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Having worked in the automotive industry in many roles for over 15 years and currently the Content Strategist for Wheels.ca - Kunal's obsession with cars goes back to his early childhood. Even now his insatiable thirst to be in the know of anything with wheels and a motor continues, and will likely never fade. His idea of bliss is the open road,  good tunes and a manual gearbox. Kunal is a member of AJAC (Automobile Journalists Association of Canada)

Journalists have been singing the praises of minivans for eons now. Even through the rise of the SUV, our recommendations for them never faltered and while they haven’t been in fashion for a long time, they are the best choice if you need to move people and cargo

Chrysler was the first to market a minivan here, but the Toyota Sienna quickly became one of the most popular choices. It’s been around for 25 years now, which is hard to believe, and to commemorate the occasion, Toyota has released a limited-run 25th anniversary Sienna.

This special edition van builds on the Sienna XSE AWD trim and adds among other things, special 18-inch wheels with a chrome finish, power-folding mirrors, ventilated front seats, second-row seats with built-in ottomans, LED fog lamps, 12-speaker JBL audio system, and a wireless charging tray. It’s good value at $4650 for the package and includes 25th-anniversary badging on the tailgate and the floor mats, a choice of Windchill Pearl or Celestial Silver paint jobs, and black trim and badging. If you’re a Sienna fan, it’s worth checking out.

<img class="aligncenter size-full wp-image-177652" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/DSC04714.jpg" alt="2023 Toyota Sienna 25th anniversary" width="2048" height="1365" />

Since its redesign in 2021, all Siennas are hybrid-only. The familiar powertrain utilizes a 2.5-L 4-cylinder engine paired with two electric motors for a total output of 245 hp. While some might bemoan the loss of the V6, the hybrid system’s efficiency more than makes up for it.

The Sienna is huge. With a footprint that’s longer and wider than Toyota’s new Grand Highlander, coupled with a minivan’s low floor height, the interior is unsurprisingly cavernous. And the space has been used wisely with all manner of cubbies, shelves, and crevices to throw your stuff in. A handy shelf runs the length of the dashboard and also houses the wireless phone charger. Under the gearshift is a cubby big enough to fit a large bag or in my case, a medium pizza.

Dual power-sliding doors open up to spacious second and third rows. My tester was a seven-passenger version which meant the second row was two captain’s chairs instead of a bench, and because it was a 25th anniversary special, those chairs had built-in ottomans, something you find on high-end luxury vehicles. While the third row can fold flat, the second-row seats do not. They can, however, slide forward and the backrest can be folded in.

<img class="aligncenter size-full wp-image-177658" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/DSC04707-Enhanced-NR.jpg" alt="2023 Toyota Sienna 25th anniversary" width="2048" height="1365" />

<img class="aligncenter size-full wp-image-177656" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/DSC04710-Enhanced-NR.jpg" alt="2023 Toyota Sienna 25th anniversary" width="2048" height="1365" />

Driver and front passenger get large, comfortable thrones on which to perch. Controls are high up and positioned well for easy reach with hard buttons for everything that’s important. USB ports and cup holders are plentiful, and our tester was equipped with a 120V/1500W power outlet so you can plug in your Nespresso machine and skip the Timmies drive-thru line.

In the six days that I had the Sienna in my possession, it helped us move into our new house with an impossible amount of stuff crammed in. It handled multiple trips to Ikea swallowing the largest and heaviest of flat-pack boxes. We hauled old bins to the recycling centre in it and packed it full of lawn equipment. It kept us cool during a particularly hot week and never skipped a beat, all while returning an average of just 6.8L/100 km. That’s compact car efficiency in an all-wheel drive vehicle that’s the same size as a large SUV.

Toyota’s ubiquitous hybrid powertrain makes that remarkable efficiency possible and while it’s not exactly a powerhouse there is enough oomph for the Sienna to get out of its own way. The one issue with this hybrid system, though, is the way it sounds. It’s more backup generator than car engine with a distinctive 4-cycle note and it’s a blemish on an otherwise refined vehicle but still far from a deal breaker. The efficiency and durability of the system far outweigh any aural discomfort.

<img class="aligncenter size-full wp-image-177651" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/DSC04715.jpg" alt="2023 Toyota Sienna 25th anniversary" width="2048" height="1365" />

Driven with a light foot, especially in town, the Sienna will enter EV mode often. On the highway it can coast for short periods using nothing but the stored energy in its battery. Getting over 1000 km of range per tank of fuel is easy.

It isn’t the most dynamic of drivers; look at the Honda Odyssey if that’s what you’re into and it doesn’t have a plug-in hybrid system or second-row seats that can collapse into the floor like the Chrysler Pacifica, but the Sienna is comfortable, holds an enormous amount of stuff and is super efficient without ever having to plug it in.

For a family conveyance, nothing more is required. Your kids will love it, and you’ll love how easy it makes your life. Beach days, shopping sprees, road trips, garage sales, the Sienna is ready.

As an auto journalist, I’m always going to recommend a minivan to a family that wants a “good” vehicle and I also get why that family will go ahead and purchase an SUV instead. But for those who are over SUVs and ready for the ultimate people and cargo carrier, a good minivan like the Toyota Sienna is indispensable.
<h3 class="p1">2023 Toyota Sienna XSE AWD 25th Anniversary Special Edition </h3>
BODY STYLE: 5-door,  7-8 passenger minivan
CONFIGURATION: -Front-engine, all-wheel drive
ENGINE:  2.5-L 4-cylinder + electric motors; Combined power output: 245 hp
TRANSMISSION: eCVT
FUEL ECONOMY : (Regular-grade Gasoline in L/100 km): 6.8 city; 6.6 highway; 6.7 combined
PRICE: $ 56,423 (as-tested)
 Website: <a href="https://www.toyota.ca/toyota/en/">Toyota Canada</a>

2023 Toyota Sienna 25th Anniversary Special Edition Review

Claire's Artwork- Happy family dream car

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.

Canadian Toyota Kids Design Contest Finalist

Toyota has announced that 11-year-old Claire Kim from Alberta is the only Canadian finalist in the company's annual Dream Car Art Contest which invites kids from around the world to design a car they think makes the world a better place. Toyota received just shy of 800,000 entries this year from 90 countries. Kim's drawing was designed to "create a safe space of joy for families and kids to shield them from the negativities living outside of it". Toyota awards each finalist a cash prize and they are now eligible for the global grand prize. “The vision, creativity and innovation presented in the design ideas of Canadian children and youth is truly impressive. With the reoccurring themes of peace, environmental sustainability, and happiness, it’s clear to see that these are the leaders of tomorrow,” said Larry Hutchinson, President and CEO, Toyota Canada.

2024 Volvo EX30 From $53,700

<img class="aligncenter size-full wp-image-177501" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/news-8-28-6-scaled.jpg" alt="Volvo EX30" width="2560" height="1371" />

Volvo's EX30 compact crossover made its Canadian debut last week in Montreal. The company's first dedicated small EV will start from $53,700 when it arrives in Canada, and the single motor extended range RWD model will offer up to 442 km between charges. A Twin Motor Performance variant makes 422 hp and hits 100 km/h in 3.6 seconds making it the fastest Volvo car ever. Volvo has also greatly reduced the EX30's total carbon footprint. If it is driven to 200,000 km, it will have a total carbon footprint of just 30 tons, 25 percent less than the brand's own C40 and XC40 EVs. Expect it at dealers later this year.

