22 nissan kicks main header

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

The arrival of the Nissan Kicks couldn’t have come at a better time. The popular (and incredibly affordable) Micra subcompact was no longer an option, so folks looking to get some affordable but funky motoring needed an outlet. Nissan was more than happy to oblige with the Kicks crossover that could be seen as a Micra on stilts when you consider its base price of just over 20 grand.

Thing is, there’s also a little something called the <a href="https://www.wheels.ca/vehicle-reviews/review-2020-nissan-qashqai">Nissan Qashqai</a> that, for about seven grand more, gets you almost all the space and styling of the popular Rogue crossover. It’s somewhat more substantial than the Kicks but still attractive with sub-30 grand pricing. Here’s the thing, though; that’s with FWD and if you want AWD, it will cost you almost as much as a similarly equipped AWD Rogue to get. As popular as the Qashqai is, you can definitely see how the Kicks fits in the Nissan line-up, and it fits well.

It is front-wheel-drive only, however, meaning it’s a car more likely destined to scurry through city streets as opposed to forestry roads, even though its high roof leaves little doubt that it’s a subcompact crossover as opposed to a subcompact hatchback – it does share many bits with the Versa, though, which means it shared many bits with the Micra when it was still being sold here, including its 1.6-litre four-cylinder engine and continuously variable transmission (CVT).

Which is key because the Micra was a car aimed at budget-conscious buyers and the Kicks, well, it’s also aimed at that driver but also one that may be a little...taller.

<img class="aligncenter size-full wp-image-173235" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/IMG_1715-scaled.jpg" alt="2022 Nissan Kicks" width="2560" height="1707" />

My car’s $26,128 price tag, gets you the SR Premium trim which adds niceties such as eight-speaker Bose audio, Around-View parking camera, 17-inch black wheels, heated front seats and more. It’s quite a lot of kit for the five grand and change it costs to get.

The Kicks continues to look good after a 2021 redesign, which saw the addition of larger front and rear bumpers, updated “V-Motion” grille, slimmer headlamps that are LEDs on my top-spec SR tester, new wheels and a contrast-colour black roof as opposed to the white roof it used to have. You can also colour match the roof to the rest of the body if you prefer. I don’t; the black looks great, especially when you have the matching black wheels and wing mirror caps. It looks just right set against the red “Scarlet Ember” paint of my tester.

<img class="aligncenter size-full wp-image-173241" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/IMG_1732-scaled.jpg" alt="2022 Nissan Kicks" width="2560" height="1707" />

That two-tone theme is mimicked on the synthetic leather seats, which also get some cool contrast-colour stitching. I do wonder if a darker interior would be a better fit here, though. That contrast stitching, by the way, matches the “Bose” logo on the driver’s headrest, there because said headrest contains a speaker. There’s also an eight-inch infotainment display as well as standard Apple CarPlay and Android Auto, which are standard all the way down to base S trim. Also standard is Nissan Safety Shield 360, providing emergency braking, lane departure and blind spot warning and rear cross-traffic alert. My tester’s AroundView 360-degree parking camera is an optional extra.

<img class="aligncenter size-full wp-image-173240" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/IMG_1729-scaled.jpg" alt="2022 Nissan Kicks" width="2560" height="1707" />

That’s all gravy, but the real story is just how roomy the Kicks feels inside, especially in the front. There seems to be way more room for your knees and thighs than there should be (the flat-bottom wheel helps), and the headroom is more than generous. The rear legroom isn’t quite so impressive – especially when sat behind tall drivers like myself – but the kids should have no trouble and you should have no trouble loading the kids into their car seat because that tall roof also means taller door openings. Which is excellent, as is the 915 litres of storage space when you flip the rear seats down.

Power from the 1.6L is rated at 122 horsepower and 114 pound-feet of torque. Those aren’t stratospheric numbers by any means, but considering the Kicks weighs in at just over 1,200 kilos, it can still hustle. Indeed, it’s not the weight that slows you down so much as the CVT, as transmissions of this type tend to be more about fuel efficiency as opposed to performance. There are no paddle shifters or a manual mode to speak of; just “D” and “L” slots. The latter of which I selected more often than I’d like; there should be more resistance between those two drive gears as I found myself driving down the road at what sounded like 7,000 RPM (and felt like about 40 km/h) much too often. I still managed 7.9L/100 km in the combined cycle, which is about what Nissan claims for the vehicle.

