, especially for larger frames like yours truly. And the amount of available space in a Bolt continues to impress given its small size.

Tried and Proven Drivetrain at an Attainable Price

Underneath the new sheetmetal hides the same tried and proven electric drivetrain we know from this nameplate. A 288-cell, liquid-cooled lithium-ion battery back lies underneath the floor. With a 66.0-kWh capacity, it propels one electric motor installed on the front axle. It’s good for an output of 150 kW or the equivalent of 200 horsepower and 266 lb-ft of torque. Range hasn’t changed but it is still competitive at a healthy 417 km as per Natural Resources Canada.

Perhaps where the Bolt EV could have improved, is in its fast-charging abilities. The poor old thing is still limited to 55 kW in a world where 150+ is now common.

One area where we’re not complaining is in this car’s pricing strategy. The Bolt EV is hands down the EV deal now with a starting price of $38,198 before freight and dealer charges. It’s an absolute bargain, especially when you factor in the available incentives. If you live in Quebec where you’ll get $12,000 off the purchase of a new EV, the Bolt comes out to about the same price as a Honda Civic.

Still Immensely Fun to Drive

I had the Bolt EV during a cool November week where temperatures ranged between 0 and 5 degrees Celsius. When I unplugged the car from my 240V level 2 home charger after pre-heating its cabin, the onboard computer told me I had 386 km of range at my disposal.

However, after driving the car during a 300-km round trip from the Eastern Townships to Montreal that consisted mostly of highway driving (not an ideal scenario for an electric car), I recorded a consumption average of 19.6 kWh/100 km.

<img class="aligncenter size-full wp-image-173833" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/Guillaume-Fournier-Photographe-GFV_3335.jpg" alt="2022 chevrolet bolt ev" width="2080" height="1387" />

This translates to an average real-world range of 337 km. Considering that the Bolt EV is riding on 6-year-old battery technology, I’d say those numbers aren’t that bad. It may not be an efficiency queen like a <a href="https://www.wheels.ca/vehicle-reviews/why-i-love-my-vehicle-2022-tesla-model-3-long-range-awd">Tesla Model 3</a>, but it gets the job done and, perhaps more importantly, costs tens of thousands of dollars less.

But where the Bolt continues to impress me, is its ability to perform like a genuine hot hatchback. Acceleration from 0-100 km/h is done in a brisk 6.7 seconds, or about the same as a <a href="https://www.wheels.ca/vehicle-reviews/review-2022-honda-civic-si">Honda Civic Si</a>. Sure, you’re not hearing an engine hit redline nor are you rowing through the gears, but the instant surge of that electric motor is just as fun.

The Bolt may be small, but it’s quite the athlete in the corners. There’s a supremely solid feel from this chassis where no squeaks or cabin noises are heard when driving over rough tarmac. Its suspension just takes it all in, creating a pleasant feeling of heft and quality not many cars of this stature can convey.

<img class="aligncenter size-full wp-image-173832" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/Guillaume-Fournier-Photographe-GFV_3333.jpg" alt="2022 chevrolet bolt ev" width="2080" height="1387" />

Enter a corner quickly with the Bolt, and all one needs to do is release the throttle pedal for quick deceleration. The car always feels well planted to the ground thanks to that battery. Punch the throttle when exiting that corner, and the little brat simply scoots ahead with zero hesitation. Want a bit more action while doing that? Remove traction control and hold on tight to that steering wheel, because this Chevy will do burnouts.

Look, the Chevrolet Bolt EV is hands down one of my favorite electric cars currently on sale simply because it’s so affordable, so darn fun to drive, and still properly efficient.

What’s also rather alarming about its presence in the automotive landscape is that some carmakers (I’m looking at you Honda, Toyota, Mazda, Subaru, and Stellantis) are still babbling away about how it’s not the right time to release a mass-market EV.

Meanwhile, here we are with a six-year-old subcompact electric car that costs about the same price as a gasoline-fed compact sedan and that’s selling at 30,000 units per year in the US and Canada combined. And don’t get me started on Tesla that’s selling more than 1 million electric cars worldwide each year.

