22 genesis gv70 main header

Living in rural Nova Scotia, Matthew Guy has immersed himself in car culture for over 30 years and relishes the thought of a good road trip. A certified gearhead, he enjoys professionally writing about cars and is very pleased to contribute for wheels.ca.

His work has also appeared on Car Throttle, The Truth About Cars, and in CAA Magazine. Find him on Twitter @matthewkguy

The Genesis brand, still a sophomore in the grand scheme of things compared to established luxury players like Audi and Lexus, has been padding its showroom with different varieties of SUVs and crossovers –important segments for the financial health and bottom line of any car company. With the engineering might of established Korean players backing their efforts, Genesis is nipping at the heels of Lincoln and Infiniti in terms of sales in this country despite being far younger than either of those brands.

Playing in the brutally competitive midsize luxury crossover segment, the GV70 does a good job of using Genesis family identity cues to create a machine which you’re unlikely to lose in a sea of lookalike crossovers at the mall. The brand’s trademark two-line quad lamp styling starts up front with lights set at the same height as its maw of a grille, avoiding the current inexplicable trend deployed by some marques of placing a car’s headlamps in the jowls of the front bumper. A so-called parabolic line runs the length of the GV70, stretching from tip to tail and adding a bit of visual interest to what could otherwise be vast expanses of sheet metal. Razor-thin two-line tail lamps peer rearward. Your author would choose a hue other than white – check out the entertainingly named Mauna Red, for example.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/IMG_6305-scaled.jpg"><img class="alignnone size-full wp-image-169067" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/IMG_6305-scaled.jpg" alt="2022 Genesis GV70 2.5T AWD" width="2560" height="1920" /></a>

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Under the hood of this model is the smaller of two engines offered in the G70. Displacing 2.5-litres from its four cylinders and wringing 300 hp from its turbocharged guts, the quad-pot plays nicely with its eight-speed automatic transmission dance partner and proved to be an able companion during a two-day scouting trip through the wilds of Northern Ontario. Highway speeds crept up on this driver like a silent butler, proving the worth of this model’s smart cruise control (fitted with a stop-and-go function for urbanite commuters). Despite being down 75 ponies compared to the V6 option, this four-banger never felt underpowered. All-wheel drive is standard in Canada on all GV70 trims.

But it’s the interior at which customers in this segment will spend most of their time staring, and Genesis is doing a great job of making its cabins feel a lot more expensive than their price tag may suggest. Excellent details like the stitching which tracks its way across the soft-touch dash, a swooping line of brightwork which runs up and over the gauges before seamlessly spearing though the ventilation registers and door cards, finely textured and knurled surfaces on important touch points like the redundant stereo controls – all these make for a cabin which can hold its own against established luxury brands. Your author remains unconvinced the two-spoke steering wheel looks like anything other than an oddity but that’s a personal preference. Any my spouse will gladly tell you I’m frequently wrong about nuanced interior design so I’m probably wrong about the wheel, too.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/IMG_6333-scaled.jpg"><img class="alignnone size-full wp-image-169059" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/IMG_6333-scaled.jpg" alt="2022 Genesis GV70 2.5T AWD" width="2560" height="1920" /></a>

Like other cars with which it competes, the GV70’s HVAC system is controlled by a touchscreen, albeit one which is separate from the infotainment system and provides haptic feedback for common functions such as adjusting the fan speed. It isn’t quite as effective as a physical dial for permitting adjust-by-feel without taking one’s eyes off the road but it is light years ahead of having to dig through infuriating submenus in a jumbotron just to increase fan speed by two notches. Redundant controls live on the forward edge of GV70’s centre console for quick volume and XM channel adjustments, with a large round dial just south of those items intended for tactile use of the infotainment touchscreen should one be so inclined to use that input instead of their outstretched index finger.

Note well: this dial and the gearshift knob reside in proximity to each other and will be confused the first fourteen times you drive your snazzy new Genesis. The infotainment screen itself is oriented in a horizontal fashion and is less intrusive than “standing tall” tablets in some other vehicles. The graphics are crisp and clear.

One oddity? The mashup of analog dial and digital screens in this midrange GV70’s gauge cluster. Its left side has a dinner-plate speedometer with a coin-sized fuel gauge at the bottom of its sweep – a clean and very German design which was probably the intent. But at the centre right of this cluster are digital screens, the latter generally showing a tachometer but tossing up a view from the blind spot monitoring system when switching lanes. This is helpful but since only half the cluster is digital, camera images from both sides of the car show up in the same spot. This is jarring since other Genesis vehicles (and vehicles from its extended family) have digital screens on both cluster halves, permitting the blind spot camera to feed images on the left or right corresponding with the direction of turn.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/22-genesis-gv70-cargo-scaled.jpg"><img class="alignnone size-full wp-image-169070" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/22-genesis-gv70-cargo-scaled.jpg" alt="Genesis GV70 2.5T" width="2560" height="1920" /></a>

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Front row legroom is ample as is space for the driver’s noggin, with back seat room found to be decently accommodating (keeping in mind this writer is six-and-a-half feet tall. Riders in the aft quarters are treated to their own HVAC controls, heated seats, and USB ports. The front passenger seat can be adjusted by the peanut gallery thanks to controls on its left flank – whether it gets moved by impish children or the Uber Lux passengers you’re carting downtown.

Buying advice? If one can suffer the indignity of doing without an 18-speaker audio system, surround view parking cameras, and a few other petty items, be sure to sample the entry-level GV70. It’s priced $4,000 less than our tester but retains the same powertrain and its amenities are legion. Perhaps sophomore year isn’t so bad after all.

2023 Genesis GV70 Advanced Plus AWD 

BODY STYLE: Five-door, five-passenger crossover

CONFIGURATION: Front engine, all-wheel drive

MAXIMUM OUTPUT:  300 hp, 311 lb-ft

ENGINE: 2.5-litre turbocharged four-cylinder

CARGO SPACE: 818 litres(28.9 cu-ft)

GROUND CLEARANCE: 7.3 inches

TOWING CAPACITY: 1,590 kg (3,500 lbs)

FUEL ECONOMY: 10.7 / 8.4 / 9.7 (L/100km, city / hwy / comb.)

PRICE: $59,500

Website: <a href="http://www.genesis.com/ca">www.genesis.com/ca/</a>
The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

2022 Genesis GV70 2.5T AWD Review

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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)

Owners of the old Defender will routinely tell you that it’s a horrible car to drive and even harder to live with on the day-to-day unless you're off-roading or towing. Yet, many have a special place in their hearts for them. Gearheads can be a weird and irrational bunch.

Launched shortly after the Second World war ended, Land Rover’s Willys Jeep-inspired truck was an agricultural “all-purpose vehicle” that didn’t have to stop when the road ended. It quickly became an off-roading legend. The Land Rover would be pressed into service for the British Army and was a favourite of the Royal family. Prince Phillip was even carried to St. George’s chapel in a custom Defender hearse he had helped create.

The Defender name itself didn’t arrive until 1990, and it was in constant production until the last one rolled off the assembly line in 2016. During its seven-decade run the Defender’s original formula barely changed, and you’d probably benefit from owning one if you live in the middle of the Serengeti but for most it’s overkill. For something more versatile, the redesigned and thoroughly modern next-generation Defender is the one you’re going to want.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/DSC03592.jpg"><img class="alignnone size-full wp-image-169032" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/DSC03592.jpg" alt="Land Rover Defender V8" width="2048" height="1365" /></a>

It’s already won numerous awards and accolades and received glowing reviews from every corner of automotive media. Redesigning an iconic model is never easy but Land Rover has hit this one out of the park.

You can get it as a 2-door (Defender 90) or a 4-door (Defender 110) or an extended 4-door (Defender 130) with three rows of seating, and a range of factory accessories and off-road goodies like side-mounted gear carriers, roof racks, and even a portable rinse system.

With power coming from either a 296 hp turbocharged 4-cylinder or a 395 hp mild-hybrid inline-6, there’s more than enough get-up and go. But if that doesn’t sound like quite enough, a new Defender V8 will bring even more.

It’s not inexpensive starting at $128,100, but there’s quite a bit more engine: a 5-litre V8 topped with a supercharger good for 518 hp and 461 lb-ft of torque. Like all Defenders, there’s permanent 4WD and electronically controlled centre and rear differentials governed by Land Rover’s Terrain Response 2 system. V8 Defenders also get a new Dynamic mode meant to showcase its newfound handling balance, though I’m not quite sure the word handling and Defender belong in the same sentence.