2024 Mercedes-Benz EQB Facelift

<img class="aligncenter size-full wp-image-177500" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/news-8-28-5-scaled.jpg" alt="Mercedes-Benz EQB" width="2560" height="1440" />

Mercedes-Benz is giving the EQB electric crossover a facelift. The compact three-row EV gets a new nose and new taillights, as well as new wheel designs outside. On the inside, the EQB gets a new steering wheel with touch buttons and a new centre console that drops the old wrist wrest. The latest MBUX infotainment system makes that possible. Other cosmetic upgrades include new dash trim designs including more stars and more lights, and there are functional changes to help users cut features to maximize range. The 2024 EQB line will start with the EQB 250 front-drive model, but Mercedes-Benz Canada hasn't decided which AWD model we'll get. It could be the 225 hp EQB 300 or the 288 hp EQB 350 that was offered for 2023.

2024 Toyota Tundra Adds Nightshade Trims

<img class="aligncenter size-full wp-image-177497" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/news-8-28-2-scaled.jpg" alt="2024 Toyota Tundra" width="2560" height="1708" />

Toyota is enhancing the Tundra pickup for 2024 by adding its Nightshade black-trim grade to the now dizzying array of 40 different configurations available on the truck. Also new are power-extendable tow mirrors available on a few high-spec trim grades. The 2024 Toyota Tundra lineup starts with the double cab SR at $51,450 with two-wheel drive or $54,750 as a 4x4. That's about a $3,000 price increase for the base model, with similar increases across the lineup. The top-spec truck is the Capstone Hybrid Max for $90,690.

2024 Toyota Camry Starts From $31k

<img class="aligncenter size-full wp-image-177498" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/news-8-28-3-scaled.jpg" alt="2024 Toyota Camry" width="2560" height="1707" />

Toyota also announced Canadian pricing for the 2024 Camry sedan. The Camry has still not added Toyota's new multimedia interface, but the sedan remains an excellent value in a market where those can be tough to find. The basic Camry SE starts from $30,990 with the prices climbing to $41,490 for a Hybrid XLE. That's about $500 more than last year. Toyota continues to offer front and all-wheel drive gas-powered versions of the Camry along with the hybrid and a TRD-badged V6.

Lamborghini Lanzador EV Crossover

<img class="aligncenter size-full wp-image-177502" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/news-8-28-7-scaled.jpg" alt="Lamborghini Lanzador" width="2560" height="1707" />

Lamborghini revealed the Lanzador concept, its look at a fourth model in the company's lineup. Lamborghini calls it a "high ground clearance GT," we call it a two-door crossover. This is a purely electric model, expected to make around 1,360 hp. It's loaded with active aerodynamic aids, has a third-generation electronic suspension system, and, well, it looks like a Lamborghini. Don't expect anything like it in stores until 2028, but the concept promises eco-friendly parts like recycled 3D-printed seat foam, synthetic yarns, and merino wool.

Kia EV5 EV Revealed

<img class="aligncenter size-full wp-image-177503" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/news-8-28-8-scaled.jpg" alt="Kia EV5" width="2560" height="1440" />

Kia revealed the EV5 electric crossover in China. The model looks like a scaled-down copy of the three-row EV9, while the company calls it "a holistic solution for sustainable mobility." We're expecting it to go on sale in Canada next year, though that hasn't been confirmed. The model is equally like the EV9 inside, which means loads of screens, plenty of space, and tons of tech. There's no range info yet, but expect more about the EV5 to come from Kia sometime in October.

GMC Hummer EV Earthcruiser Camper

<img class="aligncenter size-full wp-image-177499" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/news-8-28-4-scaled.jpg" alt="GMC Hummer EV EarthCruiser" width="2560" height="1708" />

GMC and EarthCruiser are offering a Hummer EV transformed into a camper. The GMC Hummer EV EarthCruiser upfit will add a carbon fibre pop-up camper to the back of the EV along with a battery pack of its own (and solar panels) to power a fridge for up to a week without touching the traction battery. The overland-ready Hummer EV camper comes with a touchscreen to control most of its functions, and it has camping features like indoor and outdoor showers, 120V plugs, small kitchen, and a flat pack toilet. The EarthCruiser package is expected to go on sale next year.

&nbsp;

News Roundup: Lamborghini Lanzador, Toyota Dream Car Art Contest, Volvo EX30 Pricing, More

2023 Toyota SupraMT main header

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

Well, here it is. This is what we wanted. This is what we all asked for.

Toyota listened to us. And now you can finally shift your own gears in the newest GR Supra. No messing about. Let’s just answer the only question you really have.

Yes, shifting your own gears in the latest Supra feels good. Damn good.

Improvements over the Launch Edition go beyond just the third pedal. The 0 - 100 km/h times are lower. The engine note is louder. There are turbo noises. The tires are stickier. The chassis is stiffer. Gone are those confused chrome / black chrome faux lux rims — in place are race-y, flat black GR multi-spokes.

This is the Supra we wanted. This is the no-compromise real deal.

<img class="aligncenter size-full wp-image-177394" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/SupraMT23-scaled.jpg" alt="Toyota Supra A91 MT" width="2560" height="1920" />

And honestly? It’s almost too much. The A91 MT especially feels like nothing if not an over-correction to all the earliest criticism of the A90 GR Supra.

Back in 2020, some said the A90 was a little too soft, a little too BMW, a little too… automatic.

Even I’ll admit that my first impression of the A90 was just that. I remember thinking in the first 100 feet, “Oh, this is just a soft, lazy BMW in disguise.” Of course, my impression changed once I hit “Sport” mode and got the GR Supra on some back roads.

My first impression of the manual A91, however, could not have been more the opposite. The first 100 feet felt… aggressive. The engine note on start-up is much more pronounced. The throttle, even in normal drive mode, is far more immediate in its power delivery. The action on the shifter is snappy. The throws are incredibly short and the sync seems happiest when you’re stomping the clutch and banging the shifter into gear.

<img class="aligncenter size-full wp-image-177393" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/SupraMT21-scaled.jpg" alt="Toyota Supra A91 MT" width="2560" height="1920" />

The manual variant of the A90 Supra is a no-cost option. However, as mentioned, my tester was the limited edition A91 MT.

The most notable addition in the A91 MT package is additional chassis bracing in the form of a red strut tower brace. Also included are tan leather seats, red badging, and an Alcantara shift knob. It’s a tempting offer as a $1,580 option. Though since production is limited to just 50 units in Canada, dealer markup may harm the value proposition.

That big highlight, the additional chassis bracing, translates every imperfection in the road up through your spine, but also serves to keep the front end much more grounded… less floaty and unwieldy feeling under hard acceleration. The Pilot Super Sport tires, especially when hot, feel like driving around with super glue on your ties. With proper heat in the tires, just tapping the brake pedal rips your face off.