While some carmakers are still denying mass EV adoption, others, like GM, are paving the way for what’s coming next. If the old Bolt is still this good, I can’t wait to see what the General is preparing with its next generation of Ultium-powered cars.

&nbsp;
<h3>2022 Chevrolet Bolt EV</h3>
BODY STYLE: Five-door hatchback

CONFIGURATION: Front-engine, front-wheel drive

ENGINE: 66.0 kWh liquid-cooled lithium-ion battery powering one electric motor installed on the front axle (200 hp @ 4,750 rpm / 266 lb-ft @ 0 rpm).

TRANSMISSION: Single-speed direct drive

ENERGY CONSUMPTION: 16.5 kWh/100 km (city) / 19.4 kWh/100 (highway) / 17.7 kWh/100 km (combined).

OBSERVED ENERGY CONSUMPTION: 19.6 kWh/100 km

CARGO CAPACITY 470 liters (1,614 liters total)

PRICE: $39,088 (as tested)

WEBSITE: <a href="https://www.chevrolet.ca/en">Chevrolet</a>

2022 Chevrolet Bolt EV Review

22 mercedes cls 53 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 Mercedes-Benz CLS is big on size and big on style. It takes more than that to make a car, though, even if it is aimed at fashion-forward buyers. Because style fades by the first mid-cycle refresh, though, substance must endure.

There's no denying the style of the CLS, of course. It's a four-door coupe with an aggressive AMG Panamericana grille and an athletic nose. Which is backed by a tight tail and subtle lip spoiler. It's the kind of design that looks like it's racing forward even when it is standing still.

Picking the AMG model adds the side sill panels and a rear diffuser as well as that slatted grille. This is an Edition 429 car, which adds jet-black accents to the skirts, mirror housings, and side window surrounds. It includes the car's 20-inch black split five-spoke wheels with a delightfully cheeky chrome lip and matte black badges. It also includes the car's big twin exhaust tips finished in black chrome.

The car is also equipped with the Carbon Fibre package as Mercedes rolled through the options. This pack uses the lightweight material to make the mirror caps and the rear spoiler.

Under the hood is the AMG-tweaked version of the Mercedes-Benz 3.0-litre inline-six. A smooth delight, this engine has 429 hp and 384 lb-ft of torque.

That's not enough, though, said Benz, and so the engine is boosted by the Mercedes EQ Boost 48V starter-generator function that uses two methods to increase performance.

<img class="aligncenter size-full wp-image-172838" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/2022-mercedes-cls-side.jpg" alt="2022 Mercedes CLS" width="2500" height="1873" />

First, it uses an auxiliary electric compressor that squeezes air into the engine for the few moments before the turbocharger can spool. This gives you more boost more quickly and is the reason for the car's knife-sharp throttle response.

As soon as you even think about pressing the accelerator, this electric compressor is up and running. The result is responsiveness that even naturally aspirated engines have trouble matching.

The second performance boost comes directly from the big starter generator. It can add 21 hp of electric assist, along with 184 lb-ft of torque. The former doesn't sound like much, but the latter arrives immediately.

<img class="aligncenter size-full wp-image-172836" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/22-mercedes-cls-53-engine.jpg" alt="2022 Mercedes CLS" width="2500" height="1873" />

Instant torque from the starter gives you an acceleration boost. It also fires up the engine in an instant when it's shut off at a stop, moving you forward at the same time. The result is a start-stop function that is as natural as a full hybrid and not the afterthought it so often feels like.

While it's impressively responsive, it lacks the visceral feel we expect from even lower-spec AMG models like this. It feels slow to accelerate for a car with this much power - even if it responds immediately - and no matter the mode the adaptive exhaust doesn't ever get loud.

We expect an AMG model in Race mode to be a bit of a handful, or at least loud enough to annoy a neighbour or two. This isn't that.

Inside, this Mercedes-Benz has style to match the bodywork. Yes, it looks like every other Mercedes of this generation, but I consider that a big plus. The brand's use of wide expanses of trim - here it's carbon fibre but you can get eight other finishes including open-pore wood - and leather makes for a cozy and inviting place to sit for driver and front passenger.

Letting you know you're in a big Merc, this CLS has four centre vents. A lesser model only gets three. Another cool touch.