<img class="aligncenter size-full wp-image-173229" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/IMG_1697-scaled.jpg" alt="2022 Nissan Kicks" width="2560" height="1707" />

When it comes to the drive, however, it’s not so much about the powertrain with the Kicks as it is about the chassis, which is really quite good. With direct steering and a well-controlled ride (not as bouncy as I thought it would be considering its height and weight), I have no problem saying that the Kicks was a genuinely fun car to drive. It truly was a joy to hustle though the bends I test almost every car on. And threading it through city streets was made that much easier thank to excellent visibility. I had driven the Kicks’ Sentra SR sibling (with a manual transmission!) a few weeks prior and I couldn’t believe it when I looked back through my notes and realized I’d has almost as much fun piloting the Kicks as I had the more performance-oriented Sentra.

Which is a darn fine achievement for this whippersnapper of a cute ‘ute.
<h3>2022 Nissan Kicks SR</h3>
BODY STYLE: Five-door subcompact crossover

DRIVE METHOD: Front engine, front-wheel drive
ENGINE: Inline-4, 122 hp, 114 lb-ft of torque

FUEL ECONOMY CITY/HIGHWAY/COMBINED: 7.7/6.6/7.2 L/100 KM
TRANSMISSION: CVT

Max CARGO CAPACITY: 915 L

TOWING CAPACITY: N/A

Pricing: $26,128 as tested

WEBSITE:  <a href="https://www.nissan.ca/vehicles/crossovers-suvs/kicks.html">Nissan Kicks</a>

2022 Nissan Kicks SR Review

2022 Kia Rio main header

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

Cheap, simple cars are now pretty much extinct. When a new Honda Civic can cost over $30,000 with just a few options, it’s a clear indicator that affordable mobility is a thing of the past.

But not entirely. While most carmakers are shifting upmarket towards larger, more sophisticated and ever more expensive sport utility vehicles, Kia still believes in the affordable small car. The Rio is a fantastic case in point. In a world where pretty much everyone, including Kia’s corporate cousin Hyundai, has abandoned this segment, Kia’s runabout stands tall as the leader of the category.

Small cars have come a long way

Spending an entire week behind the week of this adorable Rio had me realizing how good small cars have become. The moment I strapped myself in its driver’s seat, this sub $25,000 machine prompted me to connect wirelessly to Android Auto, a feature that was absent in the $155,000 Mercedes-AMG GT53 I drove a few months prior.

<img class="aligncenter size-full wp-image-172039" src="https://wordpress.wheels.ca/wp-content/uploads/2022/10/2022-Kia-Rio-interior.jpg" alt="2022 Kia Rio Premium" width="2000" height="1125" />

The Rio is all about getting more for less. It never penalizes you for having spent less money on your new car. If anything, it rewards you for doing so. Build quality is just good with decent materials and no-nonsense ergonomics. Everything is where it should be, which makes operating the car a breeze and stress-free.

I’ll even add that the seating position is rather impressive, with seat comfort that isn’t all that bad for a long drive. I know, because I drove it from Montreal to Quebec City and back. And it proved totally adequate for the task albeit a bit too noisy at highway speeds.

Mind you, it’s not as if you’re getting much technology in Kia’s subcompact car, but you get what you need. My tester was the top-of-the-line Rio Premium which comes with some interesting options considering its $24,810 price tag. Things like an automatic dual-zone climate control system, heated seats and steering wheel, a USB port in the back as well as a few driving aids like adaptive cruise control and blind spot monitoring. It’s not the kind of stuff you’d expect from a car at this price point, yet Kia throws it in there anyway.

That being said, I’d suggest sticking to the LX Premium trim. At $22,410, it still comes standard with 15-inch wheels, and you’ll still get the heated seats and steering wheel.