It’s all great for track work, but a serious compromise for use in the real world. Navigating the A91 through a merciless stop-and-go traffic jam I thought, “Wow, maybe they overdid it a bit…”

<img class="aligncenter size-full wp-image-177395" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/SupraMT24-scaled.jpg" alt="Toyota Supra A91 MT" width="2560" height="1920" />

The car feels twitchy and on edge. It teems with frustration. As if Toyota engineers tuned the whole car whilst in a bad mood. Honestly, it feels like they read the YouTube comments. All of them. And then just put it in their minds to shut everyone up for good.

Finally, I got the A91 MT out on some back roads and all the frustration was the most welcome thing in my life. All of the vicious acceleration of the automatic variant is present here, but the additional pleasure of shifting your own gears, with a clutch pedal, cannot be overstated.

It felt like the car and I were blowing off steam together.

<img class="aligncenter size-full wp-image-177388" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/SupraMT11-scaled.jpg" alt="Toyota Supra A91 MT" width="2560" height="1920" />

In Sport mode, there’s additional exhaust burble and noticeable turbo whistle over the automatic variant. Power is so abundant, at times it feels like the car is giving you a little too much. The GR Supra was always a little unwieldy at the limit, as if it was trying to escape your control. But with the manual, that limit is much lower and occurs so much more frequently.

By now, we all know that the claimed 382 horsepower from the 3.0-litre twin-scroll turbocharged BMW-derived inline six is a big fat lie. Actual output is around 420 at the wheels and the manual allows you to feel every bit of that power all the time, not just at the top end like in the automatic variant. With a manual, you have to constantly manage the power. You’re not just accessing it when you want it, you’re learning to tame it when you don’t need it.

At the limit, I had trouble keeping up with the car. It felt just a little bit faster, a little bit sharper than my brain or body could manage. Even after logging so much time with previous GR Supras, I had to spend time to re-learn the car before I felt I could trust it.

In that respect, the MT Supra is a totally unique offering within Toyota’s GR lineup. Where the GR 86 and GR Corolla feel like they were made for you to be able to access and enjoy the limit with ease, this new GR Supra challenges you to stay there.

I did eventually get the A91 to settle down a bit and gently scythe it through traffic and downtown streets. Actually, once you feel out how to gently short-shift the car it becomes fairly well behaved as a commuter. But I do have to say, it wore me out a little in those traffic jams. The suspension, the clutch, the power progression. The engineers just didn’t have Toronto traffic in mind.

<img class="aligncenter size-full wp-image-177385" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/SupraMT6-scaled.jpg" alt="Toyota Supra A91 MT" width="2560" height="1920" />

There are other nitpicks. The GR Supra is still impossible to see out of. I hit my head on the roof every time I get into it. If you put both windows down on the highway, there is a nagging thumping of air that drives into the back of your skull. The BMW infotainment system has become overly irritating to navigate through using anything but the hotkeys and wheel located next to the shift knob.

Still, these are minor grievances, because what this car is about, what it demands from you, is that you drive it. It’s where this car absolutely excels over its closest competitor, the <a href="https://www.wheels.ca/reviews/review-the-new-nissan-z-doesnt-live-up-to-the-hype">Nissan Z</a>. And that was before the addition of a third pedal.

Where the Z feels soft, floaty, forgiving, passive, and overall underdamped, the Supra, now more than ever, feels tight, focused, demanding, aggressive, and buttoned up.

Yes, I know there is a Nismo variant of the Z on the way, and I’m very eager for it. But I’m judging the current landscape of these vehicles.

<img class="aligncenter size-full wp-image-177386" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/SupraMT8-scaled.jpg" alt="Toyota Supra A91 MT" width="2560" height="1920" />

If I was taking a road trip cross country, or even just selecting a daily commuter, I’d have the Z with the 9-speed automatic, hands down. But if I was buying something because I wanted to have fun, I’d have the GR Supra MT — and in fact at its MSRP of about $74,000… I think I’d rather have it over just about anything else. Sure it’s a lot of cheddar. But it’s still an almost $10,000 savings over the starting price of a Porsche 718 Cayman. Good luck touching a C8 at that price point.

The only thing that would give me pause from buying a GR Supra would be a BMW M2 — because a back seat might be nice sometimes and driving with the windows down is nice all the time.

So, I don’t know what more anybody could really want from the GR Supra at this point. It’s phenomenal fun to drive. It’s aggressive enough to turn off the layman. It looks the part. It sounds the part. It outperforms its closest competitors and is a bargain over the bourgeois alternatives. It’s rebellious in all the best ways and that’s what the Supra should always be about.

If you’re still upset by the whole BMW thing, then, whatever. Good for you. Honestly, at this point, we’re done trying to convince you and you’re missing out.

2023 Toyota Supra A91 MT Review

4Runner23

It wasn’t so long ago I was bemoaning the Toyota 4Runner. My last tester, a fully loaded TRD Pro, felt like a vehicle from another decade. Because, frankly, it was. The current 4Runner generation was introduced for the 2010 model year and it feels every bit its age.

While I loved the indestructible, unstoppable off-road capability of the 4Runner, I couldn’t get over the dated interior and wheezy drivetrain which felt like it couldn’t get out of its own way. Overall, it felt like a product whose time had come and gone. It needed to either evolve or die — especially with so many incoming competitors.

Next year, the 4Runner will evolve into its sixth generation. The first full refresh for the model in nearly a decade and a half.

This year, however, knowing that this was the last of the “old school” 4Runner… I felt nostalgic and even mournful to be driving my 40th Anniversary tester.

<img class="aligncenter size-full wp-image-177248" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/4Runner11-scaled.jpg" alt="2023 Toyota 4Runner 40th" width="2560" height="1920" />

Maybe the marketing sold me. I have to admit that I was completely charmed by the 40th Anniversary badges, the throw-back exterior body graphics (I heard every reference from Starsky and Hutch to the A-Team in describing the stripes), the bronze rims, and matching interior stitching. The truck made me smile every time I walked up to it. I count that as a win.

And while the 40th Anniversary package is really just a cosmetic add-on to the base SR5 model, I actually found it a little easier to live with than the King Kong TRD Pro. Sure, you don’t get the locking diffs, Crawl Control, or trick Kinetic Dynamic Suspension System or Fox Shock Absorbers. But I also didn’t need to climb up any mountains, so I got by just fine… and honestly, more comfortably. And because I didn’t have the bicycle roof rack which comes on the TRD Pro, I could park this 4Runner underground.

I found that the standard SR5’s near 10 inches of ground clearance, combined with the chunky P265/70R17 tires made navigating unmarked, hill-laiden, gravel and mud back roads perfectly easy. It also ate up Toronto’s pothole infested roads like they were an appetizer that had arrived at the table 20 minutes late.

<img class="aligncenter size-full wp-image-177249" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/4Runner10-scaled.jpg" alt="2023 Toyota 4Runner 40th" width="2560" height="1920" />

The interior is still a throwback to the first term of the Obama administration. The essential design hasn’t changed and even a layperson, at a glance, will comment on just how dated it all looks. However, Toyota has made efforts to ensure it’s not totally spartan in terms of modern content.

Every 4Runner now comes with the myriad of driver-assistance technology that you would expect from a vehicle manufactured in this decade. Automatic high-beam headlamps, blind-spot monitoring, and rear cross-traffic alert are standard. So are collision warnings, automated emergency braking, lane departure warning, and lane-keep assist. Adaptive cruise control is also present.