<img class="aligncenter size-full wp-image-172834" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/22-mercedes-amg-cls-seats.jpg" alt="2022 Mercedes CLS" width="2500" height="1873" />

Bengal red leather seats are AMG-specific, meaning they're sports seats with AMG upholstery. The AMG 53 model also includes the AMG Performance steering wheel which is a delight all on its own.

The Dinamica microfibre grip of the wheel feels soft, warm, and satisfying, but the AMG wheel has some tech tricks too. The dials under the wheel to the left and right control have screens within to give you function and customization. The dial on the right controls and displays your drive mode. The one on your left can do two functions at once, and you can choose which two. I had one set to the surround-view cameras and the other to the exhaust noise level, but there are several to pick from.

Other CLS choice features include a particularly good massage seat and Surface Heating. The latter warms your armrests and not just the seats and steering wheel. It's really nice in the cold.

Front seat room is good, rear seat space is ok, and the same goes for the trunk. The rear seat and trunk are both sacrificed somewhat for style, with the low roof and rear deck height, so this isn't exactly a surprise.

So far, this car is coming across as a big boulevardier. A Grand Tourer rather than a sports sedan. The AMG Ride Control+ suspension contributes to that. It's a multi-chamber air suspension backed by "particularly sporty" springs and dampers. The continuously adjustable system can deliver great body control and a wonderful ride, but the constant lateral cracks of Southern Ontario highways are too much for it.

<img class="aligncenter size-full wp-image-172835" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/22-mercedes-cls-53-dash.jpg" alt="2022 Mercedes CLS" width="2500" height="1873" />

On these roads, the ultra-low-profile tires are clearly unhappy. If you're looking to drive this car like the GT it is, maybe stick with the 19s. Unless you live somewhere with less frost heaving. Fashion comes with a price, it seems.

A sleek and high-performance tourer, the Mercedes-Benz CLS is a delight to sit in and a great ride to be seen in. Canadian buyers can also enjoy the fact that this AMG 53 model isn't sold south of the border so it's a little more exclusive. If only it felt a little bit more AMG when it came time to smash the loud pedal.

2022 Mercedes-Benz AMG CLS 53

BODY STYLE: Four-door, five-passenger sedan

CONFIGURATION: Front-engine, all-wheel drive

ENGINES: 3.0-litre turbocharged inline 6-cylinder with EQ Boost; Power: 429 hp @ 6,100 r.p.m.; Torque: 384 lb-ft @ 1,800-5,800 r.p.m.

TRANSMISSION: Nine-speed automatic

CARGO CAPACITY: 405 litres

FUEL ECONOMY: (premium gasoline in L/100 km) 11.6 city; 8.8 highway

PRICE: $99,900 Base. $118,750 As Tested includes $1,900 AMG Driver's Package $900 AMG Track Package $2,500 Edition 429 $3,000 Intelligent Drive Package $4,800 Premium Package, $250 Illuminated Door Sills $2,500 AMG Carbon Fibre Trim $1,500 Black Dinamica Headliner $1,500 Head Up Display.

2022 Mercedes-AMG CLS 53 Review

wrx vs wrx main image

It has bulky plastic fender flares, a CVT, the engine from a three-row crossover, and just six horses more than the car made a decade ago. Can the 2022 Subaru WRX really stand up to the legends that wear its name? We've brought a widebody WRX hatch from 2012 along to find out.

Let's start with the latest WRX. Built on Subaru's latest and greatest platform, it's an impressively rigid place to start. To those bones, Subaru adds what it calls a "track-tuned" suspension, which is a bit of an odd choice for what has always been a rally car. It still has Subaru's typical long travel for those dampers, of course, but it's a big change.

Under the hood is a version of the company's 2.4L boxer four. The turbocharged engine makes 271 hp and it makes 258 lb-ft of torque. Importantly, it makes all of that torque from 2,000 all the way to 5,200 rpm. Thankfully, Subaru has made sure that the car has a manual transmission standard. The alternative is a CVT, optimistically called "Subaru Performance Transmission."

