Ranger FX2 Package

Mark Toljagic is an accredited automobile journalist with a pro-consumer bent - which also describes the condition of many of his own cars.

Surprised by the popularity of the tiny Toyota and Datsun pickup trucks that established a beachhead in North America in the early 1970s, Ford mail-ordered its own version from Mazda.

Dubbed the Courier, the made-in-Japan trucklet wore a face that mimicked the F-150’s grille and a tailgate that unmistakably spelled out FORD. It was powered by Mazda’s 1.8-L overhead-cam, four-cylinder engine that churned out a paltry 74 horsepower and 92 lb-ft of torque.

The Courier bowed out in 1982, replaced by Ford’s in-house effort, the compact Ranger. Resembling a chip off the old block, it was a faithful reproduction of <a href="https://www.wheels.ca/reviews/2022-ford-f-150-lightning-first-drive">Ford’s best-selling F-150 pickup</a> in a handy five-eighths-scale size.

Tearing a page from the F-150 playbook, it offered a wide array of equipment choices in a small truck and promptly dominated the market. The Ranger accounted for one-quarter of compact truck sales, domestic and imports combined. Until one day it didn’t.

The competition had moved on, introducing larger mid-sized trucks like Toyota’s Tacoma, while the Ranger soldiered on, barely altered and definitely not resized, for decades. Outgunned by its rivals, Ford retired the Ranger in 2011 – but only in North America.

An international version of the Ranger continued to sell and capture market share in other lands. A new-generation Ranger was engineered by Ford of Australia and unveiled in 2011, available as a two-door standard cab, four-door extended cab and proper four-door crew cab truck.

<img class="aligncenter size-full wp-image-173524" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/ford-ranger-side-profile.jpg" alt="2019 Ford Ranger" width="1280" height="668" />

Ford re-introduced the Ranger to North America for 2019, but not before making some modifications to the Australian design, including fully-boxed frame rails to accommodate U.S. crash standards and boost its payload. Unlike the full-size F-Series trucks, aluminum body panels are limited to the hood and tailgate.

The Ranger is sold in four-door SuperCab and SuperCrew configurations here, though not the two-door work truck. Built to a budget, it has a mediocre cabin filled with hard plastics and much of the switchgear is borrowed from Ford’s older models. Seating up front is reasonably accommodating, but the SuperCab’s tight rear bench for two offers an upright backrest, limited legroom and a thinly padded bottom cushion that’s too close to the floor.

“If you are over 5 feet-11 inches in height or over 200 pounds, stay away. I just barely fit in this vehicle,” wrote one Ranger owner in a post. “Seats are hard and not comfortable on long trips – think of the new airline seats!”

<img class="aligncenter size-full wp-image-173523" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/2019-ford-ranger-interior.jpeg" alt="2019 Ford Ranger" width="1280" height="652" />

At least Ford saw to it to equip the Ranger with its Sync 3 infotainment system, in addition to available features such as smartphone connectivity and in-car Wi-Fi. There’s also a healthy number of high-tech safety features, including forward collision mitigation and lane-keeping assist.

Out back, the smaller SuperCab has a 6-foot-long cargo bed while the SuperCrew makes do with a 5-foot bed. Unfortunately, there’s no other configuration. At least the Ranger can tow up to 7,500 pounds (3400 kg) when equipped with the tow package, although buyers noted there’s no factory brake controller option for towing.

Powering every Ranger is a 2.3-L four-cylinder EcoBoost turbocharged engine making 270 horsepower and 310 pound-feet of torque paired with a 10-speed automatic transmission. It’s an energetic drivetrain that propels the Ranger from a standstill to 97 km/h in a speedy 6.5 seconds.

Regrettably, the truck’s aging platform harks back to another era – er, 2011 to be exact. The suspension’s soft damping translates into a boat-like bobbing that can be disconcerting as you navigate through a turn on less than perfect asphalt. And the steering is light and over-boosted, making it feel numb and disconnected as you turn the wheel.

Braking is competent, but distances are long compared to the best in the segment, and brake-pedal feel is a little mushy. Thanks to the refined EcoBoost engine and 10 forward gears in the autobox, the Ranger is pretty quiet on the highway, as long as you haven’t opted for knobby off-road tires.

Fuel economy is not stellar – one of the reasons lots of shoppers opt for the full-size F-150 since there’s not much savings to be had – with the four-wheel-drive models barely cracking 14 litres/100 km (20 mpg) in mixed driving, while lighter rear-drive models can top 9 L/100 km on the highway.

The Ranger saw no substantive changes since its North American debut beyond some fresh paint hues and additional off-road equipment packages. The next-generation Ranger is set to arrive in 2023.

WHAT OWNERS REPORT

Ranger buyers like the truck’s athletic and smooth EcoBoost powertrain, handsome styling and its sensible size that works well in city parking situations. Unfortunately, there are nits to pick, including the plasticky and outdated cabin furnishings, nautical handling and lack of serious options some truck buyers expect.

It’s important to remember that the Ranger was engineered more than a decade ago, even though it was only introduced here in 2019. While originally built overseas, Ford established production at its Wayne, Michigan, assembly plant.

<img class="aligncenter size-full wp-image-173525" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/thumbnail_RANGER__90A9127.jpeg" alt="2019 Ford Ranger" width="1280" height="634" />

In terms of build quality, the Ranger has been a reasonably pleasing product. The most common reported problem involves issues with the infotainment system and other electronics: the display screen may go blank, the radio won’t play, or various sensors may give false warnings or not work at all.

“My backup camera failed as I was backing up in my driveway and struck a tree at extremely low speed,” wrote one hapless owner online. Ford monitors warranty claims related to the rear cameras that sometimes displayed distorted or blank images and has issued a recall specific to 2020-model-year Rangers.

The 10-speed automatic transmission has been the subject of technical service bulletins that address drivers’ reports of abrupt and harsh shifting. Ford has made modifications to the tranny and models after 2020 have exhibited fewer hiccups. There’s a safety recall involving a clip that locks the gear shift cable to the transmission not being fully seated, which could leave the transmission engaged rather than in Park as the driver intended.

Other reported mechanical issues include poor-performing air conditioners, failed fuel injectors, and leaking heater cores in small numbers.

Overall, the Ford Ranger is a well-executed mid-size truck that comes with a few reliability issues. Used-truck shoppers might want to consider a Nissan Frontier, a reliable compact truck that’s often overlooked.
<h3>2019-2022 Ford Ranger</h3>
BODY STYLE: Four or five-passenger mid-size pickup truck

DRIVE METHOD: Front-engine, rear- or four-wheel-drive, 10-speed automatic transmission

ENGINE: 2.3-L turbocharged four-cylinder (270 hp, 310 lb-ft)

FUEL ECONOMY: (Regular) 12.4/9.7/11.2 L/100 km city/highway/combined

CARGO VOLUME: 1225 litres (43.2 cu ft) 5-foot bed

TOW RATING: Up to 7,500 lbs. (3400 kg)

PRICE: $39,000 (2019); $58,000 (2022)

WEBSITE: <a href="http://www.ford.ca">www.ford.ca</a>

Buying Used: 2019-2022 Ford Ranger

2022 Chevrolet Camaro SS 1LE main header

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

In 2021, Chevrolet sold 21,893 Camaros in the US and just under 1,200 of them in Canada. These may seem like acceptable numbers for a two-door sports coupe in a world of electric cars and SUVs.

But when comparing the Camaro’s sales to its two main competitors, the <a href="https://www.wheels.ca/reviews/2022-ford-mustang-gt-review">Ford Mustang</a> (56,607 sold in total) and the <a href="https://www.wheels.ca/reviews/everything-you-want-to-know-about-the-dodge-challenger-hellcat-jailbreak">Dodge Challenger</a> (55,788 sold), it appears the Camaro isn’t the first choice for North American consumers. Why is that?

I spent an entire week with Chevy’s iconic sports car in its SS trim with the 1LE package in quest of some answers.

Too Many Engineers, not Enough Dreamers

Perhaps this Camaro’s nomenclature has something to do with its unpopularity. Camaro SS 1LE doesn’t sound quite as sexy as Mustang Mach 1 or Challenger Scat Pack 392, the two cars this Chevy was designed to compete against.

And then there’s the styling. I personally detest what Chevrolet has done to what was once an elegantly styled coupe. This is essentially the same design as when Chevrolet rebooted the nameplate back in 2010. And that was a properly good-looking car. It was a proper throwback to the Camaro’s golden years, the late 1960s.

<img class="aligncenter size-full wp-image-173163" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/2022-Chevrolet-Camaro-SS-1LE-002.jpg" alt="2022 Chevrolet Camaro SS 1LE" width="2000" height="1125" />

The problem with the design now is that Chevrolet has attempted to facelift it, but totally failed at giving it any form of substance. It’s clumsy and doesn’t work. That front fascia is now squeezed, stretched, and filled with intersecting lines that simply don’t coordinate well with the car’s overall shape. The car also has an awkward flattened smile somehow. It just looks goofy.