Just Enough Power and Fun to Drive

From a technical standpoint, the Rio is fine, but not particularly exciting. Don’t expect hot hatchback acceleration from its 120-horsepower 1.6-litre four-cylinder engine.

<img class="aligncenter size-full wp-image-172038" src="https://wordpress.wheels.ca/wp-content/uploads/2022/10/2022-Kia-Rio-engine.jpg" alt="2022 Kia Rio Premium" width="2000" height="1123" />

But with 112 lb-ft of torque on tap and a continuously variable transmission (CVT) that mimics a conventional automatic thanks to fake gear ratios (Kia calls it iVT), the little Rio gets up and going with little fuss, even allowing itself to overtake cars without sounding like its tiny engine will eject its way out of the hood.

The Rio is tossable, meaning it stays firmly planted on the road even at high speeds, yet it also feels light on its feet. This makes it rather fun to drive, coming through as a grown-up, refined and almost European ride, rather than a cheap penalty box on wheels.

Fuel consumption is rather impressive too. During my time with the car, I averaged 6.2L/100 km, which is lower than Kia’s 6.5L/100 km claims.

Tight Rear Seat and Hard to Find

Perhaps where the Rio is a bit of a letdown is in its cramped rear seating area. Kia now only sells this car as a five-door hatchback here in Canada, which is a tad shorter (320 mm) than the old Rio sedan. This inevitably leads to less rear passenger space, especially with taller adults up front. On the upside, the hatchback’s configuration yields impressive cargo space, going from 388 liters in the sedan, to 493 litres in the hatchback.

<img class="aligncenter size-full wp-image-172040" src="https://wordpress.wheels.ca/wp-content/uploads/2022/10/2022-Kia-Rio-rear-seat-usb.jpg" alt="2022 Kia Rio Premium" width="2000" height="1123" />

Lower those rear seatbacks, however, and the Lilliputian Rio gives way to 928 litres of available cargo volume. Those are impressive numbers considering its size, but it’s still behind its only real competitor, the Mitsubishi Mirage (1,331 litres).

And then there’s the cold hard truth about the 2022 Kia Rio: it’s availability or lack thereof. Indeed, in 2022, affordable doesn’t necessarily mean attainable. Waiting lists for a Rio in Canada are at least a full year and, in some cases, even longer!

But then again, is any car available in this day and age? If you’re patient enough and still looking for a straight-forward, cheap and reliable automobile that won’t break the wallet in gas bills, then yes, the charming Kia Rio is definitely worth the wait.

2022 Kia Rio Premium

BODY STYLE: Subcompact car

CONFIGURATION: Front-engine, front-wheel drive

ENGINE: 1.6-litre I4 (120 horsepower @ 6,300 r.p.m. / 112 lb-ft @ 4,500 r.p.m.)

TRANSMISSION: Continuously variable transmission (CVT)

FUEL ECONOMY: 7.1L/100 km (city) / 5.7L/100 (highway) / 6.5L/100 km (combined)

OBSERVED FUEL ECONOMY: 6.2L/100 km

CARGO CAPACITY 493 litres

PRICE: $24,810 (as tested)

WEBSITE: <a href="https://www.kia.ca/fr">Kia</a>
The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

2022 Kia Rio Premium Review

2022 FORD MAVERICK hybrid main header

Lesley is a 20 year veteran automotive writer and illustrator whose work has appeared in major publications across Canada and the U.S. She’s a member of the prestigious North American Car and Truck of the Year (NACTOY) jury, and a longtime AJAC (Automobile journalists association of Canada) member.

When picturing early adopters of new car technology, and particularly electric vehicles , I can’t help imagining earnest, eco-conscientious, academic types in all-natural fibres. In other words, the large majority of people who stopped to comment on the hybrid truck I was driving on Salt Spring Island. Granted, that describes most of the population on the island, but the Ford Maverick XL Hybrid’s compact size, frugal consumption, and modest demeanour tend to resonate with those outside of the typical monster truck demographic.