<img class="aligncenter size-full wp-image-172691" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/wrxsquared-20-of-33.jpg" alt="Subaru WRX" width="2500" height="1667" />

<img class="aligncenter size-full wp-image-172686" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/wrxsquared-1-of-33.jpg" alt="Subaru WRX" width="2500" height="1667" />

The chassis and engine are a massive change versus the WRX of 10 years ago. The old one is based on the 2008 Impreza and by modern standards is the structural equivalent of microwave-reheated poutine. Everything is a bit of a mess, though you can still tell it would have been pretty tasty when it was fresh. Still, the flared fenders and hatchback body look wonderful, the only thing missing is gold wheels.

Under the gaping hood scoop of the old car is Subaru's EJ255 engine. Used in the WRX for years, it makes 265 hp and 244 lb-ft of torque, and has a lovely reputation for cracking the ring lands in cylinder four.

A little bit about this 2012 WRX, which is my own car. Bought just a few months ago, a summer of injuries and a notoriously stiff clutch mean that my first time getting to really drive it was for this test. So while the 140,000 km (never been vaped in) two-owner car is mine, I don't have a long-held attachment to it.

Some housekeeping as well, going forward I'm going to mostly use Subaru's chassis codes. 2012 is the GR WRX, 2022 is the VB WRX. Hopefully that makes it easier.
<h3>Powertrain</h3>
Turning a key feels archaic in 2022, but with that simple twist the GR WRX comes to life with a gentle burble from the exhaust. Or an irritating drone, depending on your feelings about Subaru's boxer engines.

The VB fires with the push of a button, and comes with a much louder exhaust note. It's a bit much, frankly, especially when you're loping around the subdivision at 2,000 rpm. The drone is less than pleasant, though it sounds much better at speed.

Finding reverse in the mess that is the GR's shift gate is always a challenge. Finding any gear can be tough, and while it's an aftermarket upgrade away from improvement, that's not what this is about. The 2022's gearshift is much more precise and a lot more enjoyable to use. Or at least I didn't end up in the wrong gear, stalling out instead of backing up.

<img class="aligncenter size-full wp-image-172690" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/wrxsquared-33-of-33.jpg" alt="Subaru WRX" width="2500" height="1667" />

<img class="aligncenter size-full wp-image-172704" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/wrxsquared-18-of-33.jpg" alt="Subaru WRX" width="2500" height="1667" />

The new engine is a wonder against the old. The GR's 2.5L turbo is miserable below 2,500 rpm no matter the gear. Bucking and bogging, I end up in third or even second gear at 50 km/h to avoid it. The new 2.4 is fine down to 2,000 rpm, and while it's not quite happy under that, it doesn't feel like it's about to revolt because you're not wringing its neck.

But that's part of the character of the old 2.5, and it's a big part of the drive. Like how the 2.5 will run happily all the way to a 6,500 rpm redline, scrambling and doing its best impersonation of a light aircraft all the way.

Combine that with the short ratios of the VB's six-speed and you have two very different powertrains. The GR's 2.5 might not like dropping below 2,500 rpm, but its five long gears let you really wind out each cog. Second gear especially (to keep things under the limit) lets you feel the turbo torque launch you forward, relieved by a satisfying squish from the wastegate when you finally shift gears. The 2022's 2.4, in comparison revs to just 6,000 rpm. You're constantly swapping cogs to keep the car moving, making the new car feel much more frantic. It's a mood in town, but it is a lot of fun on a twisty back road.
<h3>Ride and Handling</h3>
It's clear both cars had their suspensions tuned by teams using the same playbook. Long travel but stiff damping lets both eat up bumps in the usual Subaru way. The older car has much more body roll, and the extra chassis flex before the suspension can get to work is obvious. It rattles a lot more, too, but that's not a surprise. The newer car is much more punishing on bad pavement, though at least a little bit of that can be marked down to the thin sidewalls on the 18-inch wheel and tire package. The old car has a bit more cushion from its 17s.

Steering and brakes are both worlds apart. The GR WRX, the older one, has old-fashioned hydraulic power steering, but it's extremely overboosted. No feel on centre, though the front tires still respond instantly to your commands. It's vague (through the wheel) and darty (through the tires) at the same time. When you really start to hustle, it grows more reassuring, but there's always that uneasy feeling around the middle mark.