But, mercifully, none of that stuff ever got in the way of actually using the vehicle. In fact, I barely noticed it was there. During the long weekend, I took the 4Runner on a little getaway up north, and I often caught myself feeling grateful for just how unmodern the vehicle was.

<img class="aligncenter size-full wp-image-177250" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/4Runner9-scaled.jpg" alt="2023 Toyota 4Runner 40th" width="2560" height="1920" />

When you get in the truck, for example, the entire thing doesn’t immediately light up like a stadium concert with a million greeting screens. Which means you can easily grab things you left in it without draining the battery.

It also doesn’t immediately hit you with an alarm that would be more appropriate on a submarine with a hull breach when you slowly drive it a few feet without your seatbelt on.

You can still run the 4Runner on 87-octane fuel. All of a sudden, you don’t find yourself lusting over a turbo four-cylinder or 8-speed automatic transmission. That lazy 4.0 V6 may have all the enthusiasm of an old dog, but it’s also refreshingly dumb. I am still puzzled by the 5-speed transmission when a 6-speed is available in the Tacoma. Maybe it’s simply a case of, “if it ain't broke…” in which case, I applaud the stubbornness.

<img class="aligncenter size-full wp-image-177245" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/4Runner19-scaled.jpg" alt="2023 Toyota 4Runner 40th" width="2560" height="1920" />

The price feels right too. Shelling out for the TRD Pro, if you’re not a serious off-roader, feels a little like buying a UFC t-shirt — burning a disproportionate amount of cash just to let the world know how cool and tough you are without actually participating in the thing that makes you cool and tough. But at under $60,000, there’s just a lot of value and content in the 4Runner SR5. Plus… you get cool wheels and stripes on the 40th Anniversary. And as we’ve already established, I’m a sucker for that.

It was a somewhat solemn experience returning this one to Toyota. I left my experience with this final 4Runner thinking, “Well, that’s it, then. This is the last analogue SUV I’ll ever test.”

No hybrid powertrain. No digital screens in place of analogue gauges. No overbearing electronic nannies.

And that bummed me out a little. It made me feel old. And not just because of the ‘70s body graphics. But because this 4Runner is, as a whole, indicative of a simpler time. One that I was more familiar with… more comfortable with.

We’ll have to of course reserve judgment of the 2024 4Runner for when it launches next year. But for now, if you want to recall a time before constant notifications and all-consuming digital screens, the 4Runner 40th Anniversary is a wonderful throwback.
<h3>2023 Toyota 4Runner 40th Anniversary Special Edition</h3>
BODY STYLE: 5-door SUV

DRIVE METHOD: Front engine, 4x4, 5-Speed automatic transmission

ENGINE: 4.0L V6 (270 hp, 278 lb-ft torque)

FUEL ECONOMY: 15/13/14 L/100 km city/highway/combined

TOW RATING: 5,000 lbs

PRICE: (as tested) $57,283

WEBSITE: <a href="https://www.toyota.ca/toyota/en/vehicles/4runner/overview">Toyota 4Runner</a>

2023 Toyota 4Runner 40th Anniversary Review

_DSC3524

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

COLOGNE, GERMANY - Nestled in a business park just outside of town and bordering on a farmland landscape dotted with cozy hamlets, there’s a building. With its fascia finished in corrugated steel, painted white with black window frames, it’s a pretty unassuming place. Not much going on until you have to show your credentials at the gatehouse to enter Willy Wonka’s Car Factory.

Actually, more like “Kiichiro Toyoda’s Car Factory” because as soon as you step through those double sliding doors you’re in the world of Toyota and Toyota motorsports at Toyota Gazoo Racing Europe (TGR-E). For our visit, we’re greeted by the brand’s latest entry in the World Rally Championship (where Toyota has won the manufacturer’s championship for two years running), simply called the “GR Yaris Rally 1”.

<img class="aligncenter size-full wp-image-177200" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_8637.jpg" alt="Toyota Gazoo racing europe" width="2000" height="1333" />

Come by at another time (tours are done via private group bookings only) and you may see one of Toyota’s World Endurance Championship (WEC) entrants such as the G010 prototype. That car, developed in-house, makes Toyota one of only two WEC competitors along with Ferrari that builds everything but their race car’s rubber. Sometimes, you may simply see one of GR’s road cars – say, the Supra – because what happens here doesn’t stop at the track. In fact, far from it.

“Most of you know us as home of the Le Mans team or home of the rally team,” said Thomas Heidbrink, events and communications manager at TGR-E. “(We could be working on) charging infrastructure, parts of our hybrid system, or it could be chassis elements or CNC.” Almost everything with the GR logo attached to it will get its start here.

They can build parts and components for the rally car that will eventually get shipped to Finland – where most of their rally testing happens – to be assembled on-site there. They could be working on the gearbox for their Le Mans racer, or even making use of their on-site wind tunnel.

<img class="aligncenter size-full wp-image-177211" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_8686.jpg" alt="Toyota Gazoo racing europe" width="2000" height="1333" />

Indeed, you don’t have to look too far back into the annals of motorsport to see that it wasn’t that long ago – from 2002 to 2008 – that Toyota had their own F1 team. From wing to wing, the Toyota F1 efforts were basically a solo effort, with Toyota foregoing the usual path of pairing up with a different engine supplier or chassis developer.

After the F1 effort stopped in 2008, the show went on at TGR-E.

“After signing off of the F1 project,” said Heidbrink, “150-200 people (that hailed at times from up to 32 countries) stayed at Toyota to think about how we can use our facilities.” After all; TGR-E was a huge investment for the manufacturer and they weren’t about to let that all go to waste just because the F1 program was defunct.

They are proud of those F1 efforts, however; a walk through the facility will take you past, among other things, clay mock-ups of the F1 car, a row of diecast models of every F1 car built, and even various part assemblies, proudly on display with a plaque describing their function.

It’s a great look at how the work done at TGR-E can filter down to a world a little more familiar and accessible to you and me – that of the road car.

<img class="aligncenter size-full wp-image-177207" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_8669.jpg" alt="Toyota Gazoo racing europe" width="2000" height="1333" />

“There are reasons why we do WRC or WEC,” said Heidbrink. “For a company like Porsche, (Le Mans) is a big marketing tool. That’s not they way we are doing it. We are doing racing to develop technologies.” The proof is in the pudding; take a walk further into the facility (a massive complex that encompasses everything from the aforementioned wind tunnel and CNC shop, to a seven-post chassis rig, composites shop, engine design labs and more) and you’ll come across the area where they prepare their GT3 and GT4 Supra racers. These are race cars, but the rules governing those classifications are there to ensure that what you find in the race car can also be found, to some degree, in the road car. In the halls of GR, race car and road car tech meet in fascinating ways.

For those who like looking at the shiny finished product rather than its bits, the brightly lit service bays where everything from GR Le Mans prototypes to rare motors are groomed and cleaned is the spot. During our visit, both the ultra-rare Lexus LFA and even rarer Toyota 2000GT made an appearance; that’s probably over $1,000,000 in cars right there, and that’s before we even spin 180 degrees to take in the four Le Mans prototypes on jacks, getting ready for deployment to race tracks the world over. With the cars, the transport rigs, the toolboxes, the tires and the spare body panels it really is as if you’re walking through a paddock at Le Mans.

