2022 CADILLAC XT6-main-graffiti

Rob Beintema is an Auto Journalist for Metroland Media

Think about Cadillac sport utility and the first image that comes to mind might be the Cadillac Escalade, the mothership of General Motors’ premium brand, the full-size behemoth that is doing just fine, thank you, its iconic status reinvigorated through its latest in-yer-face iteration.

But with so many competitors vying for the luxury ute market, you just can’t have too many SUV choices. So, Cadillac also engineered a fleet of crossovers to replace the old SRX series. They first unveiled a midsize 5-passenger XT5 in 2015, then dialed down with a smaller, compact 5-passenger XT4 a few years later, and, most recently, added the slightly larger than midsize XT6.

The XT6 (or Crossover Touring 6) expands on the original XT5 concept with extra room and an added third row, enabling 7-passenger seating while still providing an intermediate size and price choice to slot between the <a href="https://www.wheels.ca/vehicle-reviews/review-2020-cadillac-xt5-sport">XT5</a> and the <a href="https://www.wheels.ca/reviews/why-i-love-my-vehicle-2022-escalade-esv-sport-4x4">Escalade</a>.

The XT6 lineup starts with a Luxury trim level ($57,998) featuring the technologies and trademark Cadillac content you’d expect in a premium product while, under the hood, an entry-level 2.0-litre turbocharged four-cylinder engine makes 235 hp and 258 lb-ft of torque. And all XT6 models in Canada come standard with a 9-speed automatic and all wheel-drive (AWD).

<img class="aligncenter size-full wp-image-173653" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/2022-CADILLAC-XT6-profile-scaled.jpg" alt="2022 Cadillac XT6 Sport2022 Cadillac XT6 Sport" width="2560" height="1861" />

But, moving up to the next step on the trim level ladder, not only adds a more powerful naturally-aspirated 3.6-litre VVT V6 engine, making 310 hp and 271 lb-ft of torque, it also allows for a same-priced choice between two different style and content flavours - a more traditional Premium Luxury model ($62,698) with all the expected brightwork and exotic woodgrains, or the Sport model ($62,698) with more contemporary and darkened styling, tested here.

For the same money, the Sport seems the better deal, coming not only with cosmetic add-ons - unique front and rear fascias, 20-inch Sport wheels, blackened accents on the window surrounds, grille and roof rails, tinted tail lamps and carbon-fibre interior decor - but also adding functional performance tweaks that include a Sport Control AWD system, Chassis Damping Control, sport pedals and flappy paddles, a Performance Suspension with driver select modes, and Brembo Performance front brakes with red accented front and rear brake calipers.

The Cadillac XT6 Sport is a handsome beast, a relative road rarity set apart from the competition thanks to Cadillac’s sharp-edged design and familial vertical DRL and tail light stylings, dressed here in Satin Steel Metallic, the only no cost paint shade, although seven other optional colours ($900-$1,395) are available.

<img class="aligncenter size-full wp-image-173659" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/2022-CADILLAC-XT6-interior2-scaled.jpg" alt="2022 Cadillac XT6 Sport" width="2560" height="1858" />

Slip inside and relax in an elegant cabin with the right amount of dark stitched leather surfaces offset by the carbon-fibre style trim, glossy piano black finishes and chrome and metallic highlights. The interior design is understated, not exactly daring, but the instrumentation is sensibly laid out with a multitude of control choices, via touchscreen, the console control rotary dial or steering wheel buttons. The HVAC system offers buttons and rockers but you still have to access the touchscreen for some mode choices. And I’d still kill for a radio-tuning knob.

Stab the start button and the 3.6-litre engine spools up to provide plenty of power for everyday driving needs, streaming 310 horses through a smooth 9-speed automatic transmission controlled by GM’s Electronic Precision Shifter. Not everyone is a fan of this latest shifter but it’s really just a matter of getting used to it. Power and driving dynamics are also controlled through four mode selections - Tour (FWD for fuel economy), AWD, Sport and Offroad settings. This powertrain includes variable valve timing, Active Fuel Management that switches to V4 operation under cruising and a standard Auto Stop/Start system, all to benefit fuel economy, although my real world 14.5L/100km (comb) average was well off the official 13.1L/9.5L/100km (city/hwy) rating.

<img class="aligncenter size-full wp-image-173657" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/2022-CADILLAC-XT6-second-row-scaled.jpg" alt="2022 Cadillac XT6 Sport" width="2560" height="1920" />

When Cadillac introduced the 7-passenger XT6, the first line in the promotional material stated that “every seat is the best seat in the house”, which makes for a nice tag line but, as is the case for most vehicles this size, the XT6 is roomily comfy for four, a do-able squeeze for five with the handy option of the third row for occasional overflow, best suited for half-pints and yoga aficianados.

The smallish 357-litre cargo space with underfloor storage expands to a more usable 1,220 litres when the third row is powered down by buttons located in the back or by the second row. Fold flat that second row as well, for 2,229 litres or cargo room, and you are ready for yard sales and fully loaded runs from the reno store.

A large barge makes for smooth sailing and while the XT6 may not have the mass, presence or gravitas of the full-size Escalade, it does have that long haul, smooth driving feel while the Sport’s suspension tweaks keep it taut in the twisties.

<img class="aligncenter size-full wp-image-173655" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/2022-CADILLAC-XT6-rear-loco-scaled.jpg" alt="2022 Cadillac XT6 Sport" width="2560" height="1826" />

Our as-tested XT6 Sport has too many techs to list here, many of them included standard but some available in the $13,585 packages and options list. I could do without some of those options. The optional black alloy wheels ($3,675) accent the darkened Sport styling nicely but an aftermarket set would cost half the price. And hands-free Super Cruise ($2,875) may appeal to some for its novelty but it will come more into its own in future generations. But, then again, if saving money is your focus you could also browse GM’s XT6 siblings - the Chevrolet Traverse, Buick Enclave and GMC Acadia.

The 2022 Cadillac XT6 tested here is only in its third year of production so expect only minor changes for 2023 models, along with an inflationary $1,500-$2,200 increase in price, depending on trim selection.

There’s no official news of any XT6 electrification for North America although a 48V mild hybrid version is available in China and, following the launch of <a href="https://www.wheels.ca/first-drives/2023-cadillac-lyriq-first-drive-review">Cadillac’s 2023 Lyriq EV</a> model, there are rumours that the XT6 might be replaced by an EV in 2025.
<h4>2022 Cadillac XT6 Sport</h4>
BODY STYLE: three-row, seven passenger midsize-plus crossover ute
DRIVE METHOD: 9-speed automatic, AWD
ENGINE: 3.6-liter VVT V6 engine (310 hp, 271lb-ft of torque)
FUEL ECONOMY: 13.1L/9.0L/100km (city/hwy). As tested 14.5L/100km (comb).
CARGO VOLUME: 357 litres; 1,220 litres behind second row, 2,229 litres behind first row
TOW RATING: 1,814 kg (4,000 lb)
PRICE: 2022 Cadillac XT6 Sport $62,698, as tested $78,583
WEBSITE: <a href="https://www.cadillaccanada.ca/en">cadillaccanada.ca</a>

2022 Cadillac XT6 Sport Review

2022 gmc terrain at4 main

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)

In the past few years, we’ve seen a wave of new nature enthusiasts take to the outdoors like never before. Overlanding, backcountry camping, trail riding, it’s all surging in popularity. Reconnecting with the natural world, and the isolation that comes with taking the road less travelled certainly has a charm to it.

Car companies have responded with more off-road-ready vehicles, off-road packages, and accessories that can help you get as far out into the wilderness as you’re willing to go. GMC’s AT4 trim package, first seen on the <a href="https://www.wheels.ca/reviews/first-drive-2022-gmc-sierra-denali-ultimate-sierra-at4x">Sierra pickup truck</a>, added brawny off-road bits and more capability, and it’s since been filtered down to the smaller models including the <a href="https://www.wheels.ca/news/first-look-2023-gmc-canyon">Canyon</a>, Acadia, and now the Terrain.

<img class="aligncenter size-full wp-image-173278" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/DSC03818.jpg" alt="2022 GMC Terrain AT4" width="2048" height="1365" />

The GMC Terrain compact crossover is perfectly suitable as family transport but it’s not the first choice for a tough off-road vehicle. My tester, however, was fitted with the new AT4 package that’s meant to infuse a bit of ruggedness into a vehicle that’s anything but rugged. But after a week with the Terrain AT4, I failed to see the point. It just felt like any other Terrain with a few extras.

