Mercedes-Benz CLE Coupe and CLE Cabriolet (European model shown)

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.

All-new Mercedes CLE

Mercedes-Benz is replacing the E-Class and C-Class coupes and convertibles with one new model called the CLE. The CLE is longer than both models it replaces and the same width as the E-Class, so customers won't be getting a downgrade in size. The CLE offers a long-nose and short decklid design, and it adds some extra sportiness to the car compared with the more elegant C and E cars it replaces. A four-cylinder offering will be the only one in Canada to start, badged CLE 300. It makes 255 hp from a 2.0L engine with 48V mild hybrid assist. One tech highlight is the use of AI to learn automated comfort functions. It will also include templates like "cold day" to switch seat heating on automatically or "date night" where it plays romantic music. The Mercedes-Benz CLE coupe hits Canada in early 2024, the Cabriolet in the middle of the year.

Canyon AEV

<img class="aligncenter size-full wp-image-176800" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/news-7-10-3.jpg" alt="2024 GMC Canyon AT4X AEV" width="2500" height="1667" />

GMC has launched the AEV version of its 2024 Canyon AT4X. The Canyon AT4X sees GMC teaming up with American Expedition Vehicles to add off-road goodies like 35-inch tall mud-terrain tires, a best-in-class 12.2 inches of ground clearance, and some seriously rugged steel bumpers. AEV also supplies its steel skid plates to protect essential underbelly bits of the Canyon for off-roaders. It also has a bed-mount spare tire holder and AEV branding on the headrests and a few other places around the truck. Like the standard AT4X, the AT4X AEV Edition comes with a 310 hp version of GMC's 2.7L turbo-four. It also has Multimatic DSSV dampers like those on the standard AT4X.

Stellantis forging ahead with new EV platform

<img class="aligncenter size-full wp-image-176798" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/news-7-10-1.jpg" alt="Stellantis SLTA medium" width="2500" height="1406" />

Stellantis, parent of Jeep, Chrysler, Dodge, and others, has introduced a new electric vehicle platform. STLA Medium is the first of four global EV platforms Stellantis is planning, and it says this one will be for “C” and “D” segment vehicles. This covers compact and midsize vehicles. Stellantis says it currently has 26 vehicles in those segments. The automaker promises more than 700 km of range from the platform with battery packs up to 98 kWh. It will be a 400-V platform. Stellantis says it will be used for cars, crossovers, and SUVS, and that it will be able to offer massive 29-inch wheels.

Windsor Gigafactory

<img class="aligncenter size-full wp-image-176801" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/news-7-10-4.jpg" alt="Stellantis battery plant" width="2500" height="1663" />

At least some of those vehicles are likely to use battery packs built at the Stellantis Gigafactory in Windsor, ON. The automaker along with the federal and provincial governments have signed a new deal to resume construction of the NextStar Energy EV battery plant. Construction had paused while Stellantis negotiated for a better deal, and now the two levels of government have worked to "level the playing field" in the words of COO Mark Stewart, with US incentives. The plant is expected to start production next year with an annual capacity of 45 gWh.

Mercedes to adopt NACS

<img class="aligncenter size-full wp-image-176799" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/news-7-10-2.jpg" alt="Mercedes adpots NACS" width="2500" height="1667" />

Mercedes-Benz is the latest to jump on the North American Charging Standard. The NACS plug, the one designed and used by Tesla, is suddenly the hot ticket. Mercedes-Benz is just the latest of half a dozen automakers to announce the switch in the last month. Starting next year, MB EV drivers will be able to access 12,000 Tesla Supercharger stations. The company will start putting Tesla plug ports on its EVs starting in 2025. Mercedes-Benz says it plans to continue to build its own network with more than 2,500 high-power EV charge stations in North America by the end of the decade.

News Roundup: GMC AEV, Stellantis EV News, More

IMG_5262

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

The last time Dodge introduced an all-new vehicle to their showrooms, Jack Layton had not long elevated his NDP party to the status of Official Opposition, London was holding a successful Olympic Games, and a cruise ship captain managed to capsize the Costa Concordia whilst trying to impress their date.

So, yeah – it’s been a minute.

Enter the Dodge Hornet, an entrant into the murderously competitive small crossover class, a segment where content is king and price is paramount. There are a lot of sales to be claimed in this arena but customers tend to be very unforgiving of vehicles which roll a gutter ball.