So, from a buyer’s standpoint, I can understand why the Camaro wouldn’t be as appealing as a Challenger or a Mustang. Chevrolet will tell you that the SS 1LE is a track-focused beast, and the lineup of go-fast parts that come with the package (more on that later) is indeed impressive.

But from a marketing standpoint, it’s almost as if Chevy isn’t even trying to sell the car. There’s nothing about the Camaro’s initial presentation that raises the hair on your forearms. It doesn’t create a sense of occasion nor nostalgia when seeing one. It’s a just sports car. A sports car with a bunch of letters and numbers attached to it; an engineer’s wet dream.

<img class="aligncenter size-full wp-image-173173" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/2022-Chevrolet-Camaro-SS-1LE-017.jpg" alt="2022 Chevrolet Camaro SS 1LE" width="2000" height="1123" />

And don’t get me started on its plastic-tastic interior, awful ergonomics, its infotainment system that’s angled towards the ground so it’s hard to see in the sunlight, its total lack of storage space, and its overall claustrophobic experience.

The Most Capable American Sports Car

All of that is a big shame, because from a technical standpoint, the Camaro SS 1LE is hands down the most capable to have ever worn the name. I’ll even add that at $61,038, not many sports coupes currently on sale offer you this amount of performance. This thing punches way above its weight class.

<img class="aligncenter size-full wp-image-173158" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/2022-Chevrolet-Camaro-SS-1LE-engine.jpg" alt="2022 Chevrolet Camaro SS 1LE" width="2000" height="1123" />

If you’re technical, like me, and can deal with an ugly car if it delivers from the driver’s seat, then you’ll appreciate what GM has done here. From the get-go, the Camaro SS is powered by the General’s ubiquitous 6.2-liter pushrod V8. It’s good here for a stout 455 horsepower and equally robust 455 lb-ft of torque. That engine sends the power to the rear wheels through either a ten-speed automatic transmission or, in my case, a six-speed manual setup. I personally wouldn’t have a Camaro SS equipped otherwise.

Another interesting fact about the current-generation Camaro is that it rides on a very good platform. It’s GM’s Alpha architecture, which also underpins the superhero sedan <a href="https://www.wheels.ca/reviews/2022-cadillac-ct5-v-blackwing-review">Cadillac CT5-V Blackwing</a>, as well as its little sister, the equally sublime CT4-V Blackwing. The Alpha platform also underpinned the previous ATS and CTS-V. It boasts 50/50 weight distribution, which is an excellent place to be when your goal is to build a proper sports car.

But it’s really the 1LE package that allows this Camaro SS to stand taller than its main rivals. It costs $8,495 and, honestly, it’s worth every penny.

<img class="aligncenter size-full wp-image-173166" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/2022-Chevrolet-Camaro-SS-1LE-007.jpg" alt="2022 Chevrolet Camaro SS 1LE" width="2000" height="1123" />

Aesthetically, you recognize a Camaro 1LE from its blacked-out hood with air inlet, front lip spoiler, 20-inch wheels and decklid spoiler. You then get a full roaster of mechanical goodies, things like an electronic limited slip differential, Magneride adjustable dampers, Brembo brakes with 6-piston calipers up front and 4-piston at the rear, Goodyear Eagle F1 Supercar 3 performance tires and Recaro sports bucket seats. And boy do these parts all come together when putting the Camaro SS 1LE through its paces.

Of course, to properly understand a Camaro SS 1LE, one needs to bring it out on a racetrack, something I didn’t have at my disposal. I did, however, enjoy some proper back-road motoring with it during the time I had it and my gosh was it an exhilarating experience.

The moment you fire up the Camaro’s massive V8 engine, it immediately tells you it means business. Its dual exhaust pipes spit out properly American decibels, but never too loud to get on your nerves. As a matter of fact, the Camaro’s exhaust system is rather clever as it only truly starts screaming when you really commit and put the hammer down.

Putting the hammer down is something you’ll want to do often in this car as the thrills provided by its lump of a V8 are highly addictive. This engine is basically a tower of power and torque, delivering at any RPM and at any speed.

<img class="aligncenter size-full wp-image-173162" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/2022-Chevrolet-Camaro-SS-1LE-vents.jpg" alt="2022 Chevrolet Camaro SS 1LE" width="2000" height="1123" />

Drop the heavy clutch, slip the precise manual transmission into another gear, and the Camaro lunges forward as if it’s been working out for this event for months and finally let loose. And, my oh my, does it sound glorious during the process.

Out there on the open road, the 1LE package flexes its muscles by way of immense grip, a rear end that’s always controllable and dampers that constantly know how to set themselves up for the surface. It all works in absolute harmony to create a precise, fluid and adrenaline-packed driving experience. Next to the Camaro SS 1LE, the Ford Mustang and the Dodge Challenger feel like oxcarts.

<img class="aligncenter size-full wp-image-173161" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/2022-Chevrolet-Camaro-SS-1LE-rear.jpg" alt="2022 Chevrolet Camaro SS 1LE" width="2000" height="1125" />

Perhaps what shines through the most from how this car drives is that GM now masters the art of calibrating chassis and suspension systems. You’d expect this Camaro to be a handful to drive due to so much power going towards the rear wheels, but it’s not. This is as easy to drive as a Honda Civic, even when you’re going ten-tenths with it. And that adds confidence. The kind of confidence that could have you dogfighting a <a href="https://www.wheels.ca/vehicle-reviews/review-2022-bmw-m4-competition-xdrive">BMW M4</a> or even a Porsche Cayman GT4 at your local track event. It’s that good.

If your priority is to obtain the most amount of sports car for your hard-earned dollar, then it’s honestly hard to do better than the 2022 Chevrolet Camaro SS 1LE, as long as you’re willing to live with its strange looks and compromised interior. If you’re interested in this this car, I say hurry up as the Camaro as we know it is not long for this world. I wouldn’t be surprised if Chevrolet killed it in the next two years or so. Rumors say the next Camaro will be an electric SUV. And that’s just sad.
<h3>2022 Chevrolet Camaro SS 1LE</h3>
BODY STYLE: Two-door sports coupe

CONFIGURATION: Front-engine, rear-wheel drive

ENGINE: 6.2-liter V8 (455 horsepower @ 6,000 rpm / 455 lb-ft @ 4,400 rpm).

TRANSMISSION: Six-speed manual or ten-speed automatic

FUEL ECONOMY: 14.6 L/100 km (city) / 8.6 L/100 (highway) / 12.0 L/100 km (combined).

OBSERVED FUEL ECONOMY: 12.5 L/100 km

CARGO CAPACITY 255 litres

PRICE: $61,038 (as tested)

WEBSITE: <a href="https://www.chevrolet.ca/en">Chevrolet</a>

2022 Chevrolet Camaro SS 1LE Review

2022 ford mustang gt main header

The Ford Mustang is a sports car that needs little introduction. Its legacy harkens way back to the mid-1960s when it firmly cemented its position within post World War II Americana. The Mustang is as American as a steamy hot dog during a Yankees baseball game.

This is also why Ford will unveil the next-generation Mustang - code-named the S650 - at the most American of auto shows: Detroit. But before we get there, let’s look back at the current car and remember what Ford did well with that model and what the new car could potentially improve on.

That Good-old Five-O

The model tested is the iconic Mustang GT, the one powered by can equally symbolic 5.0-liter V8 or what many refer to as the five-o Mustang. It’s also the one several Mustang enthusiasts like to call the real Mustang due to the pulsating V8 engine that’s hiding underneath its hood.

<img class="aligncenter size-full wp-image-171147" src="https://wordpress.wheels.ca/wp-content/uploads/2022/09/2022-ford-mustang-gt-engine.jpg" alt="2022 Ford Mustang GT" width="2080" height="1387" />

Updated in 2018 to develop more power and torque (460 hp vs 435 and 420 lb-ft vs 400), but detuned in 2022 (450 hp/410 lb-ft) due to stricter emissions regulations, that V8 can still be mated to a six-speed manual transmission or a ten-speed automatic gearbox, which is the case for the model tested here.

When the sixth-generation Ford Mustang was introduced in 2015, it was a clean sheet design, giving birth to a much more sophisticated machine than its predecessor. While the Mustangs that came before it were very much pony cars built mostly for straight-line acceleration, the S550 was officially a sports car, one that could finally be measured against the best sports coupes from a handling standpoint. That was all thanks to its first-ever fully independent rear suspension.

What’s more, this generation Mustang had finally let go of the retro-inspired styling of its predecessor, a trend that began in 2005 with much success, but by 2014, was beginning to appear overdone, as if Ford had overmilked that cow.