For what it is, and for its intended buyer, the Terrain does everything it should. It has standard AWD, decent ground clearance, and a roomy cargo area. It’s also comfortable and big enough to seat 5 adults, and the big grille with bold G-M-C lettering has been synonymous with big tough trucks for decades. So it looks like it’s ready to take on the trails. Except that it’s not. And that’s fine because most buyers looking at vehicles like this have zero intention of doing so. I also noticed that the Terrain doesn’t get the AT4’s signature red recovery hooks jutting out the front bumper. That makes it harder to distinguish this as anything other than a “normal” Terrain outside of its AT4 badging.

So what does the package add? For one, you get a steel skid plate in the front and a darker looking grille. Inside you get “AT4” embroidered head rests and an off-road drive mode, which programs the standard all-wheel drive system to better handle loose surfaces. Last but not least, black 17-inch wheels with chunkier tires give it a tougher look.

<img class="aligncenter size-full wp-image-173271" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/DSC03835.jpg" alt="2022 GMC Terrain AT4" width="2048" height="1365" />

All new Terrains benefit from a facelift that adds redesigned LED lighting, a redesigned grille and front fascia, and a refreshed interior with a new push-button style gear selector. Also available on the SLT and AT4 trims is a new pop-up style head-up display.

Those wheels and tires are probably the most off-roady thing about the Terrain AT4, and they certainly have an advantage on the rough roads and potholes in the Toronto area, but extra ground clearance and locking differentials are what you want for off-road duty and you won’t find that here.

So what this AT4 package really amounts to is a few badges and some meatier tires. Which hardly makes for an off-roader. Again, I get it, that’s not what this is but others in this segment at least make it look like they have off-road intentions and the Terrain, well, doesn’t.

<img class="aligncenter size-full wp-image-173282" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/2022-gmc-terrain-side.jpg" alt="2022 GMC Terrain AT4" width="2048" height="1365" />

<img class="aligncenter size-full wp-image-173277" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/DSC03820.jpg" alt="2022 GMC Terrain AT4" width="2048" height="1365" />

Take the <a href="https://www.wheels.ca/vehicle-reviews/2021-toyota-rav4-xle-awd-keeping-her-fearless-and-footloose">Toyota RAV4</a> Off-road, which is a direct competitor. The “Off-road” trim is also more of an appearance package but its retuned suspension and more serious A/T tires are a step up and a more honest attempt at giving customers some substance to go with the style. And then you have competitors like the <a href="https://www.wheels.ca/vehicle-reviews/review-2020-jeep-cherokee">Cherokee</a> Trailhawk and the <a href="https://www.wheels.ca/reviews/2022-ford-bronco-sport-outer-banks-review">Bronco Sport</a> Badlands that take things even further and will really let drivers get out into the rough stuff while still being perfectly suited for the highways and driveways where they’ll invariably spend most of their life on.

The notion that you have more capability than you need, sells, and customers look for this. It’s the same reason supercars have such an allure. You’re never going to use all that performance but it’s there if you need it. Sadly, there’s no such notion with the AT4 badged Terrain.

<img class="aligncenter size-full wp-image-173280" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/2022-gmc-terrain-interior.jpg" alt="2022 GMC Terrain AT4" width="2048" height="1365" />

Things don’t get much better inside with more cheap-feeling plastic than the inside of a dollar store and a push-button gear selector that’s not as intuitive as it should be. I’m also tired of seeing the same indicator and wiper stalk design on every single product GM makes from Chevys to Cadillacs, mainly because they’re just not very ergonomic, and feel like they were made for people with longer fingers than mine.

We did enjoy the comfortable ride, the smoothness of the auto stop/start system, and even how the engine just fades away into the background when cruising. We also liked the clear and easy-to-read gauges, the simple but intuitive infotainment, and the wireless Apple Carplay and Android Auto. The Terrain is also spacious with ample legroom and headroom in the back for taller adults.

<img class="aligncenter size-full wp-image-173275" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/DSC03826.jpg" alt="2022 GMC Terrain AT4" width="2048" height="1365" />

There isn’t a lot of power—the 1.5-litre turbo mill makes 170 horses—but it does have reasonable torque (203 lb-ft) for comfortable driving in and around the city. Passing power on the highway is ok, but again, competitors offer more here.

The starting price of $35,792 for an AWD Terrain SLE is also more expensive than the <a href="https://www.wheels.ca/reviews/2023-honda-cr-v-first-drive">CR-V</a> and the RAV 4 both of which offer more in the way of safety and driver aids. Even this higher-spec AT4 needs an additional package tacked on to it to get adaptive cruise control and blind spot monitoring which is offered at the base level on the Honda and the Toyota.

If you’re looking at the GMC Terrain, my advice is to pass on the AT4. It’s really not much different than a base Terrain, save for a bigger infotainment screen and a few more features. And if you want something with real off-road capability you’d be better off looking elsewhere.
<h3>2022 GMC Terrain AT4</h3>
BODY STYLE: 5-door, 5-passenger compact crossover

CONFIGURATION: Front-engine/all-wheel drive

ENGINE: 1.5-L turbocharged inline-4; Power: 170 hp @ 5600 rpm; Torque: 203 lb-ft @ 2000-4000 rpm

TRANSMISSION: 9-speed automatic

CARGO CAPACITY: 838-1792 litres

FUEL ECONOMY: (Premium Gasoline in L/100 km)  9.6 city; 8.3 highway

OBSERVED FUEL ECONOMY: (L/100km) 11.1 combined

PRICE:  $38,992 (base); $42,948 (as-tested)

WEBSITE: <a href="https://www.gmccanada.ca/en">GMC Canada</a>

2022 GMC Terrain AT4 Review

22 mercedes cls 53 main header

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

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

2022 Mercedes-AMG CLS 53 Review

22 mercedes amg gt 53 main header

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

Mercedes-Benz sure knows how to dominate niche markets. It even excels at creating segments that didn’t exist before. The AMG GT is a perfect example. What started out in life as Mercedes’ flagship supercar, quickly morphed into an entire lineup of variants, such as this GT 4-Door sedan.

What’s interesting about the 2022 Mercedes-AMG GT 53 4MATIC+ Coupe (try repeating that three times without stumbling), is that it shares almost nothing with the AMG GT supercar. Its platform and drivetrain are instead taken from an E-Class wagon.

This is therefore yet another highly expensive, highly luxurious, and stinkingly quick sedan from Mercedes-AMG. The question is, is there still room for this kind of vehicle in today’s rapidly changing automotive landscape?

It’s worth asking the question, because for this $154,000 Rubelite Red example, Mercedes itself will sell you the much more sophisticated and quicker off the line <a href="https://www.wheels.ca/vehicle-reviews/first-drive-2022-mercedes-amg-eqs-4matic">EQS electric sedan</a>.

<img class="aligncenter size-full wp-image-170531" src="https://wordpress.wheels.ca/wp-content/uploads/2022/08/Guillaume-Fournier-Photographe-GFV_2519.jpg" alt="2022 Mercedes AMG GT 53" width="2080" height="1387" />

A Love Letter to BMW

If the AMG GT 4-Door even exists, it’s mainly BMW’s fault. The car was mainly put to market to take on the 8 Series Gran Coupé. If the top tog AMG GT63 and GT63 S models serve as rivals to the M8 and M8 Competition, the GT53 is poised to go head-to-head with an M850i.

Powering this enormous sedan is a technologically advanced hybrid powertrain. At its core lies a turbocharged 3.0-liter straight six that’s mated to a 0.9 kWh lithium-ion battery and a tiny electric motor. On its own, this motor acts as an electric supercharger, adding 21 horsepower and 184 lb-ft of torque to the car’s final output. The combined figures stand at 429 horsepower and 384 lb-ft of torque. It’s all channeled through Mercedes-AMG’s 4MATIC+ all-wheel drive system via a nine-speed multi-clutch automatic transmission.

While not the kingpin of the AMG GT lineup, the GT53 is still no slouch, sprinting from 0-96 km/h in a brisk 4.1 seconds and continuing up to a governor-limited top speed of 280 km/h.