A Defender V8 gets its own set of 22-inch wheels, V8 badging on the front doors and door sills, and a quad-tipped exhaust. It’s subtle and you’ll probably just think it’s a regular Defender.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/22-land-rover-defender-v8-rear.jpg"><img class="alignnone size-full wp-image-169024" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/22-land-rover-defender-v8-rear.jpg" alt="Land Rover Defender V8" width="2048" height="1365" /></a>

My tester had the Extended Black Pack which blacks out the badging, grille, and underbody cladding. Special mention here goes to the mud flaps and a caged cargo separator, both very cool factory accessories like the gear carriers (not outfitted on this Defender). They’re functional but mainly they look so damn cool like you’re part of some Arctic expeditionary force, and I think that’s what many of the buyers stepping into Land Rover showrooms are thinking when they first set eyes on this thing. It’s got the look of the original, and it’s just as capable as the original and then you drive it and realize that it’s also a thoroughly modern SUV and it couldn’t be more different.

The new V8 just enhances everything. Like much of the Defender’s off-road prowess the power is largely unnecessary but it adds a big brawny engine note to a big brawny vehicle and it just feels like this is how the designers always intended it to be.

The supercharger effect is invisible and barely audible when pressing on. The dynamic drive program stiffens up the steering and dampers and lets out a bit more volume from the pipes and probably the speakers too. Power delivery is immediate and the big beast squats on its haunches under heavy acceleration. An Alcantara-wrapped steering wheel, like what you’d find in an expensive sports car seems out of place but also serves as a reminder that you’re not in just any Defender. For such a big, tall thing, it’s also remarkably maneuverable; no doubt a factor of its uprated suspension including thicker anti-roll bars.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/22-land-rover-defender-v8-side.jpg"><img class="alignnone size-full wp-image-169023" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/22-land-rover-defender-v8-side.jpg" alt="Land Rover Defender V8 interior" width="2048" height="1365" /></a>

If you do venture into the wilderness with your shiny new V8 Landie, then you’ll be reassured to know that it has more ground clearance than a Jeep Wrangler Rubicon and can venture into water as deep as 35 inches. Built-in wade sensors will show you how deep is too deep right on the main screen, making off-roading, which can be quite scary at times, a cakewalk.

One of the best things about the Defender, for me, is the cabin. It is at once, durable, elegant, and thoughtful. You don’t give a second thought to getting in with muddy boots, and winters would be so easy with the rubberized floors. I’d probably ditch the floor mats altogether and just wipe everything down every other week. The seats, too, are trimmed with a hardwearing fabric that somehow feels coarse and supple at the same time, like it’s the future of fabrics, but today.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/22-land-rover-defender-v8-storage.jpg"><img class="alignnone size-full wp-image-169022" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/22-land-rover-defender-v8-storage.jpg" alt="Land Rover Defender V8 interior" width="2048" height="1365" /></a>

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<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/DSC03577.jpg"><img class="alignnone size-full wp-image-169026" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/DSC03577.jpg" alt="Land Rover Defender V8 interior" width="2048" height="1365" /></a>

The entire dashboard is basically a storage bin, also lined with a rubberized material and there are sturdy grab handles exactly where you need them. There are big buttons for all the important things and nifty multi-purpose dials control the cabin temperature, seat climate and, even drive modes. You sit high up with a commanding view of the road thanks to lots of glass, including the famous roof-mounted alpine windows just like on the last Defender.

There’s a new screen too, an 11.4-inch curved number with upgraded software, over-the-air update capability, and faster response times. It looks great and is easily Land Rover’s best effort yet.

Gripes? Not many. It’s thirsty, which should surprise no one, but that only hurts me as the poor auto journalist that has to hand the keys back to Land Rover after filling it back up, of course. But if you’re someone who’s just forked over the cash for a Land Rover fitted with a supercharged V8, I don’t see it being much of an issue. I’m also not sure the Alcantara wheel makes sense here, but that’s just me reaching.

The new <a href="https://wordpress.wheels.ca/2021-ford-bronco-wildtrak-review/">Ford Bronco</a> and familiar <a href="https://wordpress.wheels.ca/first-drive-2021-jeep-wrangler-rubicon-392/">Wrangler</a> both start at a lower price but don’t offer the same combination of refinement, luxury, or presence that the Defender does. The Mercedes G-Class is even more capable but it’s thirstier and much more expensive.

The Defender is a very accomplished SUV and one of the most enticing buys in this quickly growing space of off-road-ready rigs. The V8 elevates the Defender to another level. It’s expensive and completely unnecessary, just the type of thing that appeals to gearheads.
The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

<h3>2022 Land Rover Defender 110 P525</h3>
BODY STYLE: 5-door, 5-passenger mid-size SUV

CONFIGURATION: -Front-engine, four-wheel drive

ENGINE:  5.0-L supercharged V8 ; Power: 518 hp @ 6000-6500 rpm; Torque: 461 lb-ft @ 2500-5500

TRANSMISSION : 8-speed automatic

CARGO CAPACITY: 786-1875 litres

FUEL ECONOMY : (Premium-grade Gasoline in L/100 km): 16.4 city; 12.7 highway; 14.7 combined

PRICE: $128,100 (base); $132,795 (as tested)

 Website: <a href="https://www.landrover.ca/en/index.html">Land Rover Canada</a>

2022 Land Rover Defender 110 V8 Review

C40 front

Every week, wheels.ca selects a new vehicle and takes a good look at its entry-level trim. If we find it worthy of your consideration, we'll let you know. If not, we'll recommend one - or the required options - that earns a passing grade.

With most car companies staring down the barrel of government-mandated deadlines for the sale of vehicles powered solely by electricity, the number of EVs available in any given segment has increased dramatically over the last couple of years. Volvo is no different, introducing the new C40 Recharge as a foil to other small luxury crossovers without a tailpipe.

Befuddling nomenclature notwithstanding (Recharge means all-electric, except when it doesn’t), the $72,600 C40 takes typical Volvo styling cues like a minimalist front and sky-high taillamps and drags them into the electric era. Cutting a distinctly compact SUV-like profile, a jaunty spoiler juts from the rear hatch and a belt buckle sized corporate badge adorns the grille-less nose. Any paint colour other than Black Stone costs $900, so one might as well select an interesting hue like Fjord Blue or Fusion Red if you’re spending the extra coin.

All-wheel drive is standard on the C40 Recharge, the product of two electric motors cranking out just over 400 horsepower. Total range from its 76kWh battery pack is estimated to provide around 360 kilometres of driving range, a sum within a shout of many other vehicles in this segment. With DC fast charging – those big suckers at gas stations or mall parking lots – one should be able to juice a C40’s battery from near flat to about 80 per cent in roughly 35 minutes.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/C40-interior.jpg"><img class="alignnone size-full wp-image-168718" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/C40-interior.jpg" alt="2022 Volvo C40" width="1920" height="1080" /></a>

The interior of this EV incorporates many cues from other Volvo products currently on sale, meaning the centre stack is dominated by an enormous tablet-style screen while buttons are few and far between. If you like Swedish austerity, this is the cabin for you. That’s not to say this car is poorly equipped, since it comes with all manner of features like Harman Kardon Premium Sound, wireless phone charging, heated front and rear seats, neat Microtech upholstery, and unique back-lit translucent 3D-style decor which lends a natural glow to the interior.

What We'd Choose

Just like buttons in its cabin, the options list for this C40 is minimalist in nature. Apparently, Volvo is taking a one-size-fits-all approach when it comes to their smallest EV. The grand sum of $600 permits the addition of a second charging cable, one which can plug into the type of outlet used for electric kitchen stoves and clothes dryers. If that sort of electrical outlet is available near your parking spot, be sure to get this option since it will charge your snazzy new C40 much more quickly than a standard 110V household outlet.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/C40-rear.jpg"><img class="alignnone size-full wp-image-168719" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/C40-rear.jpg" alt="2022 Volvo C40" width="1920" height="1080" /></a>

But the real choice sits right across the showroom in the form of the XC40 Recharge, a corporate all-electric cousin with slightly less range (about 350 km) but a much more approachable price tag – one starting $12,650 less than the C40. Upgrading the XC40 to include the C40’s standard niceties like the Harmon Kardon sound system negates those savings but if you can do without some of that largesse, the XC40 Recharge might just be the one to select from this duo.

Base Camp: 2022 Volvo C40 Recharge

GMC Sierra front

Every week, wheels.ca selects a new vehicle and takes a good look at its entry-level trim. If we find it worthy of your consideration, we'll let you know. If not, we'll recommend one - or the required options - that earns a passing grade.