<img class="aligncenter size-full wp-image-171150" src="https://wordpress.wheels.ca/wp-content/uploads/2022/09/Guillaume-Fournier-Photographe-GFV_4043.jpg" alt="2022 Ford Mustang GT" width="2080" height="1387" />

The current S550 – which will be phased out at the end of this year - has a much more distinguished design language, one that propelled the Mustang into the future while still firmly hanging onto its past.

Wide, bulging rear fenders, a sloping rear roofline, and the quintessential Mustang three-bar taillights all worked beautifully together to make up one of the most striking Mustangs in years. Seven years in, this design still feels fresh and totally in tune with what a modern pony car should look like.

Feeling Young, Wild and Free

While I still firmly believe that a Mustang GT is best appreciated with a manual transmission, I must say that Ford’s ten-speed automatic unit is rather stellar with this engine. I’ve said this before and I’ll say it again: this transmission operates better with larger displacement engines or massive low-end torque.

I say this, because in the four-cylinder EcoBoost Mustang, it’s not as polished, constantly hunting for gears, which is irritating. But with the V8, it simply disappears in the background when you’re casually driving the car around town. That’s precisely what you want from an automatic transmission.

<img class="aligncenter size-full wp-image-171159" src="https://wordpress.wheels.ca/wp-content/uploads/2022/09/Guillaume-Fournier-Photographe-GFV_3981.jpg" alt="2022 Ford Mustang GT" width="2080" height="1387" />

Set the Mustang GT in its Sport or even Track setting, and the transmission instantly drops a few gears and stays within the first six cogs for optimal driver involvement. The paddle shifters work well enough for manually doing things yourself, but this box is best enjoyed when left to do its own thing. It downshifts quickly and it’s quite good at handing you the right gear for the task at hand.

There’s something undeniably lovely about driving a V8-powered Mustang at night on a metropolitan highway or, even better, inside a tunnel. Montreal’s Ville-Marie Expressway, which crosses the downtown area underground, proved the perfect playground for my rambunctious coupe. You just never get bored of hearing the low-strung pig-iron symphony of Dearborn’s Coyote V8. The fact that my press unit was painted all black with black wheels only added to its already rebellious personality.

The Mustang is more a grand tourer than a precision-obsessed sports coupe, however. This means that while it puts the power down rather well and will claw its way through a corner without embarrassing itself, it remains a large and rather heavy machine, one that weighs in (with the V8) at a lofty 3,705 pounds.

<img class="aligncenter size-full wp-image-171155" src="https://wordpress.wheels.ca/wp-content/uploads/2022/09/Guillaume-Fournier-Photographe-GFV_3990.jpg" alt="2022 Ford Mustang GT" width="2080" height="1387" />

Add to that the fact that you’re sitting near the rear axle, looking ahead over a long, prominent hood, and the Mustang GT can be a handful for beginners. It requires a firm hand and that you don't baby it. Doing so will be highly rewarding and undoubtedly addictive. Lose your focus, and you’ll be the next Cars and Coffee star on TikTok.

In other words, one truly needs to commit if the goal is to drive the Mustang GT with haste, as the car’s wide rear is constantly wiggling, reminding you it must be respected for what it is.

The Mustang’s weight and 188-inch total length mean it’s a handful to control, but once you get your head around its dimensions, it shrinks underneath you. Within a matter of minutes, Ford’s legendary sports car makes you feel 10 years younger, has you wanting to do very wild things and motivates you to drive off into the distance, free as a bird.

<img class="aligncenter size-full wp-image-171151" src="https://wordpress.wheels.ca/wp-content/uploads/2022/09/Guillaume-Fournier-Photographe-GFV_4021.jpg" alt="2022 Ford Mustang GT" width="2080" height="1387" />

But all good things do come to an end, which is why Ford is already preparing the S550’s replacement. Rumors online say the Coyote V8 will not only stay within the lineup but will pump out around 500 horsepower. The EcoBoost four, on the other hand, could inherit a mild hybrid system and some rumors even speak of a drift mode. We’ll need to wait until the September 14th unveiling date for confirmation on that one.

We’re hoping Ford will improve the Mustang’s materials inside because these hard plastics are not ageing well. An updated infotainment system could also help this pony, perhaps Ford’s Sync 4 it also puts in the Bronco. What the new Mustang needs to keep, is styling that’s as equally charismatic and loaded with nostalgia as its predecessor. Because after all, the automotive landscape simply wouldn’t be the same if the Mustang became anything other than the thoroughbred it was destined to be.

2022 Ford Mustang GT

BODY STYLE: Two-door coupe

CONFIGURATION: Front engine, rear-wheel drive

ENGINE: 5.0-liter V8 (480 horsepower @ 7,000 rpm and 420 lb-ft of torque @ 4,600 rpm)

TRANSMISSION: 10-speed automatic (or six-speed manual)

FUEL CONSUMPTION: 13.1 L/100 km (combined), 15.7 L/100 km (city), 9.8 L/100 km (highway)

OBSERVED ENERGY CONSUMPTION: 13.5 L/100 km

CARGO CAPACITY 396 liters

PRICE: $57,405 (as tested)

WEBSITE: <a href="https://www.ford.ca/">Ford</a>

&nbsp;

2022 Ford Mustang GT Review

2022 Chevrolet Silverado ZR2_front 3-4 profile

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

As you may have heard, General Motors has big plans to electrify its fleet. By 2035, the company aims to have a fully electric lineup. Or by 2030, in the case of its Buick division.

GM has announced a slew of new electrified models over the past two years – even a full-size pickup! That’s right, a fully electric Chevrolet Silverado pickup will arrive in 2024. The revolution has begun. Yes, but here’s the thing: the internal combustion engine (ICE) trucks GM currently sells still rule the sales roost.

<img class="aligncenter size-full wp-image-170010" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/2022-Chevrolet-Silverado-ZR2_side-profile.jpg" alt="2022 Chevrolet Silverado" width="1920" height="1080" />

The Silverado and its corporate cousin, the GMC Sierra, have accounted for 46 percent of GM’s sales in Canada so far in 2022, according to a recent Q2 sales report. To be sure, the Silverado EV is a sea-change vehicle, but its presence alone won’t mean the end of its ICE siblings, at least in the short term. Not so long as ICE trucks drive GM’s annual sales and profits.

With that as backdrop, the 2022 Silverado rolls out with a slew of changes, including a new off-road-focused model, the ZR2. I’ll get to it in more detail below, but first the model-line updates.

All trims, including the base Work Truck, receive a new front fascia with a revised grille and lowered headlights. For LT models and up, wing-shaped daytime running lights receive animating light sequences that engage when approaching, starting, or walking away from the truck. Three new exterior colours are available: Dark Ash Metallic, Sand Dune and Glacier Blue Metallic. All carry a $495 paint charge.

<img class="aligncenter size-full wp-image-170011" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/2022-Chevrolet-Silverado-ZR2_rear-3-4-profile.jpg" alt="2022 Chevrolet Silverado" width="1920" height="1080" />

The cabin, for LT models and above, has also been freshened. Key among the changes are two standard digital displays: a 13.4-inch horizontal multimedia touchscreen and a 12.3-inch configurable instrument cluster.

Other changes include an instrument panel with a more horizontal design, along with the availability of a console gear selector. The latter applies to models with bucket seats. Silverado designers have also increased the amount of premium trim materials, especially for the top-level High Country.

<img class="aligncenter size-full wp-image-170016" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/2022-Chevrolet-Silverado-ZR2_Apple-CarPlay.jpg" alt="2022 Chevrolet Silverado" width="1920" height="1080" />

On the tech front, all Silverado trims LT and up have standard Google built-in, which allows users to awaken the system with a ‘Hey Google’ voice prompt to perform a range of functions, including calling and texting and adjusting stereo and climate settings with voice commands. A ‘push to talk’ button is also located on the steering wheel. The multimedia system supports wireless Apple CarPlay and Android Auto and is available with Alexa Built-in.

<img class="aligncenter size-full wp-image-170013" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/2022-Chevrolet-Silverado-ZR2_instrument-cluster.jpg" alt="2022 Chevrolet Silverado" width="1920" height="1080" />

As for powertrains, there are notable changes for two of the four Silverado engines. The base 2.7-litre turbocharged four-cylinder has a new, more rigid cylinder block and a crankshaft that is 30 percent stiffer. Noise and vibration have been reduced and torque is up by 24 percent to 430 lb-ft. Horsepower is rated at 310. The 3.0-litre Duramax turbo diesel now has a max tow package available for 2WD models that is rated at 13,200 pounds, which is 3,800 greater than the previous model.