<img class="aligncenter size-full wp-image-170528" src="https://wordpress.wheels.ca/wp-content/uploads/2022/08/Guillaume-Fournier-Photographe-GFV_2507.jpg" alt="2022 Mercedes AMG GT 53" width="2080" height="1387" />

A Snug Cabin and a Lot of Buttons

To further accentuate the fact that this is the sedan version of a high-performance sports coupe, Mercedes made sure to aggressively slope the 4-door’s windshield way back to mimic the snug feeling of the AMG GT’s cockpit. So, although this is technically a midsize E-Class underneath, the GT-4’s interior proportions were compromised in favour of a sporty design.

This is particularly apparent at the rear where the car’s steeply raked rear leads to limited headroom for tall passengers. Legroom, on the other hand is fine, but not great. The AMG GT 4-Door is also not a five-seater like an E-Class, but better suited for 4 adults.

<img class="aligncenter size-full wp-image-170522" src="https://wordpress.wheels.ca/wp-content/uploads/2022/08/Guillaume-Fournier-Photographe-GFV_2491.jpg" alt="2022 Mercedes AMG GT 53" width="2080" height="1387" />

But while this is a tight cabin, this AMG GT still knows how to envelop its passengers in premium luxury and craftsmanship. While not as advanced as the EQS’ Hyperscreen, the AMG GT-4’s boat-like dashboard design, with the now customary circular air vents, remains absolutely stunning. Build quality is second to none, with the Mercedes-expected thump as the doors slam shut in an almost airtight manner.

Of course, this being a Benz means no stones were unturned as to the materials used. Door lock mechanisms are made of brushed aluminum, paddle shifters are constructed from one solid piece of metal, and the entire dashboard and door inserts are enhanced with elegant veneers.

Everything else is either covered in leather or brushed aluminum, notably the centre console which incorporates a wide array of buttons. It appears like it was taken straight out of a command ship.

That console is intense at first, as some of its buttons are duplicated on the steering-wheel mounted dials. But once you’ve gotten your head around them, it’s all rather easy to operate.

<img class="aligncenter size-full wp-image-170520" src="https://wordpress.wheels.ca/wp-content/uploads/2022/08/Guillaume-Fournier-Photographe-GFV_2487.jpg" alt="2022 Mercedes AMG GT 53" width="2080" height="1387" />

It's the same story for the large digital tablet that spans the dashboard. It houses the Mercedes’ MBUX infotainment interface that incorporates a slew of customizable features, from how the gauges are displayed to color-rich ambient lighting. The system itself can either be operated using touch-sensitive controls or a center-mounted trackpad. It’s generally quick to respond and while there is a learning curve to this system, it manages to quickly disappear into the background when you’re driving.

Although the AMG GT53 is packed with high-tech toys and masters the art of relaxing its driver through immensely comfortable seats, it lacks basic amenities that are expected from a car of this price tag. For instance, the sunroof is a standard type and not a full panoramic setup. That’s quite disappointing. There’s also no wireless phone charger and no wireless Android Auto connectivity, features that can now be found in a humble Honda Civic.

<img class="aligncenter wp-image-170519 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2022/08/22-mercedes-amg-gt-53-side.jpg" alt="2022 Mercedes AMG GT 53" width="2080" height="1387" />

Satisfyingly Quick, Surprisingly Agile

From a performance standpoint, the GT53 may not have the GT63’s V8 thrust, but its robust inline six is still no slouch. While it does take a bit of time to get up and go, once it starts climbing through the revs, it delivers its performance in a linear and consistent manner all the way to its redline. You’ll need to drop a few gears to extract everything it has in stock but doing so using the paddles is an act you’ll want to repeat often.

Out on a twisty piece of tarmac, the GT53’s 4,563-lb curb weight is immediately felt in the corners, but the 275-wide front tires do a fantastic job of keeping the front end well planted to mitigate understeer. On corner exit, the 315-wide rears shoulder the meat of the power from this rear-biased setup, leading to a beautifully stable machine. The GT53 doesn’t get the GT63’s all-wheel steering setup, but it still harmoniously carves its way through a corner due to the lower unsprung weight from the inline six. I do wish that engine was a tad more vocal, however, and I would have enjoyed a bit more pop from that exhaust, especially within the car’s eager Sport+ and Track modes.

The 2022 Mercedes-AMG GT 53 4MATIC+ is not long for this world. While highly luxurious and technically impressive, it’s easily overshadowed by fresher electric alternatives from Mercedes itself. I’ll even add that with the arrival of new contenders like the <a href="https://www.wheels.ca/vehicle-reviews/track-tested-2022-porsche-taycan-gts">Porsche Taycan</a>, Audi e-tron GT, Lucid Air, and <a href="https://www.wheels.ca/vehicle-reviews/review-2021-tesla-model-s-plaid">Tesla Model S Plaid</a>, there are few reasons left to choose this AMG GT53.
The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

<h3>2022 Mercedes-AMG GT 53 4MATIC+</h3>
BODY STYLE: Full-size sedan

CONFIGURATION: Front engine, all-wheel drive

ENGINE: 3.0-liter turbocharged and hybrid inline six (combined 429 horsepower and 384 lb-ft of torque)

TRANSMISSION: 9-speed automatic

FUEL CONSUMPTION: 11.2 L/100 km (combined), 12.3 L/100 km (city), 9.8 L/100 km (highway)

OBSERVED ENERGY CONSUMPTION: 11.6 L/100 km

CARGO CAPACITY 660 liters

PRICE: $154,600 (as tested)

WEBSITE: <a href="https://www.mercedes-benz.ca/en/home">Mercedes-Benz</a>

2022 Mercedes-AMG GT 53 4MATIC+ Coupe Review

22 chyrsler pacifica main

If you need a practical family conveyance and haven’t tried a modern minivan, you’re doing yourself a disservice. SUVs might be the popular choice but that tall ride height and rugged capability comes at the price of reduced interior space and truck-like maneuverability. Some are better than others but none come close to a minivan.

The Chrysler Pacifica needs little introduction; they were first on the scene with the original Dodge Caravan almost 40 years ago. Since that time many have come and gone with only a handful of brands still left in the game today. And it’s little surprise that Chrysler is one of them. In this space they’re masters of van craft and stepping into the 2022 Pacifica it shows.

After a styling and trim refresh last year, there are minimal changes for 2022. There’s more standard equipment, a new colour (Silver mist), and an upgraded infotainment experience with Uconnect 5. You can also outfit the Pacifica with AWD now regardless of trim. It’s a smart system too, able to disconnect the rear wheels from the driveline running in front-wheel drive mode when it sees fit, enhancing efficiency and reducing emissions without any input from the driver.

<img class="alignnone size-full wp-image-169915" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/IMG_0008.jpg" alt="2022 Chrysler Pacifica Touring L" width="2048" height="1536" />

All Pacificas are motivated by a 3.6-L naturally aspirated V6 mated to a 9-speed automatic sending 287 hp and 267 lb-ft of torque to either the front wheels or all four depending on whether or not you checked the all-wheel drive option box. The hybrid uses the same V6 but with a different transmission and is not available with all-wheel drive.

I spent a week with a Pacifica Touring-L, a mid-grade trim that gets just the right amount of optional extras. Included are leather seats (heated for the driver and passenger), a heated steering wheel, parking sensors, and a 360-surround camera. My Pacifica also had the Uconnect theatre family group ($3795) which adds two 10-inch Amazon fire-ready screens for second-row passengers and a whole lot more like heated second-row seats, upgraded speakers and amplifier, a WiFi hotspot, extra USB ports, and even a built-in vacuum cleaner to quickly hoover up leftover goldfish and cookie crumbs.

<img class="alignnone size-full wp-image-169922" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/IMG_9998.jpg" alt="2022 Chrysler Pacifica Touring L" width="2048" height="1535" />

The Pacifica can fool you into thinking that it’s a luxury vehicle with its quiet cabin and pillow-soft ride, great after a long day of work but even better for keeping a gaggle of kids calm. The wide variety of entertainment available on the Amazon-powered screens helps as well.

You’ll almost forget you’re driving a van, because unlike some SUVs, the Pacifica is remarkably easy to drive and park, and it will fit in most spaces and underground parking lots without having to worry about height or width restrictions. It even handles decently well for what it is, even though that is one of the last priorities of this people mover. The V6 is efficient, refined, and very smooth, and the 9-speed transmission shifts even more seamlessly than I remember.