Despite the massive popularity of four-door Crew Cab four-wheel drive pickup trucks, there was a time when pickups were generally two-door affairs with a short box and power going to the rear wheels only. If the thing was blessed with a headliner, then it was surely the talk of the farm.

Believe it or not, such machines are still available, putting an exclamation point on the fact that there must be enough buyers to make their production worthwhile. Ford has been hawking this old-school configuration for ages, and the GM twins have recently jumped back into the regular cab / short box game. With good proportions, only two doors, and limited practicality compared to their work-focused long box brothers, this author calls ‘em the personal coupes of pickup trucks.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/GMC-Sierra-int.png"><img class="alignnone size-full wp-image-168565" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/GMC-Sierra-int.png" alt="2022 GMC Sierra" width="2808" height="1501" /></a>

A regular cab standard bed GMC Sierra can be configured with that model’s new-for-2022 sheet metal, meaning this lone wolf truck isn’t confined to yesterday’s clothes. Painted silver wheels bring a retro vibe, while chrome bumpers front and rear bring a dose of bling. Thanks to economies of scale, even this base trim Pro gets the LED head- and taillamps found on more expensive trucks, plus heated power side mirrors and lamps in the cargo area. Paint shades range from basic black to this tasty red.

GM has long binned the low-tech naturally aspirated V6 of yesteryear, meaning this $36,848 truck is equipped with a dandy 2.7-litre turbo cranking out 310 horsepower and 430 lb-ft of torque. That latter figure was the domain of diesels not too long ago. Adding four-wheel drive balloons the bottom line by a heady $4,900 if you’re wondering.

Despite the Pro trim’s zooty new exterior, it retains the old truck’s cabin. This isn’t necessarily a bad thing for anyone seeking a work truck, since the interior is functional and familiar, but if you’re seeking large infotainment screens and gee-whiz tech you will need to look elsewhere. As it stands, this 2022 Pro is equipped with a vinyl bench seat (cloth is a no-charge option), rubber covered floors, chunky controls, and the all-important air conditioning. Clever storage solutions found on Sierra trucks further up the food chain are present as well.

What We'd Choose

An option quirk worth noting is the level of equipment included in the $450 trailering package. That group adds a trailer hitch and wiring plus an automatic locking rear differential. The latter is very important on a two-wheel drive truck since an open rear carrier will instantly turn your shiny Sierra 4x2 into a one-wheel drive machine. Why pick the trailering package? Because the locking rear diff is available as a stand-alone option – for $450. Might as well get the hitch and wiring for free, eh? A set of LT-grade tires can replace the passenger car rubber (also for $450) and cruise control can be had on its own for 250 bucks. We’d leave spendy items like the MultiPro tailgate on the cutting room floor.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/GMC-Sierra-rear.png"><img class="alignnone size-full wp-image-168566" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/GMC-Sierra-rear.png" alt="2022 GMC Sierra" width="2608" height="1522" /></a>

There’s an eternal debate in some circles about the gotta-have-it mindset towards four-wheel drive, with one side saying it’s a rarely used option that adds weight and the other crew saying it proves its worth the first time you need it. Either way, get the LT-grade tires and budget for a good set of winters later in the year. Turns out not every truck need be a Crew Cab behemoth after all.

Base Camp: 2022 GMC Sierra 1500

2022 RAM 1500 GT main

Rob Beintema is an Auto Journalist for Metroland Media

A stab at the ignition button and the HEMI coughed to life before pulsing into a familiar V8 background burble, the undertones from engine and exhaust blending and resonating melodiously as I adjusted the seat and steering wheel, checking meters and mirrors.

And then it was time to awaken the beast. The wheels started rolling as we idled forward in anticipation. A quick goose of the go-pedal, just enough to annoy the engine, and the big motor moaned forth with a herd-scattering, Jurassic roar as we squirted out of the driveway and curved out onto the road.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022-RAM-1500-GT-badge-scaled.jpg"><img class="alignnone size-full wp-image-167862" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022-RAM-1500-GT-badge-scaled.jpg" alt="2022 Ram 1500 Sport Night G/T" width="2560" height="1715" /></a>

“Man, I’d like to take this thing to the track,” I muttered to myself, not exactly a normal thought when picking up a pickup.

But this is the new G/T version of the 2022 Ram and, while no truck outside of NASCAR would really feel nimbly at home on a speedway, oh, just to hear that exhaust and engine duet reverberating off the pit wall while running full blast down the straightaway in this G/T . .

Actually, to be more precise, my tester’s name was officially listed as a 2022 Ram 1500 Sport Night G/T Crew Cab 4X4. With a full slate of Ram models, varied seating configurations, engines, drive systems and box sizes to choose from, we’re starting with a Crew Cab truck in Canadian-exclusive Sport trim ($63,995), about three rungs up an eight-step Ram trim level ladder that starts at around $47K and tops out to over $102K with all the bells and whistles.

Not that this tester was missing much.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022-RAM-1500-GT-rear-scaled.jpg"><img class="alignnone size-full wp-image-167864" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022-RAM-1500-GT-rear-scaled.jpg" alt="2022 Ram 1500 Sport Night G/T" width="2560" height="1663" /></a>

A long list of standard equipment on this Sport model was bolstered by an even longer list of add-ons, with pretty well all the option boxes checked off.

It starts with a Night Edition package ($1,495) that blacks-out the grille, badging and the big 22-inch wheels. The G/T package ($3,495) that really gives this pickup its identity includes a 3.92 rear axle ratio, MOPAR Cold Air Intake system, passive cold end exhaust and also adds attitude with a sport performance hood and G/T rear fender decal. That theme carries on inside with Performance Pages, G/T stitching on heated/ventilated power leather/vinyl front bucket seats with underseat lighting and MOPAR floormats. A heated leather-wrapped steering wheel with all the expected buttons and paddle-shifters sits above MOPAR bright adjustable pedals.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022-RAM-1500-GT-engine-scaled.jpg"><img class="alignnone size-full wp-image-167857" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022-RAM-1500-GT-engine-scaled.jpg" alt="2022 Ram 1500 Sport Night G/T" width="2560" height="1603" /></a>

And the hits just keep on coming.

The Technology Group ($1,595) comes with digital mirror and HUD while a Comfort &amp; Convenience Group ($1,095) adds keyless entry, a heated second row, wireless cellphone charge pad and extra USBs.

There are additions that really should be included as standard - Blind Spot &amp; Cross Path Detection ($500) and a Bed Utility Group ($500) with adjustable tie-downs and box lighting.

But the option list includes other functional add-ons - an Anti-Spin Differential Rear Axle ($595), Trailer Tow Group($1,495), Power running boards ($1,195) and the combined efforts of the Multi-Function Tailgate ($1,095), Tri-fold tonneau cover ($650) and Ramboxes ($1,295) for cargo accessibility, security and storage versatility.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022-RAM-1500-GT-ramboxes-scaled.jpg"><img class="alignnone size-full wp-image-167858" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022-RAM-1500-GT-ramboxes-scaled.jpg" alt="2022 Ram 1500 Sport Night G/T" width="2560" height="1867" /></a>

Whew! That’s not even the entire list of features, but two of the more important components of this G/T tester are the 5.7-litre HEMI VVT V8 engine and Four-Corner Air Suspension system. This modern V8 interpretation includes FuelSaver MDS that shuts down cylinders under light loads for better fuel economy and an eTorque 48-volt mild hybrid system that can add up to 130 lb-ft of short duration launch torque to the powertrain while adding regenerative braking and idle-stop technology. This powerful performer boasts 395 hp and 410 lb-ft of torque and, in this configuration, is tow-rated at 5,089 kg (11,220 lb).

The 5.7-litre HEMI V8 puts power down through an eight-speed automatic and four mode driveline with 2WD, 4WD Auto, 4WD High and 4WD Low choices.

Fuel economy is listed at 13.4L/10.5L/100km (city/hwy). Well, maybe on some other planet, but my best efforts, including long highway runs diligently driving the actual 100 km/h posted speed limit only averaged 15.1L/100km (comb). If those numbers make you gulp a bit, mid-grade 89 octane is recommended but there’s no problem using regular 87 octane gas.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022-RAM-1500-GT-centre-stack-scaled.jpg"><img class="alignnone size-full wp-image-167859" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022-RAM-1500-GT-centre-stack-scaled.jpg" alt="2022 Ram 1500 Sport Night G/T" width="1915" height="2560" /></a>

The optional Four-Corner Air Suspension system automatically  (or manually, if you prefer) cycles through five air lift positions to adjust ride height, load-levelling and firmness. And it benefits the Ram with the kind of smooth ride and handling you’d expect in a premium SUV.