The ZR2

Another big development for the ’22 Silverado is the introduction of the first-ever ZR2 off-roader. Like the mid-size Colorado ZR2, the Silverado variant comes loaded for bear with serious off-road kit starting with Multimatic 40 mm DSSV spool-valve dampers, uniquely tuned springs, front and rear electronic locking differentials, 33-inch Goodyear Wrangler all-terrain tires, terrain mode – one-pedal driving in 4LO, unique skip plates and more. The ZR2 is powered by a 6.2-litre V8 (420 hp / 460 lb-ft.) paired with a 10-speed automatic transmission.

Other unique ZR2 features include removable bumper end caps for easier replacement in case they become damaged and a dual exhaust that’s hidden under the rear bumper.

The ZR2 receives a black hood insert, unique grille, with integrated lighting and an open Chevy bow tie emblem, which is called a “flow tie”, for improved engine cooling. Unique black 18-inch wheels, wheel mouldings ZR2 badges and Jet Black /Graystone leather trimmed interior are also standard as is the new multimedia system and digital instrument cluster as noted above.

<img class="aligncenter size-full wp-image-170014" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/2022-Chevrolet-Silverado-ZR2_centre-console.jpg" alt="2022 Chevrolet Silverado" width="1920" height="1080" />

A media drive event for the ‘22 Silverado staged by GM Canada provided seat time in several Silverado models, but the ZR2 was the one I spent the most time driving.

Our trek from the Toronto Airport Marriott to Haliburton in cottage country took the better part of a day and my drive partner and I drove most of the route in a Sand Dune ZR2 tester. I have to say the ZR2’s on-road manners surprised me somewhat, but in a good way. Despite riding on 33-inch all-terrain tires, its cabin is quite hushed at speed, and the ride quality wasn’t by any means punishing. And, of course, the 6.2-litre V8 delivers loads of power throughout the rev range.

<img class="aligncenter size-full wp-image-170015" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/2022-Chevrolet-Silverado-ZR2_engine-compartment.jpg" alt="2022 Chevrolet Silverado" width="1920" height="1080" />

While its looks might suggest it’s ready for the zombie apocalypse, the ZR2 interior is downright luxe, with rich leather seating, lots of soft-touch trim materials and two gorgeous pin-sharp HD screens. I’ve long thought <a href="https://www.wheels.ca/undefined/review-2020-chevrolet-silverado-1500-high-country">the Silverado</a> to be a fine truck in need of a more modern interior, especially on the tech front and I’m pleased to see it so well addressed here.

On day two, our group put a fleet of ZR2s through their paces on a challenging off-road course consisting of grassy, muddy, rocky and suspension-articulating terrain that proved to be an excellent test bed for not only the ZR2, but its fancy Multimatic dampers as well.

Both performed impressively. Multimatic’s DSSV (Dynamic Suspensions Spool Valve) dampers, which use three separate spool valves to control damping provide a high degree of control and predictability over challenging terrain, while the ZR2 itself handles anything thrown at it. The presence of front and rear e-lockers, combined with a dedicated Terrain mode make foraging through deep mud ruts and over rock piles feel much less daunting.

<img class="aligncenter size-full wp-image-170012" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/2022-Chevrolet-Silverado-ZR2_Multimatic-damper.jpg" alt="2022 Chevrolet Silverado" width="1920" height="1080" />

In all, the ZR2 benefits from the updates made to the entire Silverado lineup, while also delivering the off-road goods. It has the rugged off-roader looks buyers in the segment want, but also the capability for serious off-road trekking. GM Canada is aggressively pricing the ZR2 with a starting MSRP that is thousands less than that of the Ford F-150 Raptor and RAM TRX, indicating a confidence in what the ZR2 package offers.Its rivals should take note.

2022 Chevrolet Silverado ZR2

BODY STYLE: full-size off-road pickup
DRIVE METHOD: Front-engine, four-wheel-drive, 10-speed automatic transmission
ENGINE: 6.2-litre V8 (420 hp / 460 lb-ft.)
FUEL ECONOMY: (Regular 87) 16.7 / 14.1 / 15.5 L / 100 km city / highway / combined
MAX. PAYLOAD: 653 kg (1,440 pounds)
MAX. TOWING: 4,037 kg (8,900 pounds)
PRICE: $79,698 base / as tested, excl. freight and taxes
WEBSITE: <a href="http://www.chevrolet.ca">www.chevrolet.ca</a>

2022 Chevrolet Silverado ZR2 First Drive

22 toyota tundra 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

Full-size pickup trucks are a little like crossover SUVs in that they all mostly look alike and have almost identical technical specifications. Competition is so stiff between the Ford F-150, Chevy Silverado and Ram 1500 that no entry can afford to fall too far behind any of the others — at least, on paper.

The Tundra, however, has always struggled a bit to keep up. <a href="https://cars.usnews.com/cars-trucks/ford-f150-vs-toyota-tundra">In 2021, Toyota only sold about one Tundra for every </a><a href="https://cars.usnews.com/cars-trucks/ford-f150-vs-toyota-tundra">eight</a><a href="https://cars.usnews.com/cars-trucks/ford-f150-vs-toyota-tundra"> F-150s Ford sold in the US</a>. The drivetrain was dated. The driver comforts and interior were dated. The ride quality was simply terrible.

Whereas modern full-size pickups manage to strike a balance between being an actual tank and a leather-clad cigar lounge, the Tundra remained perfectly comfortable to be what pickups were originally designed to be — purely utilitarian.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/22-toyota-tundra-side-profile-scaled.jpg"><img class="alignnone size-full wp-image-169274" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/22-toyota-tundra-side-profile-scaled.jpg" alt="2022 Toyota Tundra" width="2560" height="1976" /></a>

And if I’m honest, that’s what I appreciated most about the old Tundra. You got the distinct sense that everything in the old Tundra was designed with muddy work boots in mind. It wasn’t concerned with the transcendentalism of frontiersmen lifestyle, either. There were no big chrome bumpers or styling choices to conjure up images of smokey backwoods cabins.

Put it this way. As a creative class city slicker who holds their breath while parking any vehicle taller than six-foot in their condo building — if you asked, “You have to own a full-size pickup” I would pick a Ram 1500, because I think it’s the most comfortable and its styling goes great with my Red Wing Heritage boots. The Ram suits my lifestyle.

But for anybody who works with their hands for a living, I always recommend the Tundra, because you simply won’t feel bad about scratching it or getting it dirty or spilling your double-double all over the interior. And that’s its own kind of luxury.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/22-toyota-tundra-interior-scaled.jpg"><img class="alignnone size-full wp-image-169275" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/22-toyota-tundra-interior-scaled.jpg" alt="2022 Toyota Tundra" width="2560" height="1920" /></a>

Still, it’s clear Toyota wants to do a little better than one-in-eight sales compared to the F-150, and so that inevitably meant making the Tundra more modern, more accessible… and softer for the 2022 model year.

Does that mean it now feels more like a hockey dad’s commuter vehicle than a contractor’s tax deductible? A little bit. But they haven’t completely tossed out the baby with the bath water.

The most immediately noticeable difference for the 2022 Tundra is the improvement to the ride quality. Which is not to say it's now Rolls Royce smooth or even “good”. It is more like “acceptable” compared to the last generation’s “borderline intolerable”. Toyota has introduced a few updates to the Tundra’s suspension to achieve this improvement. Most notably, the Tundra now uses rear coils — the only other two pickups to do this are the Ram 1500 and F-150 Raptor.

Those rear coils go a long way to improving ride quality, and their impact is even more significant when you consider Toyota’s most radical change to the 2022 Tundra — its new boxed frame.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/22-toyota-tundra-gauges-scaled.jpg"><img class="alignnone size-full wp-image-169276" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/22-toyota-tundra-gauges-scaled.jpg" alt="2022 Toyota Tundra" width="2560" height="1920" /></a>

The last-gen Tundra used a three-piece frame — a boxed middle attached to more flexible front and rear sections which were an effort to improve ride quality. The new frame is one entire piece and while that strikes against ride quality, it serves to help the Tundra go toe-to-toe with its direct competition and enhance its capabilities (more on that below).

Final on the “significant changes” list is a new powertrain in the form of a twin-turbocharged 3.5-litre V6 matted to a 10-speed automatic transmission. Our as-tested model made 389 hp and 479 lb-ft of torque — enough to motivate the Tundra well up to and during highway cruising. Toyota claims an average fuel consumption of about 12.7 L/100km; but if I’m honest, the best I could do was mid-14s… and that was solid highway driving.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/22-toyota-tundra-engine-scaled.jpg"><img class="alignnone size-full wp-image-169277" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/22-toyota-tundra-engine-scaled.jpg" alt="2022 Toyota Tundra" width="2560" height="1920" /></a>

However, a hybrid variant is also available which produces 437 hp and 583 lb-ft. And while we haven’t tested that variant, it may also be closer to achieving Toyota’s claimed mileage thanks to the hybrid tech.