<img class="alignnone size-full wp-image-169910" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/22-chrysler-pacifica-uconnect.jpg" alt="2022 Chrysler Pacifica Touring L" width="2048" height="1536" />

FamCam is another cool feature migrating down from the luxe Grand Wagoneer, and it displays an image of the rear passengers on the main screen. It’s ideal for checking up on rear-facing child seats and can even zero in on individual seats.

The new Uconnect 5 system is a joy to use and still just as good as it was in previous iterations with the same customizability and snappy performance. Thankfully Chrysler also equips the Pacifica with physical switches for the climate controls and the stereo, though you’d be forgiven for getting a bit confused with the rotary transmission dial that sits right next to the volume knob.

<img class="alignnone size-full wp-image-169907" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/22-chryser-pacifica-stowngo.jpg" alt="2022 Chrysler Pacifica Touring L" width="2048" height="1536" />

What sets this Pacifica apart from all the others are the Stow ‘n Go second-row seats that can be quickly collapsed into the floor with the pull of a strap. Not having to yank out a thousand pounds of bench seat when you need extra cargo space is brilliant, even if you only use it once a year.

For van fans the Pacifica is a homerun. It does everything a minivan should and it does it exceedingly well but holding it back from ranking even higher is its price. A new Pacifica starts at $50,595. Even a upper-trim <a href="https://www.wheels.ca/undefined/review-2021-toyota-sienna-xse">Toyota Sienna</a>, an excellent van as well, is cheaper. Worse for the Pacifica is that all Siennas are hybrid and as a result, stupidly efficient and the only way to beat that is with the <a href="https://www.wheels.ca/vehicle-reviews/review-2021-chrysler-pacifica-hybrid">Pacifica Hybrid</a>. And unless you live in an EV-friendly province like Quebec or B.C, that one’s going to cost you even more.

<img class="alignnone size-full wp-image-169913" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/IMG_0006.jpg" alt="2022 Chrysler Pacifica Touring L" width="2048" height="1536" />

My tester with a few options rang up to an eye-watering $62,375. That sum will get you any number of SUVs big or small with all the adventure-ready options and body cladding one could ever want. I tried to convince a friend of the merits of a minivan and he went out and bought an Audi SUV. Nowhere near as practical but a hundred times cooler. Just ask his kids.

A Pacifica might not be the most fashionable choice but few vehicles are as easy to live with on a daily basis. For a bigger family that needs comfortable transportation, it’s basically unbeatable and if you’re considering an SUV and haven’t tried a minivan yet, you don’t know what you’re missing.

&nbsp;

2022 Chrysler Pacifica Touring-L AWD

BODY STYLE:- 7-passenger minivan

CONFIGURATION: Front-engine, all-wheel drive

ENGINE: 3.6-L V6; Power: 287 hp @6400 rpm; 262 lb-ft @ 4000

TRANSMISSION : 9-speed automatic

FUEL ECONOMY: (Regular Gasoline in L/100 km) 14.1 city; 9.4 highway; 12.0 combined (2.9 Le/100km)

CARGO CAPACITY: 915 - 3979 litres

PRICE: $59,295 (base); $62,375 (as-tested)

WEBSITE: <a href="https://www.chrysler.ca/en">Chrysler Canada</a>
The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.
&nbsp;

2022 Chrysler Pacifica Review

wh-WhyLove-Mercedes-Main-May28

Renée S. Suen is a Toronto-based lifestyle writer and photographer. Specializing in restaurants and travel, her works have appeared in a variety of local, national, and international print and digital outlets. Between searching the world for memorable tastes and the stories behind the plate, she’s on the constant lookout for great people who have fascinating stories about why they love their vehicles.

Shawn Rusich and Kyle Hewey have plenty to celebrate this year. Besides marking the 10th anniversary of BPR – their food, lifestyle and hospitality communications agency – they recently expanded their business to the U.S. this spring.

Splitting their time between Los Angeles and Toronto, the duo shipped their Porsche Macan S to California but still needed a vehicle to use while in Canada for work, to take trips to visit Rusich’s parents in Windsor, and to head over to Detroit to visit friends and to fly out of that city’s airport.

Since the Porsche was Rusich’s pick, Hewey got to decide on their new vehicle. He went with a 2022 Mercedes-Benz GLC 300 4Matic SUV, and opted to upgrade its paint colour and rims, and add a host of different driving packages. Having put 2,000 kilometres on the car during the first week they drove it off the Mercedes-Benz Durham lot, Hewey and Rusich tell us why they love their vehicle.

“There's a dealer located in our apartment parkade, and he's always bringing in different makes and models,” said Hewey. “One time he brought in a Hyacinth Red Mercedes-Benz GLE that really caught my eye. That’s what kick-started our approach to this vehicle; seeing it in a colour that I wanted to replicate.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/wh-WhyLove-Mercedes-Space-May28-scaled.jpg"><img class="alignnone size-full wp-image-168667" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/wh-WhyLove-Mercedes-Space-May28-scaled.jpg" alt="2022 Mercedes-Benz GLC 300 4Matic SUV" width="2560" height="1707" /></a>

“Before we made our decision, we to test drove the GLE, but found it a little too big. So, we opted for the GLC, which is more of a mid-size SUV that fit our needs a bit better, especially for city driving, parallel parking and tight parking spots.”

“Because the engine is bigger in the Porsche, there’s less cabin room,” said Rusich. “I’m six-foot-five-inches, so a major problem I have with the Porsche is that I must put the front seat all the way back, but nobody can sit behind me. Even though the measurement is roughly a half an inch difference, the GLC has a considerably larger cabin just because the engine is slightly smaller. The difference makes this car very comfortable.”

“Shawn’s parents have an older version of this vehicle,” said Hewey. “The 2022 has some great upgrades and modifications that are more seamless and user friendly, like the touch controls in the car. The voice-activated Mercedes app works like the Siri app on an iPhone. I was excited to see how that works. It's integrated with mobile phones, so you're able to lock your car remotely from your phone, and you can see where your vehicle is in a big parking lot.

“We did that in Detroit when we flew out. It was great to be able to check in on the status of the vehicle and make sure it was the locked. We were able to see exactly where it was in a parking lot that we hadn't parked at before. You can also do a remote start which is great, especially in Canadian winters when you're parked outside.”

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/wh-WhyLove-Mercedes-Tech-May28-scaled.jpg"><img class="alignnone size-full wp-image-168668" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/wh-WhyLove-Mercedes-Tech-May28-scaled.jpg" alt="2022 Mercedes-Benz GLC 300 4Matic SUV" width="2560" height="1707" /></a>

“There’s so many features,” said Hewey. “That's one thing I'm getting used to. It’s amazing, but slightly intimidating. A cool feature I really like is the ambient lighting. There’s a spectrum of colours you can easily adjust that change the esthetic and feel of the car. We were driving from Detroit last week and we searched for the brightest colour possible to keep us energized during the late drive home.”

A CLOSER LOOK: 2022 Mercedes-Benz GLC 300 4Matic SUV

Eye catching colour

“The biggest feature for me is the colour,” said Hewey of the upgraded painted exterior, which features a hue called Hyacinth Red Metallic. “It’s the most eye-catching thing and the reason why I wanted to purchase the vehicle. I'm happy every time I see it. I haven't seen a vehicle this colour in Toronto yet, so there is a bit of a kind of uniqueness factor.”

Ample storage

“My favorite aspect of the vehicle is the spaciousness of the interior,” said Hewey. “It’s laid out well and allows us to store boxes of products, pots and pans and related items, and PR material that we must get from Point A to Point B. We also travel with it, and we never pack light when we go on the road. For example, when we go to Detroit, we're constantly bringing Shawn’s parents groceries from Eataly.”

Custom rims

“My one prerequisite was the size of the wheels,” said Rusich. “I have family and friends who own this vehicle, and I knew it was an excellent choice, but I did request that we get 20-inch rims on it. It’s super nitpicky, but I do feel the drive itself is more comfortable. Their grip on the road feels different and ultimately feels safer. My parents have the exact same car but with smaller rims. I have driven both cars and it is noticeably different.