<img class="aligncenter size-full wp-image-177208" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_8674.jpg" alt="Toyota Gazoo racing europe" width="2000" height="1333" />

The crown jewel of the experience, however, has to be what can only be referred to as a shrine to all things GR and Toyota motorsport. Hidden behind a bunker-like bay door they sit: an example of every F1 car Toyota has ever built, rally cars such as Carlos Sainz Sr’s Castrol-liveried Corolla, a stillborn Group B-spec Celica rally car, race-worn overalls, helmets and gloves, and most every example of Toyota’s recent Le Mans entries, including the TS050 Hybrid that won overall from 2018-20.

Then comes what you might say is the Holy Grail of Toyota GT-Racing. Anybody familiar with racing -- or Gran Turismo -- will recognize the red-and-white livery, sinister black wheels and Esso stickers of Toyota’s honest-to-God effort to return a Japanese manufacturer to the podium at Le Mans: The Toyota TS020, better known as the GT-One. They failed, but a cult classic was born, and with it, a road car of which only one exists, and it's right here.

It doesn’t get much rarer than that and it’s almost criminal that it’s all hidden away. The best part? There are no guardrails or barriers and you can walk right up to the exhibits for a closer look; ask nicely, and they might even let you open the doors and sit inside.

It puts a great exclamation point on the experience. To be able to walk those hallowed halls and then see the manifestation of years – no, decades – of work “in the metal”. That’s a rare thing.

&nbsp;

Toyota Gazoo Racing Europe is Motorsports Mecca for Racing Fans

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The Toyota GR Corolla has been making headlines since its introduction last year. Markets in Europe and Asia get the rally-bred GR Yaris, a true homologation special. The real deal. Unfortunately, we don’t, and that’s simply because the Yaris on which the GR version is based, is no longer sold here.

If the GR Yaris did come here, it would have sold out instantly and probably for an insane markup. But bringing it here would have been prohibitively expensive. Car makers don’t like losing large sums of money, so instead we get the GR Corolla. It’s slightly bigger and heavier but it makes more power to offset the extra pounds. Is the GR Corolla just a consolation prize for North Americans or does it have the same magic that made its smaller sibling an instant hit?

<img class="aligncenter size-full wp-image-176921" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/DSC04601.jpg" alt="Toyota GR Corolla Core" width="2048" height="1365" />

It has all the stuff driving enthusiasts want: a heavily boosted and fizzy three-cylinder with 300 hp, and 273 lb-ft of torque, a rally-bred all-wheel drive system, front and rear Torsen limited-slip differentials, big brakes, and a mandatory 6-speed manual transmission. And Toyota now has a legitimate competitor to the <a href="https://www.wheels.ca/reviews/2023-honda-civic-type-r-first-drive-review">Honda Civic Type R</a>, which is great news for us because this is the type of thing that gets us up in the morning.

But there are more differences between them than similarities. The Type R feels like a mid-size sedan, the GR Corolla is at least a full-size smaller. The Civic Type R only drives the front wheels and the GR Corolla drives all four. One is rally-focused, tested on dirt and snow as well as racetracks, the other is a street/track tool of the highest caliber. In the real world, though, these are going to be cross-shopped.

<img class="aligncenter size-full wp-image-176914" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/DSC04610.jpg" alt="Toyota GR Corolla Core" width="2048" height="1365" />

Inside the GR Corolla looks like, well, any other Corolla. With the exception of the digital gauge cluster, and a few GR logos, there’s nothing that implies you’re in something different, something special. It also doesn’t feel like the interior of a $50,000 car. Sure the controls feel good and are easy to use and ergonomically positioned, but the Type R with its honeycomb vents, jewel-like knobs, and bright red racing-inspired seats feels vastly superior.

It’s a different story when it comes to the exterior. The wide body kit, aggressive bumpers, hood scoops, and triple stainless mufflers are the opposite of covert. It’s compact and muscular, like a bulldog. Not really pretty, but still endearing. This truly isn’t your uncle’s Corolla.

In Canada we get three trims starting with the Core model ($48,604) you see here, the Circuit ($57,104), which adds a carbon-fibre roof, nicer interior trim, rear spoiler, and a more aggressive hood. Then there’s the hardcore and very limited Morizo edition that bins the rear seats for additional structural bracing and gets more torque, wider tires, shorter gearing, and special monotube shocks.

<img class="aligncenter size-full wp-image-176920" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/DSC04602.jpg" alt="Toyota GR Corolla Core" width="2048" height="1365" />

Firing up the feisty three-cylinder brings a throaty growl that reverberates into the cabin. The GR Corolla sounds like it looks. The 6-speed manual feels great to row, slotting into gears with a healthy shove with a pleasingly firm and easy-to-modulate clutch pedal.

Infusing 300hp into a car with the footprint of a Corolla hatchback is already going to be a good time but it would be wasted if the chassis wasn’t capable of managing the extra power. With stiffer springs and shocks, a double wishbone multi-link rear suspension, significantly more welds, and structural adhesives, the GR is a much, much stiffer car

With its trick all-wheel drive system, you get the confidence to mash the throttle pedal at will, provided you have enough space in front. It doesn’t matter if it’s raining, or if you’re on a dirt road. It’s not a scary amount of power so you can push it harder than something like a Supra, but it will still rocket out of a corner in a way no Corolla ever has.

<img class="aligncenter size-full wp-image-176918" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/DSC04605.jpg" alt="Toyota GR Corolla Core" width="2048" height="1365" />

The default torque split for the GR Four all-wheel drive system is 60:40 front to rear but with a twist of a small dial on the centre console, you can send up to 70 per cent of the engine torque to the rear wheels, or have it split 50:50 for max grip. Think of it as a way to instantly change the character of the car but you need to be driving quickly or on a loose surface to really feel it.

To truly enjoy the GR, point it towards the nearest winding road and let loose. The gearing is short and rowing the 6-speed is a lot of fun. There’s little in the way of body roll but it comes at the expense of a jarringly stiff ride that can’t be softened.

The handling character does tend to lean towards understeer and that feeling doesn’t really go away even when in rear-biased 30:70 mode. It can easily be tamed, however, with a dab of the brakes or lifting off the throttle.

<img class="aligncenter size-full wp-image-176927" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/DSC04593.jpg" alt="Toyota GR Corolla Core" width="2048" height="1365" />

As different as they are, you have to compare the GR Corolla to the Civic Type R. The Corolla feels like a reincarnation of the discontinued Impreza WRX STi. It’s a gritty all-weather smile machine that you can confidently wring out every opportunity you get. The Type R is a precision tool that you drive with your fingertips. It comes down to a matter of preference.