Inside, the Ram G/T boasts sophisticated accommodations. The stitched dash, doors and console combine with piano blacks, soft textures, brushed metallic highlights and shiny bits for an elegantly comfortable setting. The 12-inch tablet-style touchscreen is still novel enough to make you do a double take and the Uconnect 5 system and instrumentation works seamlessly enough (although I’d still prefer redundant steering/seat heater buttons instead of hunting and pecking at the digital screen).

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022-RAM-1500-GT-interior2-scaled.jpg"><img class="alignnone size-full wp-image-167860" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022-RAM-1500-GT-interior2-scaled.jpg" alt="2022 Ram 1500 Sport Night G/T" width="2560" height="1920" /></a>

There’s room aplenty in the cabin, enough headroom for your Stetson without a sunroof intrusion (one of the only boxes not ticked on this option list). And the second row accommodates three actual adults on a wide bench, with leg-crossing room even with the first row racked fully back. A slew of rear amenities includes vents, USB ports and a 115 V 400W power outlet in the rear of the console, a fold-down centre armrest and an underseat storage bin.

I could go on and on detailing more standard features and add-ons but how to summarize the sum total of this Ram’s many features?

Well, there are many flavours of Ram available, from entry-level models to diesel workhorses to the new uber performance TRX powered by an astonishing 702 hp Supercharged 6.2-litre V8 engine (and starting at an equally astonishing $102,595).

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022-RAM-1500-GT-second-row-scaled.jpg"><img class="alignnone size-full wp-image-167861" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022-RAM-1500-GT-second-row-scaled.jpg" alt="2022 Ram 1500 Sport Night G/T" width="2560" height="1920" /></a>

For considerably less, you can pick and choose from the model selections and option bins and come up with your own mix that offers 4X4 ability, real five-passenger comforts and accommodation, lots of tech and amenities, a hefty tow rating and very usable cargo capabilities. And maybe even bolster the performance to a still impressive level with the 5.7-litre HEMI and G/T package. Customers will just have to decide for themselves.

What price for all that sound and fury?

2022 Ram 1500 Sport Night G/T Crew Cab 4X4

BODY STYLE: pickup truck (two-row, five passenger)

DRIVE METHOD: 8-speed automatic, 2WD, 4WDAuto, 4High, 4Low

ENGINE: 5.7-litre HEMI VVT V8 with FuelSaver MDS and eTorque  (395 hp, 410 lb-ft of torque)

FUEL ECONOMY: 13.4L/10.5L/100km (city/hwy). As tested 15.1L/100km (comb).

CARGO VOLUME: 5-foot, 7-inch cargo box 1,500 litres

TOW RATING: As tested 5,089 kg (11,220 lb)

PRICE: Ram Sport MSRP $63,995. As tested $89,870 incl. destination ($2,095)

WEBSITE: <a href="http://www.ramtruck.ca">ramtruck.ca</a>

2022 Ram 1500 Sport Night G/T Review

2023 Grand Wagoneer L Series III

Evan is an East Coast based automotive journalist and a Certified Engineering Technologist. He is an avid autocrosser, hack mechanic, and a member of AJAC. If you don't find him driving or writing about cars, you'll probably find him in the garage breaking one.

The Jeep Wagoneer and Grand Wagoneer just got a little more grand. The Wagoneer L and Grand Wagoneer L add almost 310 mm to the length of the biggest Jeeps, giving them cargo and passenger-carrying abilities that are going to be tough to match without stepping into a full-size van.

Adding 177 mm to the wheelbase and 308 mm to the overall length of the Wagoneer models, with all of that length at the rear, has created a gargantuan 3,707 L of cargo space with all of the seats folded. Behind the third row of seats is enough space to crush even the Cadillac Escalade ESV, though that brute has more maximum cargo space.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022-jeep-g-wagoneer-rear.jpg"><img class="size-full wp-image-167451" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022-jeep-g-wagoneer-rear.jpg" alt="2022 Jeep Wagoneer" width="2500" height="1667" /></a>

Second-row legroom is also best in class, though it bests the GM twins by just a couple of centimetres here, and has about 40 mm more room in the third row. It's more room for hockey bags, fishing gear, or just a four-by-eight sheet of plywood. All L trim models get six tie-down loops in the rear to help you hold everything (and we mean everything) in place.

The two extended-length Wagoneer models will also be the first to use the new Stellantis Hurricane twin-turbo inline-six. The Wagoneer L will get the 420 hp and 468 lb-ft base model version of the engine as an option while the Grand Wagoneer L gets the Hurricane Twin Turbo 510. Like the name says, it makes 510 hp, and it will also have 500 lb-ft of torque.

On non-L models, the 5.7L V8 will continue to be the standard offering on Wagoneer. Grand Wagoneer will get the Hurricane 510 standard and will continue to offer the 471 hp 6.4L V8 as an option. 4x4 Hurricane models will tow up to 9,850 lbs.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022-jeep-grand-wagoneer-L-cargo.jpg"><img class="size-full wp-image-167452" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022-jeep-grand-wagoneer-L-cargo.jpg" alt="2022 Jeep Wagoneer" width="2500" height="1667" /></a>

With that extra space being the big deal, the two SUVs share almost all of their other features, options, and components with the standard-length versions.

Coil springs are standard on Wagoneer L with air ride optional there and standard on Grand Wagoneer L, tuned to enhance ride quality on the larger SUVs. Three 4x4 systems will be offered, including a full-time option and two with low-range transfer cases.

The L models will be very well equipped, like their standard-length siblings. That includes the Uconnect 5 multimedia system supporting up to 75-inches of screens with a 10.25-inch passenger screen available. Amazon Alexa functions will improve for 2023, with tire pressure and fuel levels available. Leather seating and upscale finishes will be standard on all Wagoneer and Grand Wagoneer L.

A new Wagoneer L (and not-L) Carbide trim will also be added. Wearing gloss black wheels and grille trim, with black onyx grille rings and a new black instrument panel trim, it darkens the Wagoneer's looks.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022-jeep-g-wagoneer-towing.jpg"><img class="size-full wp-image-167453" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022-jeep-g-wagoneer-towing.jpg" alt="2022 Jeep Wagoneer" width="2500" height="1667" /></a>

The 2023 Wagoneer and Grand Wagoneer L should be available in the second half of this year.

Jeep Wagoneer and Grand Wagoneer get even bigger

2021 Jeep Grand Cherokee L Summit Reserve

2021 Jeep Grand Cherokee L main header

Disclaimer: We reviewed a 2021 model in 2022 since Jeep doesn’t currently have a 2022 Grand Cherokee L to test. The 2022 Grand Cherokee L adds a passenger display screen, two rear entertainment screens, and 3 new colours to its option list but is otherwise no different than what you see on this page. 

The Jeep Grand Cherokee has always been an easy vehicle to recommend and it seems to appeal to a larger audience than other SUVs in its price range.

It’s a versatile and durable rig with a large towing capacity, bonafide off-road chops, and optional V8 power. Add in the adventurous allure of the Jeep brand and you begin to understand why it’s so popular.

Redesigning something that already works well is a monumental task for engineers but they’ve done a good job with the new Grand Cherokee, available for the first time in an extended wheelbase version with three rows of seating for up to 7.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/DSC03390-scaled.jpg"><img class="alignnone size-full wp-image-167232" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/DSC03390-scaled.jpg" alt="2021 Jeep Grand Cherokee L Summit Reserve" width="2560" height="1707" /></a>

That’s the version Jeep let me borrow for a week. A Grand Cherokee L Summit Reserve in Velvet Red Pearl loaded with nearly every option including the V8. Checking that V8 box on the options list ($3495 on Overland and Summit models) nets you those two additional cylinders but maybe more importantly, that wonderful warm resonance under power that only a V8 seems to bring. You also get a 3266 kg towing capacity when properly equipped, a figure that nothing else in the class can even touch.

The familiar 5.7-L Hemi V8 makes a turbo-free 357 hp and can snuff out four of its cylinders under light loads for better efficiency. It’s matched to an 8-speed automatic transmission that sends power to all four wheels via Jeep’s Quadra-Drive 2 system. That’s the most advanced four-wheel drive system they offer and it combines a two-speed transfer case with an electronic limited slip differential on the rear axle.

This Summit Reserve model was further equipped with Quadra-lift, Jeep speak for air suspension which can raise the Grand Cherokee up by 60 mm in the “Off-road 2” setting. It’s now also equipped with adaptive dampers for greater stability and enhanced control.