<img class="aligncenter size-full wp-image-172696" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/wrxsquared-26-of-33.jpg" alt="Subaru WRX" width="2500" height="1667" />

<img class="aligncenter size-full wp-image-172712" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/wrxsquared-11-of-33.jpg" alt="Subaru WRX" width="2500" height="1667" />

The new car might have a more artificial feel thanks to its electric power assist, but there is nothing vague about it. The movement and feel at the wheel matches what's happening at the rubber. Since you don't need to learn to trust it - faith is immediate - it's a better and easier drive.

Likewise the brakes, which feel firm and confident even with repeated stops. The GR WRX's brakes are soft and spongy, requiring loads of pedal travel to build pressure. Enough that while I had them checked out recently I might be headed back to the shop to be sure.
<h3>Features (dog fur not included)</h3>
I'm going to skip over most of the cabin. The 2012 WRX feels like an economy car from 2008 because that's what it is. It does have Bluetooth, though it doesn't work well, and an aux jack. The new car has a screen bigger than an iPad, which didn't exist yet when the old model arrived at dealers. It also has suede bucket seats that are a bit too heavily bolstered for me. The leather chairs of the old car are a bit more comfortable, though that could be from a decade of butts in seats.

<img class="aligncenter size-full wp-image-172682" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/2012-subaru-wrx-interior.jpg" alt="Subaru WRX" width="2500" height="1667" />

<img class="aligncenter size-full wp-image-172684" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/2022-subaru-wrx-interior.jpg" alt="Subaru WRX" width="2500" height="1667" />

The 2012 is also full of a mix of Husky (previous owner) and Dalmatian (mine) fur, which will likely never come out of the black carpet. The 2022 model is conspicuously lacking in dog hair. Plus the old car is a hatch, and that's worth about 100 points in any comparison.
<h3>Verdict</h3>
So after firing both of these rally missiles down one of my favourite long loops of back road, is the older car better than the new? I love revving out the engine and the squishy way the car responds to the steering, but the low-rev behaviour of the new car, its much better gearshift, and steering that does exactly what you ask are all extremely appealing.

Though forums might cry otherwise, the 2022 Subaru WRX, plastic cladding and all, is very much still a WRX. Enough that you shouldn't be surprised if you see a 2012 WRX in World Rally Blue with a for sale sign in the windshield and a space for a 2022 in my driveway.

2012 Subaru WRX

BODY STYLE: five door hatchback
DRIVE METHOD: front-engine, all-wheel-drive, five-speed manual
ENGINE: 2.5-litre turbocharged flat-four; 265 hp @ 6,000 rpm, 244 lb-ft @ 4,000 rpm
FUEL ECONOMY: (Premium 91+) 11.1 / 8.0 L/100 km city / highway
CARGO VOLUME: 538 litres behind rear seats 1,257 with seats folded
PRICE: (2012) $32,495 base, $36,395 as tested (Limited Package) plus destination, taxes and fees

2022 Subaru WRX

BODY STYLE: five door hatchback
DRIVE METHOD: front-engine, all-wheel-drive, six-speed manual
ENGINE: 2.4-litre turbocharged flat-four; 271 hp @ 5,600 rpm, 258 lb-ft @ 2,000 rpm
FUEL ECONOMY: (Premium 91+) 12.3 / 9.0 L/100 km city / highway
CARGO VOLUME: 354 litres
PRICE: $30,995 base, $39,295 as tested (Sport-Tech) plus destination, taxes and fees

Head to Head: 2022 Subaru WRX vs 2012 Subaru WRX

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 Kia Rio main header

Cheap, simple cars are now pretty much extinct. When a new Honda Civic can cost over $30,000 with just a few options, it’s a clear indicator that affordable mobility is a thing of the past.

But not entirely. While most carmakers are shifting upmarket towards larger, more sophisticated and ever more expensive sport utility vehicles, Kia still believes in the affordable small car. The Rio is a fantastic case in point. In a world where pretty much everyone, including Kia’s corporate cousin Hyundai, has abandoned this segment, Kia’s runabout stands tall as the leader of the category.