So is the GR Corolla, Toyota’s way of appeasing us because they couldn’t give us the GR Yaris we all wanted? Nope. It’s a really, really good hot hatch. It’s got a lot of character and its all-wheel drive system gives it a competitive edge over the Civic Type R. Where you should spend your money is up to you but either choice will land you with one of the best hot hatches you can buy today.
<h3>2023 Toyota GR Corolla Core</h3>
BODY STYLE:- 5 passenger, 5 door compact hatchback

CONFIGURATION: Front-engine, all-wheel drive

ENGINE: 1.6-L turbocharged inline-3; Power: 300 hp @6500 rpm; 273 lb-ft @3000-5500 rpm

TRANSMISSION : 6-speed manual

FUEL ECONOMY: (Premium Gasoline in L/100 km):11.1 city; 8.3 highway; 9.8 combined

CARGO CAPACITY: 504 litres

PRICE: $ 45,490 (base); $47,378 as-tested including freight and PDI

WEBSITE: <a href="https://www.toyota.ca/toyota/en/">Toyota Canada</a>

2023 Toyota GR Corolla Core Review

2023 Alfa Romeo Stelvio

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

What is The Perfect City Car?

news 6-25 (1)

Big auto theft bust

York Regional Police have announced the recovery of 161 stolen vehicles with a value of more than $10m as the Greater Toronto area battles a huge level of auto theft. York Police with help from Canadian Pacific police, Canada Border Services, and Equite Association recovered the vehicles that were headed for Africa and the Middle East. Equite Association announced earlier this month that vehicle theft was up by 50 percent in Quebec in 2023 and 48.3 percent in Ontario, with most of those vehicles never recovered. The government of Ontario announced a new plan in May to spend $51m over three years to try and fight auto theft in the province.

J.D Power U.S Initial Quality Study

The 2023 J.D. Power U.S. Initial Quality Study, an annual major survey that looks at new-vehicle quality is out. This year's winners are Dodge, Ram, and Alfa Romeo, which took the top three places with 140, 141, and 143 problems per 100 vehicles in the first 90 days of ownership. Fourth place was Buick with 162. The first import brand was Porsche, which was 7th with 167. EV brands Tesla and Polestar were not eligible to be ranked against the rest of the list but scored 257 and 313 problems per 100 respectively. This year showed the third decrease in the average score in three years, now 30 problems per 100 higher than in 2021. J.D. Power said that even the basics were a problem as cars became much more tech-heavy with high-tech door handles high on the list and just a small example of the rise in issues.

Special GR Toyotas

<img class="aligncenter size-full wp-image-176669" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/news-6-25-3.jpg" alt="GR Corolla" width="2500" height="1500" />

Toyota has three special editions coming soon, with the GR86, Supra, and Corolla all getting the treatment. The GR86 gets a black and white Trueno edition that pays tribute to the classic AE86, especially the version made famous in the Initial D comic. The white car gets a black hood and graphics, along with a duckbill spoiler. It also gets upgraded brakes and shocks. The GR Supra 45th Anniversary Edition gets the 3.0L I6 and six-speed stick and will come in Plasma Orange with an adjustable rear spoiler. Canada will only get 45 of these. The last is the 2024 GR Corolla Circuit Edition, which will be offered in Blue Flame paint this year.

Lucid will power Aston EVs

<img class="aligncenter size-full wp-image-176670" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/news-6-25-4.jpg" alt="Lucid Aston Martin" width="2500" height="1424" />

Lucid Motors has just announced its electric powertrain tech will drive Aston Martin EVs into the future. The US $450m deal will give Aston direct access to Lucid's technology including motors and batteries. Lucid will get cash and shares from Aston as part of the deal. The Lucid Air offers up to 1,200 hp in the three-motor Sapphire trim, and Lucid's Dream Edition offers more than 840 km of range. Lucid's announcement said that this will help Aston Martin develop its first EV, due in 2025.

Updated Evoque

<img class="aligncenter size-full wp-image-176668" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/news-6-25-2.jpg" alt="Range Rover Evoque" width="2500" height="1331" />

Range Rover is updating the Evoque for 2024 with a new grille and new LED pixel lights as well as some new colour choices. Inside, the model gets a new 11.4.-inch screen that will be curved and, like in other RR's, looks like it is floating above the dash. The screen comes with updates including JLR's latest version of its Pivi Pro software and the addition of over-the-air software updates. New materials inside complete the transformation. Two models will be offered, S and Dynamic SE, both of which will get a P250 powertrain that makes 247 hp. Expect pricing for the 2024 Evoque to follow.

News Roundup: Special Toyotas, Car Theft Crackdown, Updated Range Rover Evoque, More

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After the sporty crossover SUV came into existence, the days of the affordable sports car were numbered. A once-hot segment in the auto industry has now faded away and only a handful of options remain.

The Toyota GR86 is one, and it’s from a brand that was deemed most boring a decade ago. Former Toyota CEO Akio Toyoda promised to change that reputation and Toyota’s transformation from a humdrum automaker to one that has more genuinely fun cars than most other car brands has been nothing sort of revolutionary.

The GR86 arguably started that trend for Toyota and it rose to fame and quickly developed a cult-like following. That’s because Toyota wanted you to have fun with it, and take it autocrossing, or to a track. It was sold as a Scion at first, a brand fully marketed to the import-tuning crowd. They even made sure it could fit four wheels and tires on the inside so you could swap to a set of stickier rubber for a track day.

It was a stonking good car but it had issues. Chief among them was a lack of power, a finicky clutch, and an uninspired exhaust note. I drove the new GR86 last year and was pleased to report that those problems were history. With 228 hp and 184 lb-ft of torque (30 lb-ft more than before), the GR86 had newfound performance chops and a much better gearbox and clutch.

<img class="aligncenter size-full wp-image-176654" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/DSC04533.jpg" alt="2023 Toyota GR86 10th anniversary SE" width="2048" height="1365" />

<img class="aligncenter size-full wp-image-176642" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/DSC04551.jpg" alt="2023 Toyota GR86 10th anniversary SE" width="2048" height="1365" />

For the 10th year anniversary, Toyota dropped a Solar Shift (orange) Special Edition GR86 of which there are only 20 allotted for Canada. Maybe it’s a good thing because it is by far the most expensive version of the car and it doesn’t exactly come with any more performance or power.

So what’s different about the SE?

There’s the customary limited edition and numbered badge visible when you open the driver’s side door. The orange paint is exclusive to the SE, and it’s a bright, luscious shade that suits the car. There are black decals on the rear C-pillar, a black duckbill spoiler, and 18-inch forged black wheels. Inside, there’s orange stitching and orange trim on the front seats, and 10th anniversary badging on the doors. But the best upgrade is a performance exhaust with black chrome tips that looks and sounds much better than stock.

It’s the first thing you hear when you ignite the 2.4-litre naturally aspirated 4-cylinder. Toyota’s right in not turbocharging the GR86. With more torque hitting lower in the rev range, power comes on quickly and linearly. Throttle response is instant, and there’s a throaty growl from the new pipes that makes you want to keep your foot in it.

<img class="aligncenter size-full wp-image-176658" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/DSC04528.jpg" alt="2023 Toyota GR86 10th anniversary SE" width="2048" height="1365" />

The GR86 is a quick car, not a fast car, and that might be one of the best things about it. It means you can use the car everywhere and full-throttle blasts won’t get your car impounded. Even if you’re just going somewhere mundane, the drive never will be.

It’s a really small car, apparent when you walk up to it. But it’s wide and low and looks exotic with classic rear-wheel drive proportions, voluptuous rear fenders, and that super cool rear spoiler. It’s not as small as a Miata, a car it frequently gets compared to, but it’s in the ballpark.

It’s actually quite practical, however. The rear seats will fit kids in booster seats, there’s a glove box, and door pockets, and the trunk has enough space for weekend luggage or a week’s worth of groceries.