<img class="aligncenter size-full wp-image-175189" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/BFDED6B9-F3DF-4403-AF45-C3877D6C0E22-scaled.jpg" alt="Dodge Hornet GT" width="2560" height="1920" />

<img class="aligncenter size-full wp-image-175168" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/IMG_5204-scaled.jpg" alt="Dodge Hornet R/T" width="2560" height="1920" />

The new Hornet will be available in two models, each with their own unique powertrain but both with the type of aggressive styling one has come to expect from Dodge. The GT is powered by a turbocharged 2.0L inline-four engine making 268 horsepower and 295 lb.-ft of torque. This is all funnelled to earth via a 9-speed automatic transmission and standard all-wheel drive.

Meanwhile, customers selecting an R/T will find a plug-in hybrid (PHEV) power unit in which a 1.3L turbocharged four tag teams a rear-axle-mounted electric motor and belt-driven starter generator to produce 288 horses and 383 lb.-ft of twist. A 15.5-kWh battery promises roughly 50 kilometres of all-electric driving when conditions are right. All-wheel drive is standard here as well, though the transmission is swapped for one with six cogs.

Knowing our readers, we palmed the keys to a base model GT and a top-spec R/T, models representing bookends of the new Hornet line both in terms of power and price.

First, the GT. Its turbocharged gasoline-powered engine was quick to respond to prods of the throttle whilst roaming the Blue Ridge Mountains near North Carolina, avoiding the sort of thrash associated with small-displacement turbo four-bangers. It feels stronger than a turbocharged <a href="https://www.wheels.ca/vehicle-reviews/2022-mazda-cx-5-sport-design-review">Mazda CX-5</a> despite the Japanese competitor having more torque, and it blows the hopelessly underpowered <a href="https://www.wheels.ca/reviews/2023-honda-cr-v-sport-review">Honda CR-V</a> into the weeds. Engineers in Sterling Heights have worked on programming this nine-speed gearbox; it exhibits none of the weird shift patterns experienced in other Stellantis products with this many cogs, including your author’s own three-year-old Cherokee Trailhawk.

<img class="aligncenter size-full wp-image-175175" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/IMG_5208-scaled.jpg" alt="Dodge Hornet R/T" width="2560" height="1920" />

The R/T, with its PHEV powertrain, has three driving modes: Hybrid, Electric, and E-Save. The latter prioritizes the gasoline engine to save battery juice for later, while the other two are self-explanatory. Electric mode does a good job shunning gasoline engine use until necessary – a depleted battery or call for quick acceleration can light the fires – and can be used at speeds well beyond around-town pace. With roughly 50 clicks in yer electric pocket on a full charge, it is possible some Hornet R/T owners could avoid drawing from the 42L fuel tank for extended periods.

Power delivery in the hybrid is less linear than the gasser. A detent in the accelerator pedal’s travel must be pushed through for wide-open throttle and the system never seems to deliver the entirety of its advertised 383 lb.-ft of torque. This may be down to some number fudging, since that figure is listed as “total installed” torque instead of what may be available when both the gasoline engine and electric gubbins are at their peak.

For what it’s worth, the 1.3L ICE and rear axle e-motor produce maximums of 199 and 184 lb.-ft of twist, respectively. That does indeed add up to 383 but on the road it really doesn’t feel like the totality of that sum is available all at once. Mashing the Sport button helps, permitting the R/T to hang onto gears a tad longer. Transitions between gasoline and electric propulsion in Hybrid mode are smooth, exhibiting none of the harshness felt whilst piloting a Jeep Grand Cherokee 4xe, for example.

<img class="aligncenter size-full wp-image-175172" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/IMG_5231-scaled.jpg" alt="Dodge Hornet R/T" width="2560" height="1920" />

A so-called “PowerShot” overboost feature can be accessed by pulling back on both steering column mounted shift paddles to allegedly summon an extra 30 horses for fifteen seconds. It’s a neat party trick but doesn’t produce the rush of endorphins provided by, say, the N Grin Shift button from Hyundai. Perhaps Dodge could program some snarly sounds and a colourful buzzing hornet animation on the gauge cluster as a cheap way to add extra theatre.