Small cars have come a long way

Spending an entire week behind the week of this adorable Rio had me realizing how good small cars have become. The moment I strapped myself in its driver’s seat, this sub $25,000 machine prompted me to connect wirelessly to Android Auto, a feature that was absent in the $155,000 Mercedes-AMG GT53 I drove a few months prior.

<img class="aligncenter size-full wp-image-172039" src="https://wordpress.wheels.ca/wp-content/uploads/2022/10/2022-Kia-Rio-interior.jpg" alt="2022 Kia Rio Premium" width="2000" height="1125" />

The Rio is all about getting more for less. It never penalizes you for having spent less money on your new car. If anything, it rewards you for doing so. Build quality is just good with decent materials and no-nonsense ergonomics. Everything is where it should be, which makes operating the car a breeze and stress-free.

I’ll even add that the seating position is rather impressive, with seat comfort that isn’t all that bad for a long drive. I know, because I drove it from Montreal to Quebec City and back. And it proved totally adequate for the task albeit a bit too noisy at highway speeds.

Mind you, it’s not as if you’re getting much technology in Kia’s subcompact car, but you get what you need. My tester was the top-of-the-line Rio Premium which comes with some interesting options considering its $24,810 price tag. Things like an automatic dual-zone climate control system, heated seats and steering wheel, a USB port in the back as well as a few driving aids like adaptive cruise control and blind spot monitoring. It’s not the kind of stuff you’d expect from a car at this price point, yet Kia throws it in there anyway.

That being said, I’d suggest sticking to the LX Premium trim. At $22,410, it still comes standard with 15-inch wheels, and you’ll still get the heated seats and steering wheel.

Just Enough Power and Fun to Drive

From a technical standpoint, the Rio is fine, but not particularly exciting. Don’t expect hot hatchback acceleration from its 120-horsepower 1.6-litre four-cylinder engine.

<img class="aligncenter size-full wp-image-172038" src="https://wordpress.wheels.ca/wp-content/uploads/2022/10/2022-Kia-Rio-engine.jpg" alt="2022 Kia Rio Premium" width="2000" height="1123" />

But with 112 lb-ft of torque on tap and a continuously variable transmission (CVT) that mimics a conventional automatic thanks to fake gear ratios (Kia calls it iVT), the little Rio gets up and going with little fuss, even allowing itself to overtake cars without sounding like its tiny engine will eject its way out of the hood.

The Rio is tossable, meaning it stays firmly planted on the road even at high speeds, yet it also feels light on its feet. This makes it rather fun to drive, coming through as a grown-up, refined and almost European ride, rather than a cheap penalty box on wheels.

Fuel consumption is rather impressive too. During my time with the car, I averaged 6.2L/100 km, which is lower than Kia’s 6.5L/100 km claims.

Tight Rear Seat and Hard to Find

Perhaps where the Rio is a bit of a letdown is in its cramped rear seating area. Kia now only sells this car as a five-door hatchback here in Canada, which is a tad shorter (320 mm) than the old Rio sedan. This inevitably leads to less rear passenger space, especially with taller adults up front. On the upside, the hatchback’s configuration yields impressive cargo space, going from 388 liters in the sedan, to 493 litres in the hatchback.

<img class="aligncenter size-full wp-image-172040" src="https://wordpress.wheels.ca/wp-content/uploads/2022/10/2022-Kia-Rio-rear-seat-usb.jpg" alt="2022 Kia Rio Premium" width="2000" height="1123" />

Lower those rear seatbacks, however, and the Lilliputian Rio gives way to 928 litres of available cargo volume. Those are impressive numbers considering its size, but it’s still behind its only real competitor, the Mitsubishi Mirage (1,331 litres).

And then there’s the cold hard truth about the 2022 Kia Rio: it’s availability or lack thereof. Indeed, in 2022, affordable doesn’t necessarily mean attainable. Waiting lists for a Rio in Canada are at least a full year and, in some cases, even longer!

But then again, is any car available in this day and age? If you’re patient enough and still looking for a straight-forward, cheap and reliable automobile that won’t break the wallet in gas bills, then yes, the charming Kia Rio is definitely worth the wait.

2022 Kia Rio Premium

BODY STYLE: Subcompact car

CONFIGURATION: Front-engine, front-wheel drive

ENGINE: 1.6-litre I4 (120 horsepower @ 6,300 r.p.m. / 112 lb-ft @ 4,500 r.p.m.)