THE SPECS 
<ul>
 	<li> BODY STYLE: SUV</li>
 	<li> DRIVE METHOD: AWD</li>
 	<li> ENGINE: 2.0L Inline-4 turbo, 255-hp; 273 lb.-ft. torque</li>
 	<li> FUEL ECONOMY (CITY/HIGHWAY): 11.5/9.1 litres per 100 kms</li>
 	<li> CARGO VOLUME: 550 to 1,600 litres</li>
 	<li> PRICE: Starts at $51,600</li>
 	<li> WEBSITE: <a href="http://www.mercedes-benz.ca">mercedes-benz.ca</a></li>
</ul>
This article was edited for space and clarity. To be featured in Why I Love My Vehicle?, email us at wheels@thestar.ca. Renée S. Suen is a Toronto-based lifestyle writer and photographer. Follow her on Twitter: @rssuen.

WHY I LOVE MY VEHICLE: 2022 Mercedes-Benz GLC 300 4Matic SUV

2022 Cadillac XT4 header

Cadillac has had a very love-hate relationship with entry-level models. There have been some absolute bangers the way the kids say (the Series 62 and the ATS in V trim), and there have been some absolute bangers in the way the Brits would use the word (Cimmaron, Catera). The XT4 is Cadillac's entry-level crossover. The caveat means there is a sedan sitting beneath it in the lineup (in stature, if not price). Sedans are the only vehicles that are likely to be in stock at a dealer in 2022 - which is to say nobody wants them. I'm saying it makes this little crossover a big deal, and it sits in an incredibly competitive segment.

This is the fourth year for the compact Cadillac crossover. Normally around this point we would expect a facelift and a bit of a refresh on the inside. Instead, Cadillac has added a pair of new colours to the palette. Our tester, of course, wore neither. Instead showing up in basic black. How boring.

Cadillac also dropped Near-Field Communication phone pairing for 2022. This feature let you pair your phone very quickly, something you might do once every couple of years. Great for someone like me who is in a different vehicle every week (you should see my Bluetooth list), but it won't be missed by owners.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-cadillac-xt4-rear-scaled.jpg"><img class="alignnone size-full wp-image-168445" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-cadillac-xt4-rear-scaled.jpg" alt="2022 Cadillac XT4" width="2560" height="1707" /></a>

We'll get one other thing out of the way off the bat. This $60,000 luxury SUV didn't have heated or ventilated seats, even though it had the buttons. To help ensure the supply of vehicles at dealers didn't get worse than it already has, GM made this (and many other models) without those features when chip supply ran out.

The good news is that there is a credit on the window sticker and that GM will retrofit them for free as soon as possible. For XT4, that affected vehicles built from about mid-November until May 1. GM says they've since gotten enough chips, so XT4s built after May 1 have the features back. We won't hold our cold bottoms against the company for this. Still, you should check your window sticker when shopping.

Ok, back to the car.

Cadillac splits its models into two diverging trim grades, setting its vehicles apart from most other luxury automakers. There are luxury-trim cars, which usually means shiny chrome, and there are Sport trims, which means blacked-out trim. This is a Sport.

Whichever way you go, XT4 gets a 2.0-litre turbo-four. 235 hp and 258 lb-ft (if you run premium gas) and a nine-speed automatic. AWD is optional, but Cadillac is perfectly happy to let you have a front-driver if that's what you'd like.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-cadillac-xt4-engine-scaled.jpg"><img class="alignnone size-full wp-image-168446" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-cadillac-xt4-engine-scaled.jpg" alt="2022 Cadillac XT4" width="2560" height="1707" /></a>

It's a good little engine with plenty of torque through the entire rev range. If you're planning a drag race it doesn't feel that quick, but if you're mashing the pedal to make this Caddy zig on a highway ramp or to pass a slower car on a two-lane, it feels plenty quick. Thank the fast-acting auto for helping out with that. It will hold gears for a few moments after that barnstorming run, in case you have another slow mover to pass.

It's also a noisy engine. Especially at a cold idle, the sound coming from under the hood is not exactly Standard of the World. It's worse if you're outside since the active noise cancellation does a decent job of putting a damper on the sound in the cabin. Once you're moving, it's less noticeable, but much of that is because of the sound of the 20-inch tires humming underneath. We'd stick with the standard set of 18-inch instead of that pricy option.

&nbsp;

Looking good is important in this entry-luxury segment, and it's hard to find a better-looking entrant than this one. Cadillac's big LED accent lights and sharp creases on the hood, as well as those extra-tall taillights, help make it look stunning. That goes double if you pick from the extensive array of paint shades on offer, though Stellar Black over black wheels is a bit, well, dull.

Pick Wave or Rosewood and stand out in that sad corporate parking lot filled with silver German SUVs. Or since everyone's still at home, make the neighbours wonder what other secretly interesting habits and hobbies you might have.

Inside, this is every other Cadillac. Sure, you could make the joke that for years each Audi has looked the same on the outside, but Cadillac is doing it on the inside. Frankly, that's a better decision. It’s the same look as the XT5 and XT6, except scaled down. It helps this cabin look impressively premium in a segment where many rely on brand reputation over any actual luxury content.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-cadillac-xt4-dash-scaled.jpg"><img class="alignnone size-full wp-image-168447" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-cadillac-xt4-dash-scaled.jpg" alt="2022 Cadillac XT4" width="2560" height="1707" /></a>

The XT4 offers a range of interiors with leather and faux leather. This one has what Cadillac calls Sedona and we call peanut butter. It's a look that's worth paying extra for - and you'll need to since it's locked into some option packs.

The 8.0-inch screen looks a touch small in the wide bezel, as though Cadillac had planned on offering a larger one then didn't. You can add navigation if you want, but all trims have wireless Android Auto and Apple CarPlay, and those maps are probably better anyway.

The CUE, as Cadillac labels the system is very responsive. Fast processing power, or at least making excellent use of it, the software runs smoothly, quickly, and seamlessly. There are hard buttons for most of the controls as well as natural speech voice recognition, making the Cadillac User Experience a pain-free one. The volume control is on the centre console rather than the dash, but at least there's a knob.

A hands-free hatch opens up into a cargo space that's typical of the segment. That's our way of saying small, with a high load floor. It's easy to toss in a suitcase - we're sure Cadillac can tell you exactly how many golf clubs to four decimal places - and groceries, but it's not going to work for hauling big items. Again, though, that's par for the course in this fashion-forward segment Style does not work with cargo room as the minivan constantly proves.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-cadillac-xt4-seats-scaled.jpg"><img class="alignnone size-full wp-image-168448" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-cadillac-xt4-seats-scaled.jpg" alt="2022 Cadillac XT4" width="2560" height="1707" /></a>

In the passenger compartment, though, it's a different story. Like everything from GM, there is loads of front-seat headroom. The back seat is good as well, at least for the class. There are plenty of storage spaces including pockets along the centre console, and I'm a huge fan of Cadillac's hidey-hole for your phone (complete with wireless charging) just in front of the armrest.

I haven't said much about the ride, but that's because there's little to say. It's right in the middle of this class which can give you some very sharp handling rides and some that need more time in the development cycle. Goldilocks would love it. Comfortable and plush, but leaving me wishing for the sidewall of 18-inchess instead of 20- inch wheels.

Cadillac lets you go hard into the options on XT4. Make that almost demands that you dig deep and check boxes. Take a look at the standard driver assistance suite, for example. Automatic emergency braking, forward collision alert, rear park assist, and front pedestrian braking are standard, which is a good amount of stuff.

But you're not going to get a luxury crossover without surround-view cameras and adaptive cruise. That cruise control is in one pricey bundle, the cameras in another. Automatic high beams and lane keep warnings are in a third, and the head-up display a fourth. Of course, this is all very much like BMW, Audi, and Mercedes, so maybe it's a sign the XT4 is seriously big leagues?

It's easy to end up with a $57k sticker price like our tester. What else can that get you? It won't get you a similarly equipped competitor from the Germans, while the competition from Japan is the same price and far more austerely finished. So, tick away, the Cadillac XT4 represents a strong bargain. As long as you get those heated and ventilated seats fitted down the road.