If you don’t check the V8 box, the base motor is the also familiar and excellent Pentastar V6 that will still tow up to 6200 lbs.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2021-Jeep-Grand-Cherokee-L-interior-scaled.jpg"><img class="alignnone size-full wp-image-167228" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2021-Jeep-Grand-Cherokee-L-interior-scaled.jpg" alt="2021 Jeep Grand Cherokee L Summit Reserve" width="2560" height="1707" /></a>

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/DSC03385-scaled.jpg"><img class="alignnone size-full wp-image-167235" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/DSC03385-scaled.jpg" alt="2021 Jeep Grand Cherokee L Summit Reserve" width="2560" height="1707" /></a>

Those are the greasy bits, but what you’re really going to care about is the inside and it’s nothing short of a complete transformation over the last model’s rather more utilitarian digs. You’ll find sumptuous leather, intermingling with open pore wood trim and metal. The knobs and switches feel expensive and there’s so much tech, it will take you more than week to get familiar with it all. Luckily I drove the Grand Cherokee’s larger brother, the Grand Wagoneer, which gets a similar treatment inside so I knew my way around.

The Grand Cherokee has seemingly moved even more upmarket for this generation and its luxurious digs really drive this home. The price does as well, with my tester not far off the $90,000 mark, a substantial amount that puts this in the same territory as the <a href="https://www.wheels.ca/vehicle-reviews/review-2021-bmw-x5-xdrive45e">BMW X5</a> and <a href="https://www.wheels.ca/reviews/review-2020-mercedes-benz-gle-450">Mercedes GLE</a>. If you think that’s a lot you probably shouldn’t look up the Grand Wagoneer. To be fair, if you leave some of the toys on the table and don’t go for this top-spec Summit Reserve trim, you’ll walk out with a much smaller hole in your pocket.

But toys are nice to have, and the night vision system was impressive, not just because it was so well integrated and easy to use but because it quickly spotted and highlighted pedestrians and cyclists on dark residential streets well before I could see them. The new digital rear view camera was pin sharp and had an integrated washer to keep it clean. It was a very welcome option on this long three-row vehicle. The 10.25-inch digital instrument cluster was also highly customizable and configurable to display as little or as much as you want. Uconnect 5 is a big improvement over its predecessor and adds over-the-air updates thanks to its Android-based operating system.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2021-Jeep-Grand-Cherokee-L-main-cluster-scaled.jpg"><img class="alignnone size-full wp-image-167226" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2021-Jeep-Grand-Cherokee-L-main-cluster-scaled.jpg" alt="2021 Jeep Grand Cherokee L Summit Reserve" width="2560" height="1707" /></a>

A dizzying amount of helpers and nannies are baked in too, like adaptive cruise, active lane management drowsy driver detection, emergency braking, and innovative ones like intersection collision assist.

My tester came with coddling 12-way heated and ventilated seats with built-in massage that I used quite a bit. Jeep mercifully added real physical buttons to control high traffic items like the climate control and stereo including separate buttons for heating and cooling your seats, a nice add that was absent in the last one. Not as nice is the decision to coat the entire console in shiny piano black that only looks good for about 30 seconds after you clean it. At all other times it’s a dust and finger grease magnet.

The second row seats are also heated and cooled and are just as comfortable as the front. They can be quickly tilted away allowing easy access the to the power folding third row. I found the rearmost row less roomy than the <a href="https://www.wheels.ca/reviews/review-2022-kia-telluride-sx">Kia Telluride</a> and <a href="https://www.wheels.ca/vehicle-reviews/review-2021-ford-explorer-limited-hybrid">Ford Explorer</a> but less confining than the bench in the Toyota Highlander.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2021-Jeep-Grand-Cherokee-L-third-row-scaled.jpg"><img class="alignnone size-full wp-image-167227" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2021-Jeep-Grand-Cherokee-L-third-row-scaled.jpg" alt="2021 Jeep Grand Cherokee L Summit Reserve" width="2560" height="1707" /></a>

I wasn’t in love with the 19-speaker McIntosh stereo upgrade, impressive looking as its speaker grilles were. It lacked the warmth that I look for in a premium system..

The Grand Cherokee L is a very satisfying vehicle to drive, especially with the Hemi. It provides that feeling of lazy and endless torque with a healthy burble subtly permeating the cabin.

A wider track provides a stable highway ride and despite its length, it was easy to drive on narrow city streets but felt more at home on the wide tarmac of suburbia. Slightly overboosted steering brings little feel but works with the luxury-first demeanour of this Grand Cherokee. The ride with the air suspension was cushy and body movement was kept well in check.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2021-Jeep-Grand-Cherokee-L-front--scaled.jpg"><img class="alignnone size-full wp-image-167229" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2021-Jeep-Grand-Cherokee-L-front--scaled.jpg" alt="2021 Jeep Grand Cherokee L Summit Reserve" width="2560" height="1707" /></a>

I didn’t set out to prove that a Grand Cherokee L can climb a small mountain but most people who buy one, likely won’t either. To be fair only specially-equipped Overland models earn the famous Trail-rated badge with its bevy of underbody skid plates but you can be reassured that every Grand Cherokee will negotiate a rocky path or a backcountry trail with minimal effort, a claim others in this segment cannot make.

The Selec-Terrain management, accessed through a small dial on the console, can cycle between Sport, Rock, Sand, Mud/Snow or be left in Auto mode to sort it out without your input. For the most part you can just point the Grand Cherokee where you want it to go and it will come out on the other side shiny side up every single time.

Where the new Wagoneer—as impressive as that body-on-frame big rig is—can feel a bit gargantuan, the Grand Cherokee feels just right. It doesn’t have the same third row space, but for kids it will be more than fine. Jeep redesigned the Grand Cherokee but didn’t forget what has always made them a hit with shoppers—versatility and a premium feel. In that respect the Grand Cherokee is an even better buy than it was before.

The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.
<h4>2022 Jeep Grand Cherokee L Summit Reserve 4X4</h4>
BODY STYLE: 5-door,  6-7 passenger mid-size crossover

CONFIGURATION: -Front-engine, All-wheel drive

ENGINE:  5.7-L V8 ; Power: 357 hp @ 6800 rpm; Torque: 390 lb-ft @ 4250

TRANSMISSION : 8-speed dual-automatic

CARGO CAPACITY: 487-2396 litres

FUEL ECONOMY : (Premium-grade Gasoline in L/100 km): 16.7 city; 10.9 highway; 14.1 combined

PRICE: $73,745 (Summit Reserve); $ 86, 765 (as tested)

 Website: <a href="https://www.jeep.ca/en" target="_blank" rel="noopener">Jeep Canada</a>

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2021 Jeep Grand Cherokee L Summit Reserve Review

2022 Ford Maverick main header

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

The last time there was an affordable new truck on the market was 2011, when Ford and Mazda would liquidate their remaining inventory of base, four-cylinder Rangers and B2300s.

I remember seeing an ad for a brand-new Ford Ranger on the back page of my local newspaper. It started at $11,999 for a stripped out, two-wheel drive truck with a four-cylinder engine and a manual transmission.

Sadly, the days when someone could walk into a Ford dealership and leave with a compact truck for less than $20,000 are long gone. All trucks, including the “smaller” midsize models, sell well over $40,000 now. Affordable trucks no longer exist.

Luckily, Ford sees a potential to make a quick buck in that now empty segment. While it’s true that the Hyundai Santa Cruz is also a compact truck, its $40,955 base price isn’t exactly cheap. If Ford could find a way to undercut its Hyundai rival by several thousand dollars, it would own the cheap truck market.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/22-Ford-Maverick-side-profile.jpg"><img class="alignnone size-full wp-image-167113" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/22-Ford-Maverick-side-profile.jpg" alt="2022 Ford Maverick" width="2080" height="1388" /></a>

Hence the 2022 Ford Maverick. Yes, it’s a tiny unibody trucklet that’s based on a Ford Escape, or a Ford Focus if you live in Europe. And although it may not have the brawn to haul 7,000 pounds, it packs enough punch to be taken seriously by potential small truck buyers. The Maverick is also cheap. Dirt cheap. Base models kick off at $26,900 before freight.

Ok fine, we’re well above the $11,999 promise from 2011 but considering that you can buy a truck for about the same price as a Honda Civic in today’s market is quite a bargain.

Car Bones, Truck Soul

At the heart of the Ford Maverick lies Ford’s C2 car-based architecture, meaning there’s no frame like a “real” truck. Its engine is also installed in a transverse layout. So, it’s first and foremost front-wheel drive. At this point, truck people are probably throwing their phones or computers screens out the window.