<img class="aligncenter size-full wp-image-176644" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/DSC04546.jpg" alt="2023 Toyota GR86 10th anniversary SE" width="2048" height="1365" />

Inside, there’s nothing you don’t need. Everything is focused on driving. The seating position is perfect, the steering wheel is the right size, the gear shifter is inches away from your right hand, and all the buttons for the climate control and stereo are big and easy to use. There’s a great digital gauge cluster, which also has a track mode display. Track mode loosens the hold of the stability control system allowing for a bit more drifty action.

I’ve compared the tactility of the steering and overall driving feel of the <a href="https://www.wheels.ca/reviews/2022-toyota-gr86-review">GR86 to a Porsche</a> and that still holds true. It’s a joy to drive at any time and gives you unlimited confidence. It’s honestly better than most of the sports cars I’ve ever driven including the ones in Toyota’s own lineup. When you drive it, it becomes an extension of yourself. It’s more of a wearable than a car. And you really can’t get that feeling anywhere else today and certainly not for its sub-40 K price tag.

<img class="aligncenter size-full wp-image-176657" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/DSC04529.jpg" alt="2023 Toyota GR86 10th anniversary SE" width="2048" height="1365" />

There aren’t many downsides to living with the GR86. It does ride very stiffly and the performance exhaust has a drone that you can’t turn off (the non-SE GRs don’t have this issue) but these can also be considered virtues depending on your preferences. If you don't need the passenger space, it could be a great daily driver.

Is the 10th-anniversary special edition worth it? If you’re a hardcore GR86 fan with an Initial D ringtone on your phone then maybe, but for the rest of us looking for a great sports car the base GR86, or even the Premium trim, will perform exactly the same. And you can always get an aftermarket exhaust.

The Toyota GR86 is part of Toyota’s commitment to keeping fun cars alive. But it’s so much more than that. It’s everything that we’ve ever loved about the best sports cars combined into a small and affordable package. It’s not just good, it’s a revelation.
<h3>2023 Toyota GR86 10th Anniversary Special Edition MT</h3>
BODY STYLE:- 2+2 passenger, 2 door compact sports car

CONFIGURATION: Front-engine, rear-wheel drive

ENGINE: 2.4-L inline-4; Power: 228 hp @7000 rpm; 184 lb-ft @3700 rpm

TRANSMISSION : 6-speed manual

FUEL ECONOMY: (Premium Gasoline in L/100 km):11.9 city; 8.7 highway; 10.5 combined

CARGO CAPACITY: 177 litres

PRICE: $ 39,950 (MSRP); $41,938 including freight and PDI

WEBSITE: <a href="https://www.toyota.ca/toyota/en/">Toyota Canada</a>

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2023 Toyota GR86 10th Anniversary SE Review

grand highlander wheels (11 of 21)

The big three-row crossover segment has been around for more than a decade, but until recently it didn't have many players. The Ford Taurus X (nee Freestyle) was the first, the Flex the second, but neither was a smashing success. Chevrolet's Traverse, along with its corporate siblings, ruled this rugged minivan replacement class for almost 10 years until Hyundai and Kia brought the heat in a big way in 2018. Volkswagen is here now and Mazda launched a big triple for drivers earlier this year, but now it is Toyota's turn. So say hello to the 2024 Toyota Grand Highlander.

It shares a name with the long-running Highlander but that's about all. The Grand has almost nothing in common with its namesake. Even the styling of the Grand Highlander is more rugged 4Runner than it is its stylish shorter sibling.

<img class="aligncenter size-full wp-image-176364" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/grand-highlander-wheels-19-of-21-scaled.jpg" alt="toyota grand highlander" width="2560" height="1707" />

So what is Grand? 96 mm of extra wheelbase and 234 mm more overall length. Cargo space jumps from 453 to 583 L behind the third row, enough for seven carry-on bags. Fold the rearmost seats and you get 1,640L while with all of the seats folded you get 2,761. That leaves it just about four litres behind the class-leading Chevrolet Traverse and well ahead of everything else.

There's more than just rear cargo space, space for people is also up. Six-foot adults can sit in the back row (and a handy step and grab handle helps them get back there. 851 mm of legroom is a rounding error away from a tie with Traverse for best in class.

Third-row legroom is up 140 mm from the <a href="https://www.wheels.ca/vehicle-reviews/review-2020-toyota-highlander-xle-awd-v6">standard Highlander</a>. It's the difference between coach and business, and it will leave anyone back there feeling a lot grander than the smaller ute.

Headroom is up in all three rows thanks to the more upright roofline that makes this crossover look more like a rugged body-on-frame unit. It's enough of a change that the Grand Highlander's third row offers nearly as much as the standard Highlander's front seats. After sitting in both, it's bigger and more comfortable than even Toyota's <a href="https://www.wheels.ca/reviews/head-to-head-2023-toyota-sequoia-vs-2023-jeep-wagoneer-l">mammoth Sequoia</a> and buyers looking at that unit should definitely give this Grand Highlander a look.

<img class="aligncenter size-full wp-image-176356" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/grand-highlander-wheels-13-of-21-scaled.jpg" alt="2024 Toyota Grand Highlander" width="2560" height="1707" />

<img class="aligncenter size-full wp-image-176355" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/grand-highlander-wheels-12-of-21-scaled.jpg" alt="2024 Toyota Grand Highlander" width="2560" height="1707" />

Of course, there is one more thing about this model that is Grand, and that's the addition of Toyota's new power-focused hybrid system. It's badged as Hybrid Max, like in the Crown, though Max is more of a name than a specific product. Tundra, Sequoia, and Tacoma all have various Max systems, all of which are quite different.

Grand Highlander Hybrid Max means the same 2.4L turbo-four as in the base model (I'll get back to the engine) but with two hybrid motors. Total system output is an impressive 362 hp, a huge figure for the segment. It makes the Grand Highlander positively quick, with torque steer and everything.

Toyota's usual hybrids use its fancy virtual CVT (called e-cvt it's actually not a belt and pulley transmission). This Max system has a six-speed automatic and that transforms the feel of the system.

It's more direct and it's quick. The Hybrid Max blasts out of intersections and makes quick work of passing maneuvers. We weren't able to test it fully loaded, but it should still perform strongly when you take advantage of the 5,000 lb towing capacity thanks to all of that torque.

<img class="aligncenter size-full wp-image-176347" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/grand-highlander-wheels-4-of-21-scaled.jpg" alt="2024 Toyota Grand Highlander" width="2560" height="1707" />

Hybrid Max will hit 100 km/h in 6.5 seconds, 2.3 quicker than the normal hybrid and it should still hit 8.8 L/100 km. I saw 8.4 on my winding route that took me up (and back down) the pass between two of Hawaii's Big Island's biggest volcanoes.

It's just a shame that most buyers won't be able to get it. In Canada, Hybrid Max is exclusive to Platinum grade Grand Highlanders. It's the only powertrain on that trim because Toyota told us it expects only its high-end buyers will want the extra performance in Canada.

Not that the rest of the drivelines are lacking. Gas versions get the 2.4L turbo-four without all the electronic extras and it makes 265 hp. That makes the Grand Highlander perfectly adequate in this segment.