The totality of these changes enables the 2022 Tundra to increase its maximum towing capacity from just over 10,000 pounds (in 2021) to 12,000 pounds with the right spec. Max payload has also increased from 1,660 pounds to 1,940 pounds.

On the towing front, opting for the SR5 trim package means the 2022 Tundra comes equipped with an integrated trailer brake which is meant to improve stopping power when towing a heavy load.

Adaptive air suspension is also an available option and is meant to help level the truck when a heavy trailer is attached. Entering tow/haul mode, as well as selecting two-wheel, versus four-wheel high and low, is made simple and accessible through analogue controls located by the gear selector.

Even the bed itself has been improved. Every 2022 Tundra now has a composite bed, as opposed to a traditional steel bed. The composite materials are intended to prevent dents and rust, without the need to add an aftermarket bedliner.

Inside, there’s some expected features such as a 4.1-inch driver information display and centre dash-mounted eight-inch touchscreen which can be upgraded to the simply enormous (borderline comical) 14-inch touchscreen.

The touchscreen itself is responsive and perhaps the simplest I’ve ever navigated (it feels a bit like putting your smartphone on “big text” mode). It’s also noticeably unaffected by glare. A nice touch, that. Apple CarPlay and Android Auto are standard and I found the sound system in our “Limited” trim tester to be “perfectly fine.”

While the interior quality is overall much improved, with plushier seats and softer surfaces, everything still feels tough and purposefully un-posh. You’re still not fussed about spilling your coffee in here.

Really, the only thing I disliked about the 2022 Tundra was having to drive it around and park it in Toronto’s downtown core. I maintain that if you don’t really need a pickup, you shouldn’t buy one. They’re actually less practical than you might think, especially in certain situations.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/22-toyota-tundra-bedliner-scaled.jpg"><img class="alignnone size-full wp-image-169278" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/22-toyota-tundra-bedliner-scaled.jpg" alt="2022 Toyota Tundra" width="2560" height="1920" /></a>

I had our tester Tundra over the May long weekend. And honestly? I was grateful for it. It took my partner and I on a little road trip out of the city and out to Stratford for a wedding. Easy highway cruising, good tunes and ample (an understatement) storage space for overnight bags made the four-hour trip (traffic, coffee stop, etc.) a breeze. The following morning, when we got caught in a brutal thunderstorm, the Tundra kept us squarely between the ditches with little effort.

Finally, I used the Tundra to help my mother-in-law take some patio furniture back to Costco. The entirety of which fit easily into the bed. The Tundra felt no different to drive. You wouldn’t even know anything was in the bed.

Driving back to the city I thought, “Man, no wonder they sell so many of these things… they’re SO PRACTICAL.”

I maintained that positive feeling until I had to park the Tundra in a standard Toronto parking garage. At which point I thought, “This is the least practical vehicle on the planet, and I don’t know why anyone would ever burn $70K on one. Don’t they know they could have a BMW 5-series for this kind of money? I mean, I’m sure a 5-Series would have gotten me through that thunderstorm just fine. And Stephanie can take her own furniture back to Costco.”

The point? The 2022 Tundra is a really solid effort on Toyota’s part to update and modernize their full-size truck footprint. But it hasn't changed my mind on anything.

I still think the Tundra should be the pickup of choice for blue collar workers. And I don’t recommend you buy any full-size pickup unless you regularly need to transport a few hundred pounds or more worth of cargo or you live in a “rural” area (which, statistically is about one in five of you reading this, so don’t get all defensive). I promise, if you don’t need a pickup, you’ll be happier without one.

Because every full-size pickup, no matter how dressed up, will always just be a pickup. And that means they’re inefficient. And bloody big. And less comfortable than a sedan or SUV.

It’s worth considering, if you’re considering a pickup, if the practicality you’re receiving will be greater than what you’re giving up.

2022 Toyota Tundra

BODY STYLE: Full-size pickup

DRIVE METHOD: Front engine, 4x4, 10-Speed automatic transmission

ENGINE: 3.5-litre V6 DOHC 24-Valve twin-turbocharged (389 hp, 479 lb-ft torque)

FUEL ECONOMY: (Regular) 13.6/12.7/10.6 L/100 km city/highway/combined

TOW RATING: 12,000 lbs

PRICE: $60,490 (as tested)

WEBSITE: <a href="https://www.toyota.ca/toyota/en/vehicles/tundra/overview">Toyota Tundra</a>
The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

2022 Toyota Tundra Review

2022 Lexus LX600 front

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

The Lexus LX has been given a thorough redesign for 2022, with the chief change being swapping out the old, die-hard (and less than fuel-efficient) V8 in favour of a twin-turbo V6 shared with the Tundra pickup. While this new truck may be called the LX 600, don’t think those numbers have anything to do with displacement as it is a 3.5-litre V6 we’re talking about here.

With 409 horsepower and 479 lb-ft of torque, numbers are up on what was made by the old V8-powered LX 570. The biggest jump comes in the torque department, with 479 lb-ft representing a 76 lb-ft hike over the old truck, helping contribute to a zero-100 km/h time of around six seconds.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/2022-lexus-lx600-3q.jpg"><img class="alignnone size-full wp-image-168910" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/2022-lexus-lx600-3q.jpg" alt="2022 Lexus LX 600" width="2000" height="1333" /></a>

Of course, that may be all well and good for the LX’s LC 500 grand tourer sibling, but when it comes to the LX, what most are going to want to hear about are its interior goodies and since it shares a platform with the also all-new Toyota Land Cruiser, what its chassis is all about.

When it comes to the former, it starts with one’s first impression, meaning the styling has to hit home.

Indeed, it doesn’t hit much harder than this big Lexus does when seen from the head-on perspective. Suffice to say that while the song may be called All About That Bass, here, it’s all about that face. A face that’s dominated – fully, completely, utterly and without question – by the grille.

The crossbar count sits at seven, and the chrome found thereon puts pretty much everything else on the market – on the full-size luxury SUV segment or otherwise – to shame, even if only about a third of it is actually used for cooling.

The question is – do we like it? Well, I wouldn’t say that I dislike it, necessarily. This is, after all, the flagship of the Lexus SUV range and that grille makes no bones about it. It sure is battleship-sized, weighing in at over 5,600 pounds, reaching 1,885 millimetres into the air and stretching nearly 2,000 mm across.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/2022-lexus-lx600-engine.jpg"><img class="alignnone size-full wp-image-168911" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/2022-lexus-lx600-engine.jpg" alt="2022 Lexus LX 600" width="2000" height="1333" /></a>

What’s strange, though, is that even with that grille, it doesn’t have quite the presence of a Cadillac Escalade or Lincoln Navigator. The new full-length rear taillight is nice as it helps give a lower look to what is a pretty tall truck and the wheels are fine, but there’s a little oomph missing somewhere. Maybe it’s the slabby sides, or the fact that my tester was painted white.

Things change, however, when you step inside.

Finished in something called “Caramel Sunset” leather, the interior drips with opulence. From the huge 12.3-inch widescreen infotainment display with ultra-rich colours, to the printed leather, to the slickly-styled and fabricated knobs and buttons for your climate controls and on to the digital gauge cluster, this is a thickly padded, tightly fastened together and stylish lesson in how to do luxury interiors right.

The infotainment system in the LX600 is the latest version offered by Toyota/Lexus and is a very slick affair with a responsive touchscreen, shortcuts down the side for everything from CarPlay to vehicle settings and finally – finally – the complete deletion of the joystick Lexus models have been using for years. It’s an all-touch or voice-activated affair now, and is all the better for it. That’s assuming you can reach it; it sits quite high up on the dash so those who need to sit a little further back from the wheel will have to stretch. Which is strange, because the driver’s seating position is quite upright and the dash sits pretty close, in a somewhat old school kind of way.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/2022-lexus-lx600-interior.jpg"><img class="alignnone size-full wp-image-168912" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/2022-lexus-lx600-interior.jpg" alt="2022 Lexus LX 600" width="2000" height="1333" /></a>

There’s also a secondary display below that contains various goings-on with the chassis and drivetrain (including a g-meter, which is kind of funny in a luxobarge like this) and after that, a digital rear-view mirror.

My tester had the Executive VIP package that, for a cool $44,750 – yes, you read that correctly – deletes the third row and provides about three cars’ worth of options. Chief among these turns the second-row seat into a business class pod; there’s a fully-reclining right rear passenger seat as well as displays for each passenger and a central-mounted unit for the rear climate controls and relaxation settings such as massaging seats.