2022 Cadillac XT4 Sport

BODY STYLE: premium compact five-door crossover

DRIVE METHOD: Front-engine, all-wheel-drive,

ENGINE: 2.0-litre turbocharged four-cylinder (235 hp @ 5,000 r.p.m., 258 lb-ft @ 1,500-4,000 r.p.m. on premium fuel)

FUEL ECONOMY: (Premium Recommended) 10.9 / 8.2 / 9.7 L / 100 km city / highway / combined. 9.1 Observed

CARGO VOLUME: 637L behind second row, 1,384L with rear seat folded

PRICE: $43,298 (base XT4 Sport). $57,208 As Tested (plus destination and taxes). Includes $3,510 gloss black wheels, $230 Safety Alert package, $1,785 Sunroof, $1,595 Technology Package, $900 Stellar Black Metallic, $545 Driver Awareness Package, $1,795 Enhanced Visibility Package, $3,055 Premium Comfort and Convenience Package, $195 Engine Block Heater, $255 all-weather floor mat, $260 Monochromatic badges. Also includes $25 credit for not equipped with heated steering wheel, $50 not equipped with heated or ventilated driver and front passenger seats, $50 not equipped with front and rear park assist or reverse automatic braking.

2022 Cadillac XT4 Review

Terrain front 3q beauty

With over two decades as a member of the Automobile Journalists Association of Canada (AJAC), Michael Bettencourt has been writing about cars and automotive topics for over 25 years. A journalism graduate of Ryerson University, he has won multiple awards for automotive photography, vehicle testing, plus EV and green topics, and has owned various EVs since 2011.

If the best ability is availability, especially in these auto supply-constrained times, then one of the 2022 GMC Terrain’s most appealing aspects is that company officials are expecting a healthy supply coming – healthy being a relative term, these days. Also rare these days, and also important to many buyers: a price cut on most Terrain models, outside of the luxury-oriented Denali.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/22-GMC-Terrain-rear-3q-9.jpg"><img class="alignnone size-full wp-image-168158" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/22-GMC-Terrain-rear-3q-9.jpg" alt="2022 GMC Terrain" width="2144" height="1424" /></a>

So in GM Canada’s fight to woo those considering a <a href="https://www.wheels.ca/reviews/head-to-head-toyota-rav4-prime-vs-ford-escape-phev">Toyota RAV4</a>, Honda CR-V and <a href="https://www.wheels.ca/vehicle-reviews/first-drive-2022-nissan-rogue-vc-turbo">Nissan Rogue</a>, among others, executives with GMC not only pointed to various upgrades of the 2022 model – including a new AT4 Terrain model that offers increased off-road ability with upscale features – but also took the rare step of highlighting upcoming “healthy supply” of the compact SUV hitting the market soon, as well as favourable lease rates brought on by a combination of lower prices and good GMC resale values.

As the refreshed 2022 Terrain went on sale in more limited numbers in fall 2021, GM Canada officials already have some sales data to back up that the new AT4 model will be a popular addition to the Terrain lineup. The Terrain was the last GMC vehicle to receive an AT4 option, which typically adds some off-road upgrades as well as luxury features inside, though not up to full-luxe Denali levels.

After a full day’s drive of the AT4, along with some seat time with the top-of-the-line Terrain Denali, the AT4 model seems a worthy addition to the Terrain lineup, but doesn’t distinguish the Terrain much from its rivals, or even its slightly less pricy Chevrolet Equinox corporate cousin, with which it shares a platform and engine.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/22-gmc-terrain-at4-interior.jpg"><img class="alignnone size-full wp-image-168160" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/22-gmc-terrain-at4-interior.jpg" alt="2022 GMC Terrain" width="2144" height="1424" /></a>

The compact Terrain SLE starts at $32,488 for 2022, which is $600 less than its 2021 MSRP. All models receive new upgrades such as a LED lights front and back, auto climate control, and wireless Apple CarPlay/Android Auto, plus a shut off switch for the auto start/stop engine function.

Unique features to the AT4 include a steel front skid plate, upgraded Goodyear Sport Terrain tires with blacked-out wheels, plus assorted darkened exterior trim and AT4 badging.

Speaking of its exterior design, the Terrain doesn’t look radically different in newly refreshed form, and not nearly as boxy as it used to be before its last major redesign for 2018. The rear window treatment behind the rear doors blends into the rear glass similarly to the larger Nissan Murano, its rather prominent grille highlighting its GMC truck family lineage.

One interesting design note I wasn’t expecting on the off-road oriented Terrain: no visible tailpipes. This is a growing design trend among many gas-powered vehicles, but could also perhaps be a subtle nod to GMC’s Hummer EV and overall electrification ambitions with the Sierra EV it’s set to unveil later this year.

Inside, the Terrain offers plenty of stretch-out space for this segment, helped by a unique way to move the vehicle: instead of a shift lever or knob in the centre console, there are transmission rocker buttons on the dash that need to be pulled out towards the driver, while Park and Neutral are still push buttons. This frees up centre console real estate, but could be an awkward reach-around if you often travel with large water bottles or coffee mugs.

Despite a button for heated seats on the dash, pushing them doesn’t light them up, nor provide any seat heat. Due to the lack of available chips, GM decided to delete the heated seat function in 2022 Terrain models, and plans to recall these vehicles to the dealership when the chips are available to retro-fit them as designed.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/22-gmc-Terrain-HUD-14.jpg"><img class="alignnone size-full wp-image-168159" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/22-gmc-Terrain-HUD-14.jpg" alt="2022 GMC Terrain" width="2000" height="1125" /></a>

There’s no predicted time frame as to when they’ll be available, said GM Canada executives, but GM does provide a $50 credit for the acknowledged inconvenience factor involved, at least.

This is unfortunate especially on Terrain Denali versions, which come standard with cooled and heated seats normally, plus heated seats in the rear that are also on hold. And on the Denali, unlike most heated seats, you can choose whether you want heat on the backrest and seat, or either one.

Outside of those missing features, the Terrain scores well in practicality terms, with a large back seat that in our AT4 offered dual rear USBs and a 110-volt power outlet that could charge three devices at once, plus another two USB ports upfront. Wireless phone charging is standard on the Denali, but you’ll need a cord on other models.

There’s also a large and flat cargo floor in the Terrain, as well as a fairly shallow but still useful covered well under the cargo floor, which is deep enough to carry trays of large food orders without them sliding around.

All AT4 models come with all-wheel drive, an option on base SLE models, and every Terrain is powered by the same 1.5-litre turbocharged four-cylinder engine. It’s no powerhouse at 170 hp and 203 lb-ft of torque, and the nine-speed automatic transmission may have benefitted from shift paddles but it was relatively quiet and refined. Plus it’s rated to tow 680 kilograms, or 1,500 pounds.

From a fuel consumption perspective, the Terrain is not very ambitious, as it doesn’t offer the hybrid or plug-in hybrid variants of some rivals like the <a href="https://www.wheels.ca/reviews/head-to-head-toyota-rav4-prime-vs-ford-escape-phev">Ford Escape or RAV4</a>. Officially rated at 9.0 litres of regular fuel per 100 kilometres in combined city and highway driving, after over 350 km of mixed driving, it ended up displaying closer to 10.5 L/100km overall.

Overall then, the 2022 GMC Terrain AT4 offers a roomy and practical compact SUV whose sweet spot in the market could be as a lease that’s available relatively soon, especially for folks who need to replace a thirstier older vehicle with one that is predicted to hold its value relatively well, as should also be reflected in lower lease payments overall.

By the end of that lease, GMC will have multiple full electric crossovers and trucks on the market, compared to zero electric models in Canada now. The transformational BEV driving feel and fuel efficiency savings – available elsewhere now – are yet to begin for GMC owners as this is written, but for those who prefer to drive gas-only, the Terrain provides a reasonable value-proposition, if you don’t mind the lack of heated seats, at least for an undetermined period.

2022 GMC Terrain AT4

BODY STYLE: Compact SUV

DRIVE METHOD: Front-engine, on-demand all-wheel-drive, nine-speed automatic transmission

ENGINE: 1.5-litre inline four-cylinder turbo (170 hp, 203 lb-ft)

FUEL ECONOMY: (Regular) 9.6/8.3/9.0L/100 km city/highway/combined

CARGO VOLUME: 838 litres (29.6 cu-ft); Seats down: 1,793 L (63.3 cu-ft)

TOW RATING: 680 kg

PRICE: Base AT4 $36,198; as tested $42,948

WEBSITE: <a href="http://www.gmccanada.ca">www.gmccanada.ca</a>
The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

2022 GMC Terrain AT4 First Drive

22 chevrolet blazer main

I remember being at the product launch for the current-generation Chevrolet Blazer back in 2019. During the press conference, the one question that journalists had on their minds was its name. Because, no, this Blazer has absolutely nothing in common with the Blazers that came before it.