Gas models can still tow 5,000 lbs thanks in part to the eight-speed automatic. This transmission feels a bit more sluggish than the six-speed in the Max, but with more gears to pick from that isn't much of a surprise. It's tough to match a six with eight much the same as it's tough to make a V6 feel like a V8.

Fuel mileage for the gas four isn't as good as the Hybrid, with the official numbers at 10 L/100 combined for XLE or a much worse 10.7 combined for Limited. But in a Platinum trim gas (these were US-spec cars) I saw 9.8 L/100 km showing that the official figures should be achievable.

<img class="aligncenter size-full wp-image-176365" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/grand-highlander-wheels-20-of-21-scaled.jpg" alt="toyota grand highlander" width="2560" height="1707" />

Toyota expects the standard hybrid grade to be the most popular though it is the least powerful with just 245 hp. This is not the quick version of the Grand Highlander, and I dare say that it would be a slug with a full load of people and cargo. But most people won't drive like that most of the time.

It returns 7.0 L/100 km combined, and that's what you should care about. A three-row crossover that can match the fuel economy of a subcompact is an impressive bit of engineering. It can also still tow up to 3,500 lbs, should you need to move small trailers or campers around.

Toyota uses both lithium-ion and the "older" nickel-metal hydride battery chemistries in its hybrids, and this one gets the latter instead of the shiny and fancy former. The reasons make sense, and those are that NimH cells cost less but thanks to continued development still deliver solid power-to-weight ratios. The chemistry also doesn't need some of the rare metals that are tough to find and are better used in full EVs.

So what does the Grand Highlander feel like? In a word, good. I've been critical of Toyota over the last decade for delivering vehicles that felt like the automaker was riding on its reputation rather than delivering solid ergonomics (it was still doing solid reliability and adequate performance) but its last few models and new infotainment system showed that the brand was turning around.

Like the Corolla Cross hybrid and the latest Prius, the Grand Highlander is a return to classic Toyota. Not too flashy but just right. The Goldilocks of the auto world, it is a smooth and comfortable large crossover. The steering is heavily weighted (but ok for parking) and that is the only thing notable about it.

Need to turn into a curve? Fine. Hit a heavy bump? Sure, why not. Throw it into a corner with some extra speed? Well, ok, maybe you shouldn't do that. You're more likely to hear "Are we there already?" than "Are we there yet?"

<img class="aligncenter size-full wp-image-176360" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/grand-highlander-wheels-17-of-21-scaled.jpg" alt="2024 Toyota Grand Highlander" width="2560" height="1707" />

Inside, Grand Highlander is well laid-out with controls that are intuitive and, for the most part, easy to use. Yes, it has Toyota's typical button pad on the lower left dash, but these are features you're not going to use often.

There is a center console that can probably swallow a carry-on suitcase and three cup holders for the front seats. Toyota's only miss here is the steering column, which in typical brand fashion doesn't have nearly enough upward tilt or telescope movement for my liking.

Front and centre is the standard 12.3-inch infotainment screen. It uses Toyota's latest software with excellent voice commands and points of interest from the cloud. It has wireless Android Auto and Apple CarPlay, too, and standard wireless device charging.

There are loads of USB ports, with one for each passenger and one conveniently located beside the phone shelf in the dash. That one is perfect for front-seat passengers. Below the big screen, Toyota has physical buttons and dials for almost everything. They aren't as fancy as the ones Hyundai is using these days, but they feel more rugged. And, frankly, more durable.

Toyota won't have cloth-seat Grand Highlanders in Canada. Our range starts with the XLE trim that comes with Softex faux leather. It also has heated front seats and steering wheel as standard, a power hatch, and blind spot monitoring.

<img class="aligncenter size-full wp-image-176355" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/grand-highlander-wheels-12-of-21-scaled.jpg" alt="2024 Toyota Grand Highlander" width="2560" height="1707" />

The company usually holds back Blinds spot monitoring for top trims, including only Toyota Safety Sense for the basic models, so here the basic ones won't be missed. TSS 3.0 gets goodies like pre-collision assist, adaptive cruise (and adaptive regen on the hybrids), and new for this year Proactive Driving Assist.

Proactive Driving Assist is designed to slow the car down if it thinks you're coming into a corner too quickly. Especially when using adaptive cruise. It will also help slow and/or steer to avoid pedestrians and cyclists.

XLE comes as gas ($50,490) or hybrid ($53,790). Next up in the range is Limited, which will also come with both drivelines ($57,690/$61,190). Limited trims add ventilation to the front seats and heat to the second row, both of which are now leather. Limited seats seven instead of eight thanks to captain's chairs in the second row. It will also get parking sensors, ambient lights, and a digital dash.

At the top of the line is Platinum ($65,450) which is, somewhat ironically, finished with bronze accents inside. This one comes only with the Hybrid Max driveline and it adds terrain modes, ventilated second-row seats, a digital mirror, and a head-up display.

Hybrid Grand Highlanders have a little bit of the market to themselves. The crossover is notably larger than the only other hybrid in the segment (<a href="https://www.wheels.ca/vehicle-reviews/review-2021-ford-explorer-limited-hybrid">Ford's Explorer</a>) and the similarly-sized <a href="https://www.wheels.ca/reviews/2024-mazda-cx-90-first-drive-review">Mazda CX-90</a> is a PHEV.

<img class="aligncenter size-full wp-image-176344" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/grand-highlander-wheels-1-of-21-scaled.jpg" alt="2024 Toyota Grand Highlander" width="2560" height="1707" />

Price-wise, the Grand Highlander slots into the middle being slightly above the Kia and Hyundai twins and well below most trims of the larger Chevrolet Traverse. Again it offers hybrid power, something none of those competitors do.

Grand Highlander is more of a minivan replacement than ever. Offering nearly the interior space of a Sienna along with a better driving experience and more capability both for off-pavement driving and for towing. With Hybrid and Hybrid Max drivelines, it doesn't even suffer the fuel penalty that normally goes along with something this big.

Toyota says it expects this "long-trip" crossover segment to grow over the coming years. This Grand Highlander should no doubt help the company snag a healthy piece of the pie. The 4Runner styling, hybrid power, and loads of interior space make this a solid choice amidst healthy competition.
<h3>2024 Toyota Grand Highlander</h3>
BODY STYLE: Five-door full-size CUV

DRIVE METHOD: front-engine, all-wheel drive
ENGINE(S): 2.5L I4 hybrid 245 hp; 2.4L turbocharged I4; 265 hp; 2.4L turbocharged I4 Hybrid Max 362 hp

TRANSMISSION: 2.5L (e-CVT), 2.4L Turbo (eight-speed automatic), 2.4L turbo hybrid (six-speed automatic).

FUEL ECONOMY CITY/HIGHWAY/COMBINED: XLE Gas 11.2/8.6/10.0 L/100 km; XLE Hybrid 6.6/7.4/7.0l; Hybrid Max 9.0/8.6/8.8

CARGO CAPACITY: 583 L behind rear seat, 1,640L with rear seats folded, 2,761 with all seats folded

TOWING CAPACITY: 3,500 lbs (2.5 hybrid); 5,000 lbs (2.4T, Hybrid Max)

Base MSRP: XLE $50,490, Hybrid $53,790; Limited $54,690, Hybrid Max $61,190; Platinum $65,450

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