Both the GT and R/T benefit from a well-tuned suspension, featuring Koni frequency selective dampening shock absorbers and a rear suspension geometry which can trace its design roots to Colin Chapman’s efforts at Lotus. Entertaining handling characteristics help set the Hornet apart from its competitors, most of which drive like a bowl of week-old pudding. Drivers with a sporty heart can opt for a Track Pack, bringing even better Dual Stage Valve dampers but they cost between $3,195 and $4,790 depending on trim.

<img class="aligncenter size-full wp-image-175192" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/IMG_5316-scaled.jpg" alt="Dodge Hornet GT" width="2560" height="1920" />

Every Dodge Hornet is equipped with an attractive 12.3-inch reconfigurable digital gauge cluster, dual-zone climate control bearing real buttons in the form of precise chiclets, and enough USB outlets to keep the peanut gallery at bay. Soft-touch surfaces are in all the right places, including on the instrument panel and centre console, while red stitching provides a splash of colour. The R/T’s paddle shifters are particularly nicely crafted, feeling and looking like the long and lithe blades of Worf’s bat’leth weapon.

Most people should find acceptable room in the driver’s seat, though those long of torso should consider a trim sans sunroof. Tall folks riding shotgun may also notice the Hornet’s centre console crowding their left knee, especially if their chair is moved forward – which it may be, since back seat space isn’t enormous. This 6’6” author found a lack of headroom and legroom whilst seated behind another six-footer, though people of non-NBA stature may not have this complaint.

Note well: young families packing a rear-facing child seat should bring one along on their test drive to make sure everything (and everyone) fits comfortably. While the Dodge crew are insistent the <a href="https://www.wheels.ca/vehicle-reviews/2022-mazda-cx-5-sport-design-review">Mazda CX-5</a> is their benchmark, that vehicle is about two inches wider, longer, and taller. The GT has 27 cubic feet of cargo space whilst the R/T has 22.9 thanks to its PHEV battery consuming a handy underfloor cubby present on the gasoline-powered model. The Mazda? 30.7 cubes. In terms of raw measurement, the Hornet occupies a space between compact and subcompact crossovers.

<img class="aligncenter size-full wp-image-175188" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/IMG_5330-scaled.jpg" alt="Dodge Hornet GT" width="2560" height="1920" />

The Hornet, then, is not easily categorized. Shoppers left without a home after the Cherokee is canceled may find it a size small, as could people cross shopping the R/T with other PHEV crossovers like the <a href="https://www.wheels.ca/vehicle-reviews/review-2021-toyota-rav4-prime">Toyota RAV4 Prime</a>. However, if one plunks themselves in a Hornet with the right expectation of space, they will probably find a lot to like – especially if their penchants tilt toward the Hornet’s aggressive looks and interesting paint choices. Toss in an ability to deliver entertaining handling and Dodge is likely to find, in a segment which has more than its share of dullards, its assets will be more than enough for some customers.

Dodge Hornet GT and GT Plus models will be priced at $40,090 and $46,090 including destination. Making the walk to a plug-in R/T or R/T Plus will command $52,590 and $58,090 respectively, again including destination fees. The PHEV will qualify for government largesse through the federal iZEV program, guaranteeing a $5,000 discount, plus any provincial rebates available in your region.

Dodge says they’re expecting to sell about half the volume of their Mazda CX-5 bogey, a machine which sold about 24,000 units in Canada last year. GT trims should be arriving in dealers as you read this, while R/Ts – labeled a 2024 model – are slated to appear by the beginning of this summer.

2023 Dodge Hornet GT pricing (includes freight)

GT – $40,090

GT Plus – $46,090

BODY STYLE: two-row crossover

DRIVE METHOD: front engine, all-wheel drive

POWER: 268 hp, 295 lb.-ft

CARGO VOLUME: 27.0 cu.ft (behind second row)

WEBSITE: <a href="http://www.dodge.ca">www.dodge.ca</a>

2023 Dodge Hornet R/T pricing (includes freight)

R/T – $52,590

R/T Plus – $58,090

BODY STYLE: two-row crossover

DRIVE METHOD: front engine, rear electric motor, all-wheel drive

POWER: 288 hp, 383 lb.-ft

CARGO VOLUME: 22.9 cu.ft (behind second row)

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News Roundup: GMC AEV, Stellantis EV News, More

2023 Dodge Hornet First Drive Review