TRANSMISSION: Continuously variable transmission (CVT)

FUEL ECONOMY: 7.1L/100 km (city) / 5.7L/100 (highway) / 6.5L/100 km (combined)

OBSERVED FUEL ECONOMY: 6.2L/100 km

CARGO CAPACITY 493 litres

PRICE: $24,810 (as tested)

WEBSITE: <a href="https://www.kia.ca/fr">Kia</a>
The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

2022 Kia Rio Premium 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

2022 FORD MAVERICK hybrid main header

Lesley is a 20 year veteran automotive writer and illustrator whose work has appeared in major publications across Canada and the U.S. She’s a member of the prestigious North American Car and Truck of the Year (NACTOY) jury, and a longtime AJAC (Automobile journalists association of Canada) member.

When picturing early adopters of new car technology, and particularly electric vehicles , I can’t help imagining earnest, eco-conscientious, academic types in all-natural fibres. In other words, the large majority of people who stopped to comment on the hybrid truck I was driving on Salt Spring Island. Granted, that describes most of the population on the island, but the Ford Maverick XL Hybrid’s compact size, frugal consumption, and modest demeanour tend to resonate with those outside of the typical monster truck demographic.

A decade ago, industry experts would have told you that the compact truck segment was dying, and their predictions seemed borne out by the proliferation of increasingly massive full-size trucks on the road. Small truck buyers had migrated towards the more comfortable and practical crossover segment. But a couple of manufacturers, namely GM and Ford, bucked that trend by introducing well-packaged small trucks that offered the comfort and tech feature of a crossover, while retaining the work capability of a pickup. And lo and behold – they were a resounding success. Outdoor types, urban dwellers, small business owners – don’t necessarily need a full-size truck for their modest towing and payload needs. And given the astronomical increase in fuel costs, Maverick’s arrival couldn’t have been timed better.

<img class="aligncenter size-full wp-image-171032" src="https://wordpress.wheels.ca/wp-content/uploads/2022/08/FORD-MAVERICK2_1-scaled.jpg" alt="2022 Ford Maverick" width="2560" height="1707" />

Ford’s newest addition to their truck lineup slots in under the mid-size Ranger and could technically be considered a crossover with a bed, since it’s built on a unibody platform instead of a full ladder frame. The Maverick rides on a modified version of the same architecture shared by the Bronco Sport and Ford Escape, though it’s quite a lot larger than either. Yet it’s now the smallest pickup available in the North American market– and the most fuel efficient vehicle in Ford’s entire portfolio. It’s also priced thousands lower than most competitors. Unlike most new vehicles which reserve the hybrid model for their top level, loaded trims, Maverick’s hybrid option is the cheapest model in the lineup, with a base price of $25,900. Not surprisingly, the entire production run of 2022 Mavericks sold out before the end of last year, and Ford won’t resume taking orders until the 2023 model goes into production this September.

It’s easy to see why. The Maverick is a likeable and surprisingly useful little truck that is what I would have once referred to as an “honest” vehicle. “It’s everything you need – nothing more” said Maverick’s Ford Canada marketing director Matheiu Rompre

<img class="aligncenter size-full wp-image-171034" src="https://wordpress.wheels.ca/wp-content/uploads/2022/08/FORD-MAVERICK2_6-scaled.jpg" alt="2022 Ford Maverick" width="2560" height="1707" />

We divided our time between a base model Maverick XL with a total price of $30,125, and a fully-loaded Lariat AWD that topped out at $46,045.

Because it uses a unibody chassis instead of a ladder frame, and independent rear suspension instead of leaf springs, the Maverick’s handling is car-like. It’s easily manoeuvred on congested roads and busy parking lots and feels just as stable unladen. Available only in four-door extended cab and short box, the Maverick boasts an impressive 1,500-pound payload, and – if you’ve opted for the 2.0 litre turbo engine equipped model, a max tow rating of 4,000 lbs with an optional tow package. The front-wheel drive only Hybrid truck’s towing capacity is a rather disappointing 2,000 lbs. Competitor Hyundai Santa Cruz has a max tow rating of 5,000 lbs, but has a smaller box and a much bigger price tag ($41,454- $47,754).