What’s strange, however, is how for all the gizmos you have back there, there isn’t a huge amount of headroom and in an effort to lower the centre of gravity, there’s no full-length moonroof option. That’s fine reasoning, but seems like a pretty glaring omission in a $150,000-plus SUV.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/IMG_9110.jpg"><img class="alignnone size-full wp-image-168891" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/IMG_9110.jpg" alt="2022 Lexus LX 600" width="2000" height="1333" /></a>

It is one capable truck, though, the LX600. Power comes on incredibly smoothly and in linear fashion. There is no peakiness here, just a nice, flat-feeling powerband with a liquid-smooth 10-speed transmission that will never leave you hanging. It does it all so quietly, too, which is a nod to the LX600’s luxury-above-all-else attitude.

And attitude that, it should be said, takes a bit of a hit when it comes to the corners. Put simply, this is not a truck that wants you scything through bends like a sports car, and it has the body roll to prove it. You will likely find yourself – as I did – slowing down a little more through corners than is immediately obvious in an effort to keep things copasetic. Speaking of keeping things copasetic: there is a locking centre diff, driver-adjustable ride height and five off-road drive modes to select from, each playing with the ride height and various chassis systems to help out. Coupled with both a hill descent control and crawl control system, you are in good hands when it comes to venturing off the beaten path in the LX600. This brings us to the issue at hand when it comes to the new LX.

&nbsp;

You see, with the removal of the Toyota Land Cruiser from the US market for 2022 (it’s been gone from Canada for years), the LX can’t just be sharing a platform, but really needs to fill that gap more so than ever before. It wasn’t a huge gap to fill, but the result is a luxury SUV with concessions; the ride, the driving position, the rear seats and so on. It is an ultra-capable truck with incredible interior appointments, but there are caveats.

&nbsp;

2022 Lexus LX600

BODY STYLE: Five-door full-size luxury SUV

DRIVE METHOD: front-engine, four-wheel drive
ENGINE: 3.5-litre V6, turbo, 409 hp, 479 lb-ft of torque

FUEL ECONOMY CITY/HIGHWAY/COMBINED: 14.2/10.8/12.7 L/100 km
TRANSMISSION: 10-speed automatic

CARGO CAPACITY: 1,246 - 1,812 L

TOWING CAPACITY: 3,630 kg

Base MSRP: $106,950

As tested MSRP: $151,700

WEBSITE:  <a href="https://www.lexus.ca/lexus/en/automobiles/lx">Lexus LX</a>
The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

2022 Lexus LX 600 Review

mdx_10259_nh_830mlunar_silver_metallic_front (1)

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

If you’re shopping for a three-row SUV – and sales figures for the past few years suggest many Canadians are doing exactly that – Acura will be more than happy to point you in the direction of their MDX. Starting at $57,900 plus destination, this all-wheel drive hauler is the fourth-generation to wear this badge and was recently refurbished to maintain its place as the flagship of Acura showrooms.

Under the hood is a 3.5-litre direct injection V6 making a wholly reasonable if entirely average 290 horsepower and 267 lb-ft of torque. Unlike some of its competitors, the MDX deploys a 10-speed automatic with real gears instead of a sad-sack CVT. All-wheel drive is standard equipment as is an adaptive damper system designed to smooth out bumps even better than a professional butler ironing formal wear.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/mdx_10259_nh_830mlunar_silver_metallic_back.png"><img class="alignnone size-full wp-image-168822" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/mdx_10259_nh_830mlunar_silver_metallic_back.png" alt="2022 Acura MDX" width="700" height="394" /></a>

Acura has finally found its way out of the styling wilderness, ditching the guillotine-like grille a few years ago and concentrating their efforts on a natty so-called Diamond Pentagon nosepiece and a much more cohesive overall design. The entry-level MDX is infuriatingly only available in hues found on the grayscale; adding insult to injury is the brand’s decision to charge extra for even milquetoast choices like Majestic Black and Platinum White. Only the Lunar Silver shown here is a no-charge paint option. Still useful features like a front wiper de-icer and heated side mirrors are standard kit. There’s a washer on the rear camera for when life gets muddy.

An enormous 12.3-inch colour centre display is included on all MDX crossovers, with the entry trim missing only navigation tools from its box of tricks. Alexa built-in, wireless device charging, and wireless Apple CarPlay/Android Auto are some of the system’s highlights. A premium sound system with nine speakers and a subwoofer takes care of the tunes. Driving aids like adaptive cruise control with low-speed follow, traffic jam assist, and a lane keeping system with haptic feedback are also on board. A panoramic moonroof, tri-zone climate control, and front seats trimmed in fake leather with a dozen different adjustment planes round out the well-equipped entry-level trim of MDX.

What We'd Choose

Knowing the brand’s ELS Studio premium audio system is worth the cash, making a $4,000 walk to the Tech trim is this author’s recommendation. Along with a hands-free liftgate (both open and close!), heated seats for second row ankle biters, and a better choice of colours – get the Obsidian Blue Pearl – this second rung on the MDX latter seems to be the better deal.

Of course, one doesn’t get even a scintilla of extra power by upgrading to the Tech trim. In fact, output remains the same until one reaches the tasty $79,000 Type S model which is motivated by a 3.0-litre turbocharged V6 good for 355 horses and a like amount of torque. But unless you absolutely must be the first to soccer or hockey practice, the MDX Tech will check a lot of boxes for most Canadians.

Base Camp: 2022 Acura MDX

2022 Acura MDX Type S_front 3-4 profile

I used to sell this car. Well, not THIS car, but its ancestor, the first gen MDX.

Yep, 20 years ago, back in the days of flip phones, tube televisions, and George W. Bush promising to hunt down “evil doers”, I spent roughly five months selling Acuras at a suburban Toronto dealership.

Was I good at sales? Not really. About average near the end, but I wasn’t going to win any salesperson of the year award, so I quit and took a Public Relations course which put me on a path that would eventually lead to automotive writing.

Anyway, the three-row, seven passenger MDX I once had moderate success selling has spawned multiple generations and is now the all-time bestselling Acura in Canada with more than 100,000 units sold. The fourth-generation model went on sale in early 2021 as a 2022 model, with four trims available (base, Tech, A-Spec and Platinum Elite).

The focus here is the range-topping, high-performance, Type S, which is available in two variants: regular and Ultra Package. The shiny Performance Red Pearl tester I drove recently is the latter, and comes with a slew of extra goodies for an extra $4,000 over the base Type S.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-Acura-MDX-Type-S_side-profile.jpg"><img class="alignnone size-full wp-image-168265" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-Acura-MDX-Type-S_side-profile.jpg" alt="First Drive: 2022 Acura MDX Type S Ultra" width="1920" height="1080" /></a>

Whereas non-Type S grades are powered by a 3.5-litre naturally aspirated V6 (290 hp / 267 lb-ft.), Type S models receive the 3.0-litre turbocharged V6 (355 hp / 354 lb-ft.) shared with the TLX Type S sedan. This engine, like the 3.5, is bolted to a 10-speed automatic transmission with Acura’s Super-Handling All-Wheel Drive (SH-AWD). The latter two are standard across the MDX range.

In addition to a more powerful engine, Type S models receive a host of chassis extras, including an adjustable air suspension, adaptive damper system, and updated integrated dynamics system with Type S-exclusive Sport+ and ride height-increasing lift modes. Brembo brakes (363 mm) with four piston fixed calipers up front are also standard issue, as are 21-inch wheels wrapped in high-performance all-season tires.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-Acura-MDX-Type-S_front-fender-wheel.jpg"><img class="alignnone size-full wp-image-168266" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-Acura-MDX-Type-S_front-fender-wheel.jpg" alt="First Drive: 2022 Acura MDX Type S Ultra" width="1920" height="1080" /></a>

On the appearance front, the Type S receives a new Diamond Pentagon grille, model-specific front splitter, unique rear diffuser, and quad-tip exhaust.

For an extra $4,000, the Ultra Package includes: head-up display, ELS Studio 3D Signature Edition audio system with 25 speakers, 16-way power front seats trimmed in quilted leather, 9-way massaging front seats, open pore wood trim with metallic black finish, gloss black lower trim and roof rails, acoustic laminated rear door glass and ultra-plush floor mats and carpeting.

Finished in Performance Red Pearl ($500 extra), the MDX Type S Ultra makes a striking first impression. The deep red finish, combined with a long hood, large wheels and scores of black trim accents exude a strong performance character. The emotional appeal is further expressed with sharp hood and beltline creases, sculpted door panels and quad exhaust tips that make clear this is no garden variety MDX.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-Acura-MDX-Type-S_rear-seat.jpg"><img class="alignnone size-full wp-image-168267" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-Acura-MDX-Type-S_rear-seat.jpg" alt="First Drive: 2022 Acura MDX Type S Ultra" width="1920" height="1080" /></a>

Inside, the Type S Ultra wants for nothing. Its power, heated and cooled everything combined with two slick digital screens, plus loads of piano black trim, and brushed metallic knobs and buttons create an aesthetic that is both suitably premium and high tech.