Many were expecting the return of the blocky, off-road-dedicated machine of the past, a true contender to the Jeep Wrangler or Ford Bronco. Plus, Chevrolet was bringing back the Blazer nameplate before Ford reincarnated the Bronco. So, we (the automotive press) had huge expectations.

Perhaps the made-up hype was unfair for GM. At the time, the General was more focused on repositioning its SUV offerings on the Chevrolet side. The decision was therefore final: the Blazer’s return would not happen wearing a trail-blazing suite (excuse the pun) but rather as a stylish two-row midsize SUV designed to take on equally quirky vehicles like the Ford Edge, the Nissan Murano, the Honda Passport, the Volkswagen Atlas Cross Sport, and the Kia Sorento/Hyundai Santa Fe twins.

Looking back at the Blazer three years in makes me realize how much we all underestimated it. Collectively, we’ve been so obsessed with its name, that we’ve mostly ignored the product itself. And that’s a shame because this is the vehicle that best represents the segment.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/22-chevy-blazer-driving.jpg"><img class="alignnone size-full wp-image-168030" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/22-chevy-blazer-driving.jpg" alt="2022 Chevrolet Blazer LT Redline Edition" width="2080" height="1388" /></a>

For the SUV buyer who doesn’t want an SUV

The two-row midsize SUV category was created for consumers who desire an SUV, but also want something that’s not like a traditional utility vehicle. Indeed, it’s odd, but it’s nothing more than an evolution of the times we currently live in.

Said consumers look for the high ride height of an SUV as well as cargo space and all-wheel drive capability, but also want something that looks and drives more like a sports car. They don’t exactly need seven-or eight-passenger seating but would appreciate a machine that could tow a small boat or a camper trailer.

In that respect, the Blazer slides right into the target demographic like a fresh pair of gloves. Riding on a platform that’s shared with the GMC Acadia, the Blazer doesn’t borrow any design cues from larger GM SUVs. This front fascia is only slightly mimicked on the smaller Trailblazer. The Blazer was however the first to incorporate this design.

Taking much of its inspiration from the Camaro due to its angular edges and hunkered down front end, the Blazer also takes some design cues from South-Korean designs, notably the split headlight treatment that reminds us of a Hyundai Kona, but somehow better. That’s because the Blazer was designed by South-Korean designer Jawook Koo.

That design particularly pops when the Blazer is fitted with larger wheels and brighter colors. Our tester had a neat package to do this. Called Redline Edition, the $1,495 kit, which adds larger and meaner-looking 20-inch darkened wheels and subtle red accents, can be grafted onto an entry level Blazer LT AWD like the one we tested. This prevents it from inflating the final sticker price. Our Blazer sold for a reasonable $44,653.

A Good Heart

Our press unit also had the more potent V6 engine. While entry-level models can be had with a turbocharged 2.0-liter four-cylinder good for 228 horsepower and 258 lb-ft of torque, the optional 3.6-liter V6 is the proper way to enjoy a Blazer. Relying on no turbo or superchargers, it develops a stout 308 horsepower and 270 lb-ft of torque. It’s mated to a nine-speed automatic transmission and, in our case, a selectable all-wheel drive system.

That engine also allows the Blazer to tow up to 4,500 pounds when properly equipped. It’s not the class-leading 5,000-pound rating you’ll get from a Passport or an Atlas Cross Sport, but it’s still ahead of a Kia Sorento (3,500 pounds).

Smash the accelerator pedal in a Blazer V6 and the transmission immediately hands you over a lower gear as the engine shoots up through the rev counter. It’s a vocal engine, a sound that’s slowly disappearing in the age of turbocharging and hybridization. Not the most potent down low, this engine makes most of its horsepower and torque up high in the revs, adding to the pleasure of pushing it to its limits.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/22-chevy-blazer-rear.jpg"><img class="alignnone size-full wp-image-168031" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/22-chevy-blazer-rear.jpg" alt="2022 Chevrolet Blazer LT Redline Edition" width="2080" height="1388" /></a>

The Blazer isn’t just a stylish SUV with a cool engine. It also has the handling and the braking capability to back it up. Each time I drive this thing, I’m reminded of its well-sorted chassis and suspension tuning. No SUV has the right to turn in so quickly and generate this much grip in the corners, but we’re not complaining. The Blazer is fun and engaging to drive, qualities no other vehicle in this class manage to convey.

More Camaro resemblance inside

The Camaro-inspired theme doesn’t end with the sheetmetal. Inside, the large circular air vents appear to have been taken straight out of the iconic sports car. Except for familiar switchgear like the gauges, infotainment system and gear lever, the Blazer looks like no other GM SUV inside.

The entire dashboard is set low in the cabin to improve forward visibility, while the circular air vents and two-tier layout remind us of some sports cars.

In typical GM fashion, the Blazer’s ergonomics are class leading. The fact that most of the vehicle’s controls are physically operated simplifies their ease of operation versus the current screen-extensive stuff currently on sale.

The infotainment screen, while small by today’s standards at 8 inches, is nevertheless easy to grasp, quick to respond, and incorporates all the latest toys like onboard Wi-Fi, the Spotify music app, and a Teen Driver feature in the event your adolescent borrows the keys.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/22-chevy-blazer-interior.jpg"><img class="alignnone size-full wp-image-168032" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/22-chevy-blazer-interior.jpg" alt="2022 Chevrolet Blazer LT Redline Edition" width="2080" height="1388" /></a>

The Blazer’s shape does affect rear egress and ingress, but once inside, even tall passengers will find comfort due to more than sufficient leg and head clearance.

From a cargo capacity perspective, the Blazer sits mid-pack. Fold the rear seatbacks down, and you’ll end up with 1,818 liters of total space. Chevrolet’s midsizer is therefore less spacious than the segment-leading Honda Passport (2,854 liters). Even a Nissan Murano (1,897 liters) offers more cargo space.

But since this segment tends to be aimed at empty nesters or young affluent professionals who don’t have children, we feel the Blazer offers more than enough cargo space to satisfy the target demographic.

Add to that a reliability record that’s been, so far, frankly impressive, and we’ll go as far as saying the Chevrolet Blazer is currently GM’s best kept secret. Its just too bad consumers aren’t taking notice. Blazer sales have only been fine for Chevrolet. Would the Blazer have made a larger ripple if it wore another name?

2022 Chevrolet Blazer LT Redline Edition

BODY STYLE: Midsize SUV

CONFIGURATION: Front-engine, all-wheel drive

ENGINE: 3.-liter V6 (308 horsepower @ 6,700 rpm / 270 lb-ft @ 5,000 rpm).

TRANSMISSION: Nine-speed automatic

FUEL ECONOMY: 12.3L/100 km (city) / 8.8L/100 (highway) / 10.7L/100 km (combined).

OBSERVED FUEL ECONOMY: 11.2L/100 km

CARGO CAPACITY: 864 liters (1,818 liters total).

PRICE: $44,653 (as tested)

WEBSITE: <a href="http://www.chevrolet.ca">www.chevrolet.ca</a>
The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

2022 Chevrolet Blazer LT Redline Edition Review

2015 Mercedes-Benz C-Class

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

“Oh Lord, won’t you buy me a Mercedes-Benz?” sang the late, incomparable Janis Joplin. Was anyone expecting a prayer for a Fiat?

The three-pointed star that graces every Mercedes-Benz telegraphs the brand’s lofty status, sumptuous luxury and reputed quality. Yet as aspirational and innovative as the automaker is – having invented the safety cell, antilock brakes, traction control, airbags and more – the reliability of its cars and sport utilities hasn’t always matched buyers’ expectations.

In the last dependability studies conducted by J.D. Power in Germany and the United Kingdom, the vaunted brand finished below the industry average and 19th from the top in both markets. In the 2022 U.S. study, Mercedes ranked just below the industry average and 18th overall, eclipsed by the likes of Toyota, Kia and Buick.

[caption id="attachment_168037" align="alignnone" width="2560"]<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/used-c-class-wagon-scaled.jpg"><img class="size-full wp-image-168037" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/used-c-class-wagon-scaled.jpg" alt="206 Mercedes Benz C- Class" width="2560" height="1707" /></a> 2016 C-Class Wagon[/caption]

For Mercedes leasees, reliability is a minor concern since they return their cars before the warranty expires. But for used-car shoppers, it’s unsettling news that can play havoc with household budgets. We’ll delve into the problems shortly.