Interestingly enough, Ford packaged the Maverick to fit with truck buyers’ needs, with a towing rating that’ll reach a healthy 4,000 pounds when properly equipped and a payload that’s set at a robust 1,500 pounds. If you’re in the market for a light duty truck to haul mountain bikes, a small camper tailer and anything in between, the Maverick will do just fine.

It’s even available with a hybrid powerplant, a feature that should please many considering how expensive gas is. Base Mavericks get the Escape hybrid’s 2.5-liter four-cylinder. It’s good for 191 horsepower and 155 lb-ft of torque. That engine is mated to a continuously variable transmission (CVT) and only comes with front-wheel drive.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022-Ford-maverick-driving.jpg"><img class="alignnone size-full wp-image-167114" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022-Ford-maverick-driving.jpg" alt="2022 Ford Maverick" width="2080" height="1388" /></a>

Our tester had the optional and frankly more potent turbocharged engine. While not a hybrid, that 2.0-liter four-cylinder churns out a more substantial 250 horsepower and 277 lb-ft of torque. It’s with this engine that you can achieve the 4,000-pound towing promise (the hybrid caps out at 2,000 pounds), as long as you don’t forget to tick off the $800 towing package. This engine is mated to an eight-speed automatic transmission and all-wheel drive comes standard.

Great Price, Lacking Basics

The truck I was driving was, in my opinion, the best possible specification if your aim is to get the most amount of capability without breaking the bank. Our Maverick was a base XL model, complete with super cool “steelies” for wheels. The only options were that tow package, a bedliner ($560), some bed tie-downs ($500), Ford’s Co-Pilot360 driving aids ($750), a 400w inverter ($210), a manual rear sliding window ($220) and the turbocharged engine ($2,150). The final price was a reasonable $31,130

My only gripe with the base XL is that it’s missing basic amenities like cruise control, push button start and heated seats. You can only get those on the next trim level, the XLT. I was driving this thing February when it was 30 below. I could have used a pair of seat warmers.

One last point about the Maverick’s pricing: beware of the options list. We don’t recommend going over an XLT ($31,650 with 2.0T). Anything over that, like a Lariat, will knock at the door of $40,000. Don’t do it, because at that price, you’re in Ranger territory.

Fun To Drive!

The fact that the Maverick is essentially a small car with a 4.5-foot bed makes it huge fun to drive. There’s a pleasant nimbleness in its handling that reminds us of a Ford Fiesta ST. Body roll is kept low thanks to its unibody structure, and there’s no unwanted wobbling that’s typical of a body on frame configuration.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022-Ford-Maverick-bed.jpg"><img class="alignnone size-full wp-image-167116" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022-Ford-Maverick-bed.jpg" alt="2022 Ford Maverick" width="2080" height="1388" /></a>

That being said, the Maverick’s short wheelbase and stiff dampers do lead to some unwanted bouncing on bumpy roads. Its handling leads more towards sportiness than overall comfort.

We had no complaints about the powertrain. That turbocharged mill sends linear power and torque to all four wheels, with an appreciable peppiness in the way it accelerates. The Maverick 2.0T is quick by any measure, and its automatic transmission knows how to exploit that power. Just don’t bother fiddling with the available drive modes. Setting a Maverick in Sport mode will only lead to unwanted thrashing from the engine with no actual differences in acceleration.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/22-Ford-Maverick-interior.jpg"><img class="alignnone size-full wp-image-167115" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/22-Ford-Maverick-interior.jpg" alt="2022 Ford Maverick" width="2080" height="1388" /></a>

Inside, the Maverick boasts a funky design language with neat storage compartments located inside the doors and center console. Just like Honda with the Ridgeline, Ford allows you to lift the rear seat for added storage, with a secret compartment hidden underneath.

Overall ergonomics are above average in a Maverick, with clearly displayed readouts and a simplified version of Ford’s Sync 3 software (minus the voice commands) that’s compatible with wireless Android Auto and Apple CarPlay. Visibility is spot on all around, but those XL seats are hard and not really comfortable.

Rear leg and headroom is decent considering how tiny this thing is. The fact that passengers sit upright quells the otherwise cramped feeling. We recommend leaving the rear seat area for two passengers, however. The Maverick is too narrow for three.

Perhaps the only drawback is the Maverick’s low-rent build quality. Ford had to cut costs somewhere to keep the price low. So, expect to find some cheap plastics and awkward fit and finish in some areas, but it’s not to the point of being lamentable. Ford does camouflage these flaws with the Maverick’s youthful theme, with interesting motifs, color combinations and shapes scattered inside the doors and on the dashboard.

As a total package then, the Ford Maverick XL 2.0L is a wonderful little city truck. I found myself adoring its cheerful styling, spirited performance, and smart packaging. Add to that a price tag that won’t cost you an arm and a leg and fuel economy that averaged in the low tens during brutal winter weather, and it’s fair to say Ford has successfully given a second life to the cheap and simple compact truck.

2022 Ford Maverick XL

BODY STYLE: Compact pickup truck

CONFIGURATION: Front-engine, all-wheel drive

ENGINE: 2.0-liter turbocharged I4 (250 horsepower @ 5,500 rpm / 277 lb-ft @ 3,000 rpm).

TRANSMISSION: Eight-speed automatic

FUEL ECONOMY: 10.7L/100 km (city) / 8.1L/100 (highway) / 9.4L/100 km (combined).

OBSERVED FUEL ECONOMY: 10.4 L/100 km

CARGO CAPACITY 4.5-foot bed

PRICE: $31,130 (as tested)

WEBSITE: <a href="https://fr.ford.ca/">Ford</a>

 The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

2022 Ford Maverick XL Review

2022_LandRover_Discovery_P360_RDynamic main header

Ever since his dad started bringing home a weekly Matchbox or Hot Wheels toy as a toddler, Matthew has had a slightly unhealthy obsession with everything motorized. When an opportunity was presented in 2006 to start writing about his experiences, he jumped at the chance and hasn’t looked back. And while he still relishes every chance he gets behind the wheel of something with a performance bent (and preferably three pedals), his happy place is being somewhere, anywhere on a motorcycle.

Mention to any rational, coherent adult that you're considering the purchase of a Land Rover – any Land Rover really, old or new – and you will be presented with one of the following reactions:
<ol>
 	<li>Maniacal laughter that eventually subsides with arched brows, sympathetic eyes and the statement “I hope you know a good mechanic", or</li>
 	<li>Laughter. Muffled this time, quickly replaced with arched brows and a deep soul-gazing look from admiring eyes and the statement “That’s awesome... Good luck.”</li>
</ol>
Such is the fate of the Landy fan. Even people on your side will question your logic and try to change your mind. They'll quote the powers of J.D. and all of those “reporting consumers” about the Sterling-Pound-Pit you are wanting to welcome into what is currently a happy home.

Now, I don't know that you'll be able to rub their noses in it four, five, or seven years down the road, but I do know this: Roll up to the house of one of those haters in a new Discovery on day one, week one, (or any other time during ownership, really) and the only thing you'll be greeted with is envy and admiration.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022_LandRover_Discovery_P360_RDynamic_HSE-28.jpg"><img class="alignnone wp-image-167075 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022_LandRover_Discovery_P360_RDynamic_HSE-28.jpg" alt="2022 Land Rover Discovery P360 R-Dynamic" width="2048" height="1365" /></a>

There is simply no denying the appeal of this 2022 Land Rover Discovery P360 R-Dynamic HSE. Especially cloaked in Eiger Grey like our tester here. It’s big, brash, and refined, yet still manages to eke out a whiff of requisite ruggedness to earn its badge. It has a presence so imposing, I half expect its horn to sound like that sonic blast from Inception (sadly, it doesn’t). Despite being a five-year-old design, it still looks box-fresh.

The R-Dynamic HSE package dips all of the accents in glossy black. Like sporting a black button-down shirt with your sharkskin suit, it scores points in the camps of both elegance and gangster-chic. Make no mistake though, the Disco isn’t afraid to get that suit dirty.

Riding high in the off-road setting of its air-ride suspension, the Discovery looks and feels unstoppable – at least until you remember the 40-series rubber its twenty-two inch wheels are wearing. No matter. Chunky rubber is easy to come by these days and most excursions won’t see anything more challenging than a Muskoka cottage road.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022_LandRover_Discovery_P360_RDynamic_HSE-36.jpg"><img class="alignnone size-full wp-image-167072" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022_LandRover_Discovery_P360_RDynamic_HSE-36.jpg" alt="2022 Land Rover Discovery P360 R-Dynamic" width="2048" height="1365" /></a>

Should you be inclined to experiment elsewhere, know that Land Rover’s Terrain Response 2 system is baked in and is extremely capable. I didn’t get anywhere too exciting with this Disco but I’ve played-a-plenty with it in the <a href="https://wordpress.wheels.ca/review-2021-land-rover-defender-90/">revamped Defender</a> and was impressed with how quick-thinking and capable it is.