To these eyes, there’s a little too much black here, but at least the switches, knobs and buttons are logically placed and don’t require an owner’s manual to operate. The massaging front seats are quite comfortable and their intricate red stitch pattern, which also extends to the D-shaped steering wheel and dashboard, provide much needed colour to this Death Star-like interior. Same goes for the LED ambient lighting, which I left in red during my test, but comes with 27 colour schemes.

I think we’ve arrived at the point where I complain about stuff, which I will do with the caveat that these nitpicks are common to other Honda / Acura vehicles, not just the MDX. The two things I really didn’t like in the MDX interior are the push button transmission controls and True Touchpad Interface.

&nbsp;

No matter how many Honda family cars I drive, and I’ve driven them all, it often takes me a day or so to get reacclimated to their push button transmissions. I’ve said it before, but it bears repeating: this set-up is unnatural and distracting. A console shift lever, which has fallen out of favour dramatically over the past half-decade, is the easiest and most intuitive gear selector ever invented. Most of us learned how to drive in a car with a console shifter, and I’ve yet to encounter anything that works better.

I know, Honda, the aim here is to save space, and the buttons light up in different colours, and drivers get used to them, etc., etc.— I know. But they can still confuse new users and make experienced drivers (like yours truly) pause for a second or two. I realize they’re not going away but they continue to be a solution in search of a problem, in my view.

As for the True Touchpad Interface, I’ll be brief— it’s fussy and distracting, especially when the vehicle is moving. The multimedia screen itself is fine, but this interface is annoying to use and in need of a re-think. I hope it happens soon.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-Acura-MDX-Type-S_dashboard-centre-console.jpg"><img class="alignnone size-full wp-image-168269" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-Acura-MDX-Type-S_dashboard-centre-console.jpg" alt="First Drive: 2022 Acura MDX Type S Ultra" width="1920" height="1080" /></a>

With that said, I quite enjoyed my four days with the MDX Type S Ultra. Like the TLX Type S, which uses the same powertrain, drivers can dial the performance up or down to their liking. There are five main drive modes (snow, comfort, normal, sport and sport+), along with individual, where the driver can tune the car’s settings (throttle response, transmission shifting, and steering, among others) to their preference.

I mostly toggled between comfort, normal and sport+, which altered the car’s driving character significantly. Throttle response and transmission shift mapping and suspension damping were at their most aggressive in sport+ which, like the TLX Type S, is best suited for a closed course.

Sure, you can roll around town in sport+ if you want, but high engine revs and a late-shifting 10-speed combined with a stiff ride on 21-inch wheels makes for a herky-jerky driving experience that’s best avoided. Better to keep it in normal or comfort for the everyday, which still delivers good acceleration from the turbo V6 and with just enough exhaust snarl.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/IMG_E5700.jpg"><img class="alignnone size-full wp-image-168264" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/IMG_E5700.jpg" alt="2022 Acura MDX Type S" width="1920" height="1080" /></a>

I didn’t do any performance testing, but the MDX Type S Ultra’s handling on public roads feels sharp and responsive. It’s a long, heavy vehicle, but the steering feels quick and nicely weighted, and its suspension tuning keeps it well stuck to the road. Cabin noise is well-suppressed also, especially in normal and comfort modes.

In sum, I like the MDX Type S Ultra. There’s a lot of style, content, and technology on offer, and with a good amount of performance although, at $83,000 ($79K for the base Type S), the barrier to entry is significant. Competitors in its price range include the Audi Q7 and BMW X5, both of which have a lower starting MSRP. While their high-performance variants cost more than the MDX Type S, being in the same ballpark might hurt the Acura. I hope that isn’t the case, because this SUV makes for a compelling option in the premium performance market.

2022 Acura MDX Type S Ultra

BODY STYLE: mid-size high-performance premium SUV
DRIVE METHOD: Front-engine, all-wheel-drive, 10-speed automatic transmission
ENGINE: 3.0-litre turbocharged DOHC V6 (355 hp / 354 lb-ft.)
FUEL ECONOMY: (Premium 91+) 13.8 / 11.2 / 12.4 L / 100 km city / highway / combined
CARGO VOLUME: 2,690.1 / 1,367.7 / 512.5 litres (94.9 / 48.3 / 18.1 cu ft.) (behind first / second / third row)
MAXIMUM TOWING: 5,000 pounds (2,268 kg)
PRICE: $83,000 base / $85,875, as tested, including freight, excl. taxes
WEBSITE: <a href="http://www.acura.ca">www.acura.ca</a>

2022 Acura MDX Type S First Drive Review

2021 Ford Bronco Wildtrak_front 3-4 profile

The 2022 Bronco is now on sale and features some lineup and equipment packaging changes and options versus the 2021 model I drove. Visit ford.ca or your local Ford dealer for further details. 

I realize the Ford Bronco wasn’t the inspiration behind the adage, ‘a picture is worth a thousand words’, but I think it’s a pretty darn good fit.

I mean, just look at this thing. A blind person could see what the Bronco is for. I kid, but only slightly.

Now, I will spin some words here talking about its relative merits, but the Bronco is one of a handful of vehicles that really doesn’t need a great deal of exposition. You see it, you get it. Right? Right.

Colour me as one of those who when I first saw a photo of the new Bronco in 2020, which is back in Ford’s lineup after a 25-year absence, knew exactly what it was about: off-roading.

Sure, you can drive a Bronco around town in two-wheel drive, but the happy place for this SUV begins where the pavement ends. More on that shortly.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2021-Ford-Bronco-Wildtrak_dashboard-centre-console-1.jpg"><img class="alignnone size-full wp-image-167982" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2021-Ford-Bronco-Wildtrak_dashboard-centre-console-1.jpg" alt="2021 Ford Bronco Wildtrak" width="1920" height="1080" /></a>

First, some Bronco basics. The most obvious of which is it can be had with either two or four doors, just like its primary competitor, the Jeep Wrangler. Second, just like the Jeep, Bronco doors and roofs can be removed for the ultimate Baja experience.

The other thing worth mentioning is from a product positioning standpoint. Ford has elected to apply the Bronco name to two product lines: the ultimate off-roader seen here, and a more civilized version, known as the Bronco Sport, which has off-road capability, but also shares chassis underpinnings and powertrains with the mall-friendly Escape crossover.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2021-Ford-Bronco-Wildtrak_side-profile.jpg"><img class="alignnone size-full wp-image-167975" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2021-Ford-Bronco-Wildtrak_side-profile.jpg" alt="2021 Ford Bronco Wildtrak" width="1920" height="1080" /></a>

You can certainly take the Bronco to the mall and for grocery runs (which I did), but you should also hit the trails too (which I also did). I’ll let you guess which scenario was more fun.

At any rate, the Bronco is built on a platform shared with the Ranger mid-size pickup and is available with two engines and two transmissions.

On the engine front, all grades except the Wildtrak are fitted with a standard 2.3-litre EcoBoost four-cylinder (275 hp / 315 lb-ft) with a 2.7-litre EcoBoost V6 (315 hp / 410 lb-ft.) available as an option. For the Wildtrak, it’s V6 only. Both engines run fine on regular gas, but premium fill-ups will extract more power: 2.3 – 300 hp / 325 lb-ft; 2.7 – 330 hp / 415 lb-ft.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2021-Ford-Bronco-Wildtrak_engine-compartment.jpg"><img class="alignnone size-full wp-image-167976" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2021-Ford-Bronco-Wildtrak_engine-compartment.jpg" alt="2021 Ford Bronco Wildtrak" width="1920" height="1080" /></a>

As for gearboxes, it’s either a seven-speed manual and 10-speed automatic. Of note, the manual can only be paired with the four-cylinder engine, while the automatic can be had with both.

My tester is a range-topping Wildtrak two-door, so it comes with a standard V6, but the bigger engine is available as an option on the other five models.

Standard chassis kit for Wildtrack includes electronic-locking front and rear axle, high-clearance suspension, 4x4 with automatic on-demand engagement, and electronic traction control. The Sasquatch Package, which adds 17-inch beadlock capable wheels, 35-inch all-terrain tires, front and rear-locking differentials, Bilstein position sensitive monotube shocks, 4.7 final drive ratio and high clearance fender flares, is also standard issue.

On the inside, a push-button starter, remote start system, leather-wrapped steering wheel, four USB ports (two front, two rear), two 12-volt chargers and six beverage holders are among the many items that are standard in the Wildtrak cabin.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2021-Ford-Bronco-Wildtrak_dashboard-centre-console.jpg"><img class="alignnone size-full wp-image-167977" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2021-Ford-Bronco-Wildtrak_dashboard-centre-console.jpg" alt="2021 Ford Bronco Wildtrak" width="1920" height="1080" /></a>

Because the Bronco is so without pretention, I’ll try to be brief: you’ll either dig it or you won’t, there’s no in-between. Personally, I think its box-on-wheels, Tonka-toy looks suit its mud-splattered, off-road character. Ford designers have leaned into its heritage just enough – jacked-up stance, round headlights and smattering of Easter eggs (Est. 1966 stencilling on the lower windscreen) – to appeal to a broad section of consumers, including those that remember older Broncos and those who don’t. I think the right balance has been struck – the Bronco should look cool, and it does.