Still, that hybrid powertrain, consisting of a 2.5 litre Atkinson -cycle four cylinder mated to an electric motor producing 191 hp/155 ft-lb is capable of an astounding 5.6L/100 km rating in city driving. The same powertrain is rated at 7.1 L/100 km on the highway. Combined, the Maverick XL has an official rating of 6.3 L/100 km, which is better than many of the top hybrid sedans.

<img class="aligncenter size-full wp-image-171023" src="https://wordpress.wheels.ca/wp-content/uploads/2022/08/2022-ford-maverick-hybrid-plywood-scaled.jpg" alt="2022 Ford Maverick" width="2560" height="1707" />

<img class="aligncenter size-full wp-image-171031" src="https://wordpress.wheels.ca/wp-content/uploads/2022/08/FORD-MAVERICK_16-scaled.jpg" alt="2022 Ford Maverick" width="2560" height="1705" />

While the box is short at four feet long, and four feet wide, it’s designed to carry 4x8 sheets of drywall and plywood. Instead of offering a fancy rail system, Maverick has strategic slots in the the bed that you simply slide a 2x6 into. Drop the tailgate to the 3/4 setting, and it creates a secure platform for your load.

The Maverick Hybrid XL’s interior is rather plain, with cloth upholstery and plastics. But a lot of thought went into its design and no space is wasted. There’s plenty of leg and headroom for all four passengers, a surprising number of cubbies and drink holders, and the plastic surfaces are nicely textured and made from recycled materials. The rear seats flip up to provide extra carrying space.

<img class="aligncenter size-full wp-image-171025" src="https://wordpress.wheels.ca/wp-content/uploads/2022/08/2022-ford-maverick-interior-scaled.jpg" alt="2022 Ford Maverick" width="2560" height="1705" />

There’s no navigation system on any trim level, but an 8” touchscreen is standard with Apple CarPlay and Android Auto. Standard too is a Wi-Fi Hotspot with 3 months free connectivity. Seats are strictly manual at the base level, with no heat nor cooling. Ford also offers CAD files to those enterprising users who want to create their own smartphone mount, storage bin, or package hangers.

Upper trim levels get 8-way power seats, an additional 6.5” information screen, cruise, remote keyless entry, ambient lighting and acoustic windshield and cabin particulate filter.

Available features include heated seats, Sirius Satellite Radio, Bang and Olufsen sound, and Ford Sync with enhanced voice recognition, 400W inverter, 400W/110V outlets in truck bed and rear console, moonroof, leather wrapped wheel, floor liners, and all-weather trays.

<img class="aligncenter size-full wp-image-171024" src="https://wordpress.wheels.ca/wp-content/uploads/2022/08/2022-ford-maverick-hybrid-storage-scaled.jpg" alt="2022 Ford Maverick" width="2560" height="1705" />

A fully-equipped Maverick Lariat with a 250hp/ 277 lb ft Ecoboost easily towed a small Airstream Basecamp (2,600 lbs) on winding forested roads, and we had no trouble negotiating tight turns and inclines.

Observed fuel economy in the Ecoboost Maverick was 7.8L/100 km combined, and 6.9L/100 km combined for the Maverick XL Hybrid.

The average person rarely has need for a full-size truck. The Ford Maverick offers the perfect solution for the weekend explorer, and their toys, in a fuel-sipping, reasonably priced package.
The writer attended this media drive as a guest of the automaker. Content and vehicle evaluations were not subject to approval.

<h3>2022 Ford Maverick XL Hybrid</h3>
BODY STYLE: 5-passenger, four door, compact pickup truck

CONFIGURATION: Front engine, front or all-wheel-drive

ENGINE: 2.5L inline 4 hybrid; 2.0 EcoBoost inline 4

POWER: 191 hp/155 lb.-ft (hybrid) 250 hp/277 lb-ft (Ecoboost)

TRANSMISSION: Continuously variable (hybrid) or eight-speed automatic (Ecoboost)

Fuel Economy: 6.3 L/100 km (hybrid) 9.6L/100 km (EcoBoost)

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