With the P360 option checked, power comes from a turbocharged, inline six-cylinder engine that receives additional oomph from a 48-volt, mild-hybrid set up. Mated to the everpresent 8-speed, ZF automatic transmission, power delivery is smooth and plentiful. There are 355 horsepowers on tap and peak torque (369 lb-ft) arrives at 1,750 on the tachometer, so this rhino will launch from the blocks. The on-ramp sprint to highway speed takes less than seven seconds and, perched up high as you are, feels even quicker.

Around town you can’t help but notice the mass of the Discovery. As a seven-seat SUV it was never going to be small but its proportions are omnipresent in the GTA’s urban environment, although it feels and looks very much at home here. As someone who’s spent a decent amount of time negotiating the slender B roads of England and Ireland, I can only imagine the trepidation I’d feel peering around a hedgerow from behind the windshield of the Discovery, but clearly it can be done as they continually sell well beyond 200k units there per year.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022_LandRover_Discovery_P360_RDynamic_exterior-side.jpg"><img class="alignnone wp-image-167062 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022_LandRover_Discovery_P360_RDynamic_exterior-side.jpg" alt="2022_LandRover_Discovery_P360_RDynamic" width="2048" height="1365" /></a>

Handling is flatter than expected (it’ll hold 0.79 Gs on a skidpad!), but potholes will bite into those slender tires with aggression. The suspension does a good job to disperse impacts but if I were shopping for a Disco, I’d opt for smaller wheels (twenty-inchers are available) with a higher profile, chunkier tire to help smooth things out a bit more and open up those off-road options.

Outside of that, my only real quibble with drivability in the Disco stems from the automatic engine start/stop feature. It can be abrupt when coming back to life and if you also have the automatic brake hold feature engaged you either look like you’re staring at your phone when the lights change (because it takes an extra second or two to get moving), or you lurch from the line like a boy-racer stealing Mom’s new SUV.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022_LandRover_Discovery_P360_RDynamic_HSE-24.jpg"><img class="alignnone size-full wp-image-167077" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022_LandRover_Discovery_P360_RDynamic_HSE-24.jpg" alt="2022 Land Rover Discovery P360 R-Dynamic" width="2048" height="1365" /></a>

Behind the shapely aluminum and glass, the interior of the Discovery is fastidious. My tester was cloaked in Ebony on Ebony Windsor leather, which was easy on the eyes and pleasant to the touch but I can’t help but feel it may be underwhelming to some. It’s not quite as luxurious a place to be as a top-spec Grand Cherokee or <a href="https://wordpress.wheels.ca/first-drive-2022-jeep-grand-wagoneer/">Grand Wagoneer</a>. Where the Jeep spoils and coddles with rich textures of open-pore wood grain and contrasting colour the interior of this Disco feels like a modern interpretation of an early-aughts Audi. It's good by every measure, but it feels a bit cold in comparison.

The Meridian sound system, on the other hand, creates warm tones, deep bass and enveloping sound. Even in the back-back seats, which were heated in our tester, the 14-speaker system delivers a well balanced concert experience.

The 20-way adjustable, heated and cooled captains chairs in the front row are comfy enough for long days behind the wheel and also sport one of the most sumptuous headrests in the business. The layout of the centre console and height of the padding on the door armrest were spot on for my ergonomic wants and there are storage options everywhere to stash things out of sight.

The doors, both front and rear, are as big and heavy as they should be on a vehicle this size and subsequently will take a good shove to get closed. A soft-close actuator would be an appreciated luxury at this price point but even typing those words makes me sound a little too precious for Land Rover ownership.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022_LandRover_Discovery_P360_RDynamic-infotainment.jpg"><img class="alignnone wp-image-167063 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022_LandRover_Discovery_P360_RDynamic-infotainment.jpg" alt="2022_LandRover_Discovery_P360_RDynamic" width="2048" height="1365" /></a>

Touch sensitivity on the 11.4 screen is a bit wonky with gloves on – or at least the gloves I had on – but responsive enough to bare tips. The menus and submenus are intuitive and easy to navigate with nothing really buried all that deeply in the digital realm. I would have preferred to have physical controls for the stereo (at least a volume knob) but the steering wheel mounted switchgear works just fine for the driver to make adjustments.

The push/pull and twist HVAC controls are much more intuitive than I expected. In no time at all I had become an expert at adjusting fan and temperature levels while also finagling the setting for my seat too.

The Discovery has always occupied that odd, middle-child space in Land Rover's lineup. The Range Rover is the rolling exemplar of posh luxury SUVs and the Defender will always be viewed as the most capable tool in the shed. There are other offshoots in the family but let's be honest, this is a three horse race. And yet, despite these biases, the 2022 Land Rover Discovery has enough Range and Defender sloshed up in the mix to be the "just right" option: it's still a snow shovel, but it has a padded handle and an ergonomic shape to make the work less taxing.

Oh, and for potential shoppers worried about that laughter we spoke about at this review’s onset, know that the majority of the reason why Land Rover finished dead last on J.D. Power’s reliability list stemmed from complaints about the previous generation Pivi Pro infotainment system – which has been updated – and not major mechanical foibles. So feel free to indulge, enjoy the admiration and envy, and laugh back accordingly.

&nbsp;
The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

<h4>2022 Land Rover Discovery P360 R-Dynamic HSE</h4>
Body Style: 5-door, 7-passenger, full-size SUV

Configuration: Front engine, permanent four-wheel-drive

Engine: 3.0-litre, turbocharged, inline 6-cylinder; Power: 355 hp @ 5,500 r.p.m., Torque: 369 lb-ft @ 1,750 r.p.m.

Transmission: 8-speed automatic

Cargo Capacity: 1,997 litres

Towing Capacity: 3,500kg

Fuel Economy : 13 city / 9.8 highway / 11.2 l/100 km

Price: $87,100 (base), $93,750 (as tested)

Website: <a href="https://www.landrover.ca/en/vehicles/discovery-2022/models.html">Land Rover Canada</a>

2022 Land Rover Discovery P360 R-Dynamic Review

2020 Dodge Charger Widebodys Makse - 28

Brian Makse is a championship-winning racing driver, performance driving coach, and an auto writer and presenter. He holds multiple road racing track records, has raced off road trucks, and has driven many of the world’s famous circuits including the Nürburgring Nordschleife, Canadian Tire Motorsport Park, Road Atlanta, and Laguna Seca. As a life-long automobile enthusiast and accomplished racer, his stories are filtered through the lens of a highly experienced driver, giving his readers and viewers a unique perspective on the world of automobiles. You’ll find Brian’s work in automotive publications around the world and on his YouTube channel.

SRT has been offering their tuned versions of the Dodge Charger in recent model years, with powerful V8s, corner carving suspensions, and a whole lot of attitude. 2020 marks the first time this four door family sedan is available with muscular bodywork that matches the athleticism of the engines. These Widebodys are three-and-a-half inches wider than the standard Charger and underneath that bodywork there is a wider wheel and tire package, and a completely reworked chassis.

For 2020, you still have your choice of either Hellcat or Scat Pack versions. The Hellcat obviously refers to the 6.2 litre supercharged HEMI V8, which produces 707 horsepower and 650 pounds of torque. (Don’t forget that Dodge calls this the <a href="https://www.wheels.ca/car-reviews/review-2019-dodge-challenger-srt-hellcat-redeye/">low output version</a> of this engine.)

The Scat Pack uses the 6.4 litre - or 392 cubic inches -  HEMI V8 which makes 485 horsepower and 475 pounds of torque. Still massively impressive numbers and by the way it looks and drives, you won’t often miss the extra 200 or so horsepower of the Hellcat.