There was a time not long ago when the C-Class was Mercedes’ most affordable offering in North America. Today, there are no less than six MB models that are priced below the entry-level C-Class sedan, which migrated upmarket in recent years.

The fourth-generation C, all-new for 2015, borrowed some of the styling cues of the S-Class with its long, sculpted hood, pronounced fascia and distinctive C-pillar and rear deck. The C-Class couldn’t help but grow in key dimensions, with the wheelbase expanding by almost eight centimetres, overall length by nine cm and width growing by four cm.

Despite ballooning in size, the sedan shed 100 kg with a body and chassis composed of nearly 50 per cent aluminum. Riding on the new super-rigid Modular Rear Architecture platform, the suspension incorporates four links up front and five at the rear axle to enhance handling. There’s an optional self-leveling air suspension system available to provide unrivaled ride comfort in a compact sedan.

Inside, the C-Class delivers considerable visual élan. Whether upholstered in standard MB-Tex synthetic leather or the genuine article, the contemporary-look cabin features exceptional materials and assembly. The product of Mercedes’ Italian design studio, the cabin blends wood, soft-touch surfaces and metallic accents to great effect.

[caption id="attachment_168036" align="alignnone" width="2560"]<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/used-C-Class-Coupe-interior-scaled.jpg"><img class="size-full wp-image-168036" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/used-C-Class-Coupe-interior-scaled.jpg" alt="2017 Mercedes Benz C Class" width="2560" height="1919" /></a> 2017 C-Class Coupe[/caption]

Featured front and centre is an updated infotainment and navigation interface with a standard 7-inch or optional 8.4-inch tablet-like display affixed atop the centre vents. A new touchpad interface is now part of the COMAND infotainment system in an attempt to keep fingerprints off the screen. Some drivers did find the ergonomics of the new C-Class a little off-putting, though.

“If you slightly touch or bump the round knob on the console, you can unintentionally change the radio station, or the navigation or the phone settings. Also, the turn indicators and windshield wipers are on the same lever handle. Often you accidentally turn the wiper on when you wanted to turn left,” one C-Class owner griped online.

Mercedes simplified the C-Class powertrain lineup with just two engine choices at the outset in 2015. The C300 is powered by a 2.0-litre turbocharged four-cylinder engine that produces 241 horsepower and 273 pound-feet of torque. The C400 comes with a 3.0-litre turbo V6 rated at 329 hp and 354 lb-ft of torque. A seven-speed automatic transmission and 4Matic all-wheel-drive come standard on both, as does fuel-saving automatic engine stop-start.

In U.S. government testing, the C-Class sedan received five out of five stars for overall crash protection, with four stars for total frontal protection and five stars for side protection. Each car came standard with antilock brakes, stability and traction control, front side airbags, front pelvic airbags (which deploy lower than the side airbags), a driver knee airbag and full side curtain airbags. Also standard are Collision Prevention Assist Plus and PreSafe – two features that can autonomously apply the car’s brakes to avoid a collision.

For 2016, the C400 was replaced by the similar C450 AMG with a 3.0-litre turbo V6 rated at 362 hp and 383 lb-ft of torque. A fully redesigned coupe and convertible C-Class joined the sedan for 2017, while the AMG C43 earned a new badge and a nine-speed automatic transmission. That nine-speed autobox migrated to the base sedan in 2018, along with some fresh options, including Apple CarPlay and Android Auto.

As of 2019, the C300 4Matic’s turbo four-cylinder now makes 255 horsepower and 273 pound-feet of torque, while the AMG C43’s turbo V6 makes 385 hp and 384 lb-ft of grunt. Visual updates included restyled headlights and taillights, while CarPlay and Android Auto became standard kit. After that, the C-Class largely coasted on its laurels through 2021, the last year for the fourth-gen models.

Competing with the venerable BMW 3-Series and Audi A4 required Mercedes to up its game with the C-Class, and for the most part it succeeds. Power from the diminutive 2.0-L turbo four is perfectly adequate for getting up to highway velocity – taking 6.1 seconds from a standstill – while the V6 compresses the time-space continuum in just 4.7 seconds.

[caption id="attachment_168038" align="alignnone" width="2560"]<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/used-merc-c-class-rear-scaled.jpg"><img class="size-full wp-image-168038" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/used-merc-c-class-rear-scaled.jpg" alt="2018 Mercedes Benz C Class" width="2560" height="1706" /></a> La Classe C sous son meilleur jour[/caption]

The C’s suspension offers predictable handling and responsive steering, although the ride quality is a little more stiff than seasoned Mercedes buyers might like. Again, the optional air suspension is intended for those who require a more pillowy ride. Braking performance is superb and suitably engineered to keep motorists out of serious trouble.

Direct-injected turbo four-bangers are all the rage, but they rarely sound great, and that’s the case here. The engine noise at idle is more agricultural than turbine-smooth – but that’s the price of efficiency: drivers can easily top eight litres/100 km in mixed driving while exercising the turbo power. The V6 is considerably thirstier, but not exceedingly so. Bear in mind both engines demand premium fuel.

OWNERS TALK RELIABILITY

True to the marque, the C-Class emulates an executive jet with its exquisite cabin and creature comforts, gliding at supra-highway speeds with little noise to ruffle the experience. Owners extol the car’s premium seating, high-tech gear, vault-like construction and unmistakable presence on the road. Enough S-Class DNA has trickled down here to satisfy just about anyone. Lows are limited to a clumsy touchpad interface, small trunk and tight quarters in the back seat of the coupe and convertible.

As noted at the top, mechanical reliability has been less than ideal. First and foremost, the C’s 2.0-litre turbo four is a problematic engine according to more than a few owners who have experienced catastrophic failures.

“Apparently, the piston rod let loose and crashed into the top of the manifold, crushing the spark plug. I got quotes of $15,000 to $17,000 to replace the engine. I just feel that a Mercedes engine should last more than 69,000 km,” wrote a luckless owner online. Discussions revolve around a known frailty where the piston rod attaches to the camshaft in 2015 and 2016 C300s.

Beyond the engine, C-Class owners have reported problems with the panoramic sunroof, whose panels may misalign, or even fly off the car at speed. The U.S. National Highway Traffic Safety Administration investigated allegations of roof panel detachments. The front polycarbonate roof panel could detach due to improper use of adhesive during installation. Mercedes instituted a recall to address the issue.

In the event that the engine cannot turn over, the starting current limiter may overheat from repeated attempts by the starter motor to start the vehicle, introducing a fire risk. Mercedes recall 2017080002 addresses this problem in 2015-2017 models. There is a recall of 2015 models to address a loss of electric power steering assist due to an error in the power steering control unit software.

A more common frustration involves the run-flat tires that grace C-Class cars. Run-flats can’t be repaired, so a nail puncture typically costs almost $500 for a new tire at the dealership. The tires also ride roughly and wear out quickly. It’s no surprise some motorists swap out the run-flats for conventional tires that are more affordable and last longer.

Other caveats include fuel leaks that can introduce fumes in the cabin, fussy infotainment displays, overly sensitive sensors that mysteriously activate the brakes, and “jerky” nine-speed transmissions.

Overall, this Mercedes-Benz doesn’t quite live up to the hype. The C300’s four-cylinder engine is problematic in 2015 to 2017 models and should be avoided. German cars require very expensive German parts that can take weeks to arrive. If you’re buying a used C-Class, having a second vehicle in reserve is a good idea.

2015-2021 Mercedes-Benz C-Class

BODY STYLE: Five-passenger compact sedan, coupe and convertible

DRIVE METHOD: Front-engine, all-wheel drive; seven- and nine-speed automatic transmission

ENGINE: 2.0-litre turbo four (241 hp, 273 lb-ft or 255 hp, 273 lb-ft); 3.0-litre turbo V6 (329 hp, 354 lb-ft or 362 hp, 383 lb-ft)

FUEL ECONOMY: (Premium) 10.1/7.1/8.9 L/100 km city/highway/combined

CARGO VOLUME: 455 litres (16 cu-ft)

TOW RATING: N/A

PRICE: $26,000 (2015); $55,000 (2020)

WEBSITE: <a href="https://www.mercedes-benz.ca/">mercedes-benz.ca</a>
The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

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