Inside, there’s enough comfort and technology (12-inch infotainment display, heated leather seats, heated steering wheel, USB ports, wireless charge pad, etc.) sandwiched in between its many rubberized grab handles, cup holders, storage cubbies and wipeable trim panels to justify its near $70K price tag. But I’d argue that none of that stuff is why one buys a Bronco, and Ford realizes that. The interior needs to be just civilized enough to compete with the Wrangler, and on that score, it’s mission accomplished. There isn’t a lot of room for cargo or passengers, but the interior suits the vehicle: ruggedly handsome and highly functional.

Okay, time to get down to brass tacks: driving impressions.

Off-road, this thing is as fun as it gets. Its automatic on-demand 4x4 with G.O.A.T. (Goes Over Any type of Terrain) terrain management system, which has seven modes, makes off-roading a blast. In addition to 2HI, 4LO and 4HI, the 4x4 system has a 4AUTO setting that continuously varies torque delivery to the front wheels for better off-road traction via a two-speed electromechanical transfer case.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2021-Ford-Bronco-Wildtrak_rear-3-4-profile.jpg"><img class="alignnone size-full wp-image-167978" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2021-Ford-Bronco-Wildtrak_rear-3-4-profile.jpg" alt="2021 Ford Bronco Wildtrak" width="1920" height="1080" /></a>

And I needed every bit of extra grip I could get on the trail I was on which was beginning to melt, but still had a good eight-10 inches (203.2 – 254 mm) of snow and slush on top of a muddy base. I varied the G.O.A.T. mode selector between slippery and mud / ruts which, along with a locking rear diff (mud / ruts), helped get me through the deepest snow. That, and 35-inch all-terrain tires and the highest ground clearance (11.6 inches / 294.6 mm) in its class!

The one other feature that I found to be quite useful off-road is the front-facing camera, which provides a clear view of the road trail ahead that is otherwise obscured by the Bronco’s long hood and high ride height. The heavy-duty modular front bumper and steel bash plates ($1,000) also seem like a good investment based on my experience.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2021-Ford-Bronco-Wildtrak_front-fender-wheel.jpg"><img class="alignnone size-full wp-image-167979" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2021-Ford-Bronco-Wildtrak_front-fender-wheel.jpg" alt="2021 Ford Bronco Wildtrak" width="1920" height="1080" /></a>

For as much fun as the Bronco is off-road, its status as a trade-off vehicle becomes more apparent on tarmac. All-terrain tires are great on snowy trails but are quite noisy on pavement, while the Bronco’s ride can be jittery and bouncy over frost-heaved and broken roads. Swapping out the all-terrains for quieter SUV rubber helps, of course, but doing so defeats the Bronco’s off-road mission. With that said, the turbocharged EcoBoost V6 provides a snappy throttle response and returns acceptable, but not great, fuel consumption.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2021-Ford-Bronco-Wildtrak_Apple-CarPlay.jpg"><img class="alignnone size-full wp-image-167980" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2021-Ford-Bronco-Wildtrak_Apple-CarPlay.jpg" alt="2021 Ford Bronco Wildtrak" width="1920" height="1080" /></a>

In the end, I like the Bronco. I wouldn’t necessarily want to drive one everyday, but for off-roading on weekends, it doesn’t get much better. Plus, it looks cool and can be ordered to be as basic or as loaded as you like. The two-door is short on space and its wheelbase makes a jittery ride all but unavoidable, but if that’s a real issue, pick the four-door. Or the Bronco Sport, if you’re looking for a Bronco more suited to everyday driving.

Either way, the Wrangler now has some serious competition, and that’s a win for the consumer.

2021 Ford Bronco Wildtrak 

BODY STYLE: mid-size SUV
DRIVE METHOD: Front-engine, four-wheel-drive, 10-speed automatic transmission
ENGINE: 2.7-litre turbocharged V6 (315 hp / 410 lb-ft; 330 hp / 415 lb-ft w/ 91+ octane)
FUEL ECONOMY: (Regular 87) 14.0 / 13.9 / 13.9 L / 100 km city / highway / combined
CARGO VOLUME: 1,481 / 634 litres (52.3 / 22.4 cu-ft) (behind first / second row)
MAXIMUM TOWING: 3,500 pounds (1,587 kg)
PRICE: $56,494 base / $69,529, as tested, including freight, excl. taxes
WEBSITE: <a href="http://www.ford.ca">www.ford.ca</a>

The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

2021 Ford Bronco Wildtrak Review

2023 Ford F-150 Rattler

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.

<h3>Faster Ontario Highways</h3>
Ontario is adding higher speed limits on many of its highways, raising the 100 km/h max to 110 km/h. A pilot project will boost the limit on sections in the northern part of the province including a 55 km stretch of Highway 400 between MacTier and Nobel, as well as 45 km of Highway 11 from Emsdale to South River. Meanwhile, the increase to 110 km/h will become permanent on April 22 on sections of highway including 102 km of Highway 417 from Ottawa to the Quebec border, 37 km of Highway 417 from Kanata, 32 km of the Queen Elizabeth Way, 90 km of Highway 402 from London to Sarnia, and several other smaller sections. “Our government continues to find new ways to make life easier and more convenient for families and businesses that depend on highways to get where they need to go,” said Caroline Mulroney, Minister of Transportation.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/news-4-4-2-scaled.jpg"><img class="alignnone size-full wp-image-167035" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/news-4-4-2-scaled.jpg" alt="Speed Limit Increase" width="2560" height="1708" /></a>
<h3>Feds bump up EV spending</h3>
The Federal Government has just announced plans for new spending to reach a target of reducing carbon emissions by more than 40 per cent by 2030. The investment will include $900m to build additional electric vehicle charging infrastructure. Environment Minister Steven Guilbeault's plan also includes a mandate that at least one in five new light-duty vehicles offered for sale have zero emissions by 2026. Another announcement to bring more automotive manufacturing jobs to the country is set for later today, and that is likely to include more Canadian manufacturing related to electric vehicles.
<h3>F-150 Rattler</h3>
Ford launched a new off-road version of the F-150 called Rattler. Based on the XL trim version of the pickup, it gives buyers of more entry-level Ford pickups the chance to enjoy off-road special editions frequently reserved for higher-spec models. The 2023 F-150 Rattler adds FX4 content to the XL including skid plates, hill descent control, off-road-tuned shocks, and a rear locking differential. It then adds special Rattler logos and wheels fitted with all-terrain tires. On the inside, onyx seats with bronze accents and contrast stitching give the Rattler a unique look Ford calls "desert-inspired." The F-150 Rattler will also have badges on the fender vents and rattlesnake-inspired graphics. The truck is set to go on sale later this year.
<h3>Maple Leaf McLarens</h3>
Pfaff, the Canadian distributor for McLaren Automotive, is marking 10 years with a run of 10 special Canada-only Mclaren 720S cars. Three coupes and seven Spiders will wear Pure Black paint with Stealth wheels, a nod to the first McLaren 12C sold in Canada. Orange air intakes and rear diffuser help complete the look, while the cars will also get a custom stripe with an inset maple leaf graphic. The Canada 10th Anniversary MSO 1/10 will come with a special plaque in the front trunk and a hardcover book celebrating the brand's history in Canada.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/news-4-4-3-scaled.jpg"><img class="alignnone size-full wp-image-167037" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/news-4-4-3-scaled.jpg" alt="Pfaff" width="2560" height="1707" /></a>
<h3>Eletre to join Lotus lineup</h3>
Lotus Cars has revealed the brand's first-ever SUV and second-ever electric vehicle. Joining the Evija electric hypercar will be the Eletre electric crossover. The Eletre is aiming for a 600 km battery range (on the WLTP cycle), as well as a minimum of 600 hp, all from a 100 kWh battery pack. 350 kW fast charging can add 400 km of range in just 20 minutes, and it will support 22 kW AC charging at home, much quicker than just about any other EV. While Lotus promises the brand's typical excellent handling, this big Lotus should still help make the brand much more accessible to buyers than ever before. The interior is pure luxury, and that's impressive from a brand where luxury used to mean cruise control. The Eletre starts production later this year and is expected to go on sale for Canada in 2024. The model is the first of three new EVs the company plans to reveal in the coming years as it looks to expand under owner Geely.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/news-4-4-4-scaled.jpg"><img class="alignnone size-full wp-image-167036" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/news-4-4-4-scaled.jpg" alt="Lotus Eletra" width="2560" height="1707" /></a>

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