There is one special edition available for the 2020 model year, the SRT Hellcat Widebody Daytona 50th Anniversary and along with unique trim – and it looks brilliant in exclusive B5 Blue – it gets a little bump in power to 717 horses. The Daytona is limited to just 501 units.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/2020-Dodge-Charger-Widebodys-Makse-3.jpg"><img class="alignnone size-full wp-image-144101" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/2020-Dodge-Charger-Widebodys-Makse-3.jpg" alt="2020 Dodge Charger Widebody Hellcat and Scat Pack" width="1280" height="960" /></a>

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/2020-Dodge-Charger-Widebodys-Makse-1.jpg"><img class="alignnone size-full wp-image-144102" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/2020-Dodge-Charger-Widebodys-Makse-1.jpg" alt="2020 Dodge Charger Widebody Hellcat and Scat Pack" width="1280" height="914" /></a>

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/2020-Dodge-Charger-Widebodys-Makse-2.jpg"><img class="alignnone size-full wp-image-144103" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/2020-Dodge-Charger-Widebodys-Makse-2.jpg" alt="2020 Dodge Charger Widebody Hellcat and Scat Pack" width="1280" height="914" /></a>

The Hellcat and Scat Pack both use eight speed automatics that are geared identically. The main difference is that the 8HP90 of the Hellcat is a bit stronger to withstand all of the engine’s torque. Both use limited slip diffs, however, the Scat Pack uses a 3.09 rear axle and the Hellcat has a 2.62.

As for the numbers, according to Dodge, the Hellcat does zero to sixty in 3.6 seconds, the quarter in a tick under 11 seconds and tops out at 315 km/h. The Scat Pack is not much slower, certainly in the real world and maybe only on the drag strip would you notice a difference. Zero to sixty in 4.3 and it’ll do the quarter in twelve point four.

<iframe src="https://www.youtube.com/embed/o8HstP2zPHk" width="560" height="315" frameborder="0" allowfullscreen="allowfullscreen"></iframe>

There is also a new electric power steering system with three modes of assist, which are tied to the different drive modes or can also be driver selectable with a custom drive mode. That works great for me, because I generally go for more assist.

The base Scat Pack gets four-piston Brembo calipers clamping one-piece vented rotors all around, with 360 mm rotors in front and 350mm in the rear.

Optional on Scat Pack and standard on Hellcat Widebody is the biggest brake set up you can get on a Charger. Here, Dodge uses a six-piston Brembo caliper with a massive, pizza-sized 390 mm rotor in front. Hellcat Widebody has the same four-piston Brembo and one-piece rotor in back as Scat Pack.

Mark Trostle, Head of Design for Dodge and SRT, told us what went into transforming Dodge’s big sedan into a Widebody.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/2020-Dodge-Charger-Widebodys-Makse-4.jpg"><img class="alignnone size-full wp-image-144105" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/2020-Dodge-Charger-Widebodys-Makse-4.jpg" alt="2020 Dodge Charger Widebody Hellcat and Scat Pack" width="1280" height="960" /></a>

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/2020-Dodge-Charger-Widebodys-Makse-25.jpg"><img class="alignnone size-full wp-image-144106" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/2020-Dodge-Charger-Widebodys-Makse-25.jpg" alt="2020 Dodge Charger Widebody Hellcat and Scat Pack" width="1280" height="853" /></a>

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/2020-Dodge-Charger-Widebodys-Makse-7.jpg"><img class="alignnone size-full wp-image-144107" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/2020-Dodge-Charger-Widebodys-Makse-7.jpg" alt="2020 Dodge Charger Widebody Hellcat and Scat Pack" width="1280" height="960" /></a>

“What we've done is, take a little bit of the influence from the Challenger Widebody and Demon that we've had, added three and a half inches of width to the vehicle with some new flares and a new front fascia,” Trostle said. “The flares actually integrate into the fascia and that allowed us to change the expression of it a little bit further. You see the mail slot grille really played up the size of the openings of the lower mouth, the outboard air intakes as well. Everything is functional on the front end, but of course, we also wanted to make sure it had an identity that was true to the DNA of Dodge and SRT.

“A few of the other changes that we've made to the car, is we have a new side sill, that you see that integrates well into the wheel flares. We've got a new set of wheels as well, for the Widebody. We have a new rear fascia as well and we've played up the size of the opening. The air extractors in the rear exhausters, made those a little bit larger. We have a new diffuser, a two-tone finish on it as well. Really accentuates around the exhaust tips on it. And again, it integrates the wheel flares to it. Both from a front view and a rear view, the car just looks planted and solid to the ground.”

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We also spoke with Jim Wilder, Vehicle Development Manager for Challenger and Charger SRT programs, to understand in detail the suspension changes that went into developing these Widebodys.

“With the Scat Pack, we put more front spring in the car, 27% more spring in the car. We did not change the front sway bar. What we did is we put 52% more roll stiffness in the rear of the car, in the sway bar. By doing that, we made the car more neutral,” Wilder told Wheels.ca. “The car has less front-end weight than the Hellcat, so your front-rear distribution is better on the Scat Pack and that's why it feels a little more nimble that way.

“With the Hellcat, we put a bunch more spring right in the front. We put 38% more spring in the front and we increased the sway bars on the front and the rear in that car. 18% stiffer in the front and in the rear, we went 52% stiffer, like the Scat Pack. We're really trying to focus the Hellcat on rear grip. 650 foot-pounds of torque. That's a lot of torque to put to the ground. So, we really had to manage that. The Scat Pack has less torque, so that wasn't as big a concern.”

SRT has been using adaptive Bilstein dampers with great success for years and given the changes Wilder noted, they’ve been recalibrated for both Widebodys, as well.

Naturally, SRT includes the important performance tricks like launch control and line lock. As with all SRTs, there are the Uconnect-based Performance Pages where you can set the display to your choice of gauges and the level of detail is perfect for enthusiasts.

Both of these Charger Widebodys are wonderfully wicked to drive. Sure that visual attitude tells everyone else what’s up, but behind the wheel, these are brutally quick, loud, and capable four door sedans. The signature supercharger whine of the Hellcat is icing on this super sedan cake.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/2020-Dodge-Charger-Widebodys-Makse-13.jpg"><img class="alignnone size-full wp-image-144108" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/2020-Dodge-Charger-Widebodys-Makse-13.jpg" alt="2020 Dodge Charger Widebody Hellcat and Scat Pack" width="1280" height="960" /></a>

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/2020-Dodge-Charger-Widebodys-Makse-17.jpg"><img class="alignnone size-full wp-image-144109" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/2020-Dodge-Charger-Widebodys-Makse-17.jpg" alt="2020 Dodge Charger Widebody Hellcat and Scat Pack" width="1280" height="960" /></a>

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/2020-Dodge-Charger-Widebodys-Makse-14.jpg"><img class="alignnone size-full wp-image-144110" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/2020-Dodge-Charger-Widebodys-Makse-14.jpg" alt="2020 Dodge Charger Widebody Hellcat and Scat Pack" width="1280" height="960" /></a>

Like Wilder said, the Scat Pack is a little lighter on its feet, particularly on track, making it slightly more rewarding than the Hellcat when you’re chasing lap times. However, most customers aren’t going to drive their Chargers on the track frequently, so that abundance of power from the Hellcat makes it a little more appealing for daily driving.

At the push of the throttle, the thrust of these V8s just throw you into the back of your seat, but it’s that slightly longer wheelbase that gives the Charger a little more comfortable ride and noticeably more control at and beyond the limit.

The transmissions shift quickly up and down the box, whether you’re shifting manually or letting the gearbox take care of itself. Braking is very competent, with good feel and excellent modulation. I love these brakes. With the size of these Chargers, you will feel some pitch and roll, of course, and it’s all part of the experience.

Steering is direct and precise, though you’re going to get more feedback through the seat of your pants and your eyes, rather than through the steering wheel. Visibility is fantastic and don’t forget that this is a proper full-size sedan with a full-sized interior.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/2020-Dodge-Charger-Widebodys-Makse-12.jpg"><img class="alignnone size-full wp-image-144111" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/2020-Dodge-Charger-Widebodys-Makse-12.jpg" alt="2020 Dodge Charger Widebody Hellcat and Scat Pack" width="1280" height="960" /></a>

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/2020-Dodge-Charger-Widebodys-Makse-20.jpg"><img class="alignnone size-full wp-image-144112" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/2020-Dodge-Charger-Widebodys-Makse-20.jpg" alt="2020 Dodge Charger Widebody Hellcat and Scat Pack" width="1280" height="853" /></a>

Of course, you’re asking yourself what these Widebodys cost. Here’s the breakdown.

Scat Pack starts at just under $60,000, Hellcat at $83,495, and Hellcat Daytona, if you can get on the list for one of these limited editions, is $88,940 plus options.

These Charger Widebodys have unmistakable street presence, they sound great, especially that supercharger whine from the Hellcat version, and they do amazing things that no full-size family sedan should. At a time when countless carmakers offer endless stale sedans, it’s great to see a four door that’s fully filled to the brim with character.

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