A decade ago, industry experts would have told you that the compact truck segment was dying, and their predictions seemed borne out by the proliferation of increasingly massive full-size trucks on the road. Small truck buyers had migrated towards the more comfortable and practical crossover segment. But a couple of manufacturers, namely GM and Ford, bucked that trend by introducing well-packaged small trucks that offered the comfort and tech feature of a crossover, while retaining the work capability of a pickup. And lo and behold – they were a resounding success. Outdoor types, urban dwellers, small business owners – don’t necessarily need a full-size truck for their modest towing and payload needs. And given the astronomical increase in fuel costs, Maverick’s arrival couldn’t have been timed better.

<img class="aligncenter size-full wp-image-171032" src="https://wordpress.wheels.ca/wp-content/uploads/2022/08/FORD-MAVERICK2_1-scaled.jpg" alt="2022 Ford Maverick" width="2560" height="1707" />

Ford’s newest addition to their truck lineup slots in under the mid-size Ranger and could technically be considered a crossover with a bed, since it’s built on a unibody platform instead of a full ladder frame. The Maverick rides on a modified version of the same architecture shared by the Bronco Sport and Ford Escape, though it’s quite a lot larger than either. Yet it’s now the smallest pickup available in the North American market– and the most fuel efficient vehicle in Ford’s entire portfolio. It’s also priced thousands lower than most competitors. Unlike most new vehicles which reserve the hybrid model for their top level, loaded trims, Maverick’s hybrid option is the cheapest model in the lineup, with a base price of $25,900. Not surprisingly, the entire production run of 2022 Mavericks sold out before the end of last year, and Ford won’t resume taking orders until the 2023 model goes into production this September.

It’s easy to see why. The Maverick is a likeable and surprisingly useful little truck that is what I would have once referred to as an “honest” vehicle. “It’s everything you need – nothing more” said Maverick’s Ford Canada marketing director Matheiu Rompre

<img class="aligncenter size-full wp-image-171034" src="https://wordpress.wheels.ca/wp-content/uploads/2022/08/FORD-MAVERICK2_6-scaled.jpg" alt="2022 Ford Maverick" width="2560" height="1707" />

We divided our time between a base model Maverick XL with a total price of $30,125, and a fully-loaded Lariat AWD that topped out at $46,045.

Because it uses a unibody chassis instead of a ladder frame, and independent rear suspension instead of leaf springs, the Maverick’s handling is car-like. It’s easily manoeuvred on congested roads and busy parking lots and feels just as stable unladen. Available only in four-door extended cab and short box, the Maverick boasts an impressive 1,500-pound payload, and – if you’ve opted for the 2.0 litre turbo engine equipped model, a max tow rating of 4,000 lbs with an optional tow package. The front-wheel drive only Hybrid truck’s towing capacity is a rather disappointing 2,000 lbs. Competitor Hyundai Santa Cruz has a max tow rating of 5,000 lbs, but has a smaller box and a much bigger price tag ($41,454- $47,754).

Still, that hybrid powertrain, consisting of a 2.5 litre Atkinson -cycle four cylinder mated to an electric motor producing 191 hp/155 ft-lb is capable of an astounding 5.6L/100 km rating in city driving. The same powertrain is rated at 7.1 L/100 km on the highway. Combined, the Maverick XL has an official rating of 6.3 L/100 km, which is better than many of the top hybrid sedans.

<img class="aligncenter size-full wp-image-171023" src="https://wordpress.wheels.ca/wp-content/uploads/2022/08/2022-ford-maverick-hybrid-plywood-scaled.jpg" alt="2022 Ford Maverick" width="2560" height="1707" />

<img class="aligncenter size-full wp-image-171031" src="https://wordpress.wheels.ca/wp-content/uploads/2022/08/FORD-MAVERICK_16-scaled.jpg" alt="2022 Ford Maverick" width="2560" height="1705" />

While the box is short at four feet long, and four feet wide, it’s designed to carry 4x8 sheets of drywall and plywood. Instead of offering a fancy rail system, Maverick has strategic slots in the the bed that you simply slide a 2x6 into. Drop the tailgate to the 3/4 setting, and it creates a secure platform for your load.

The Maverick Hybrid XL’s interior is rather plain, with cloth upholstery and plastics. But a lot of thought went into its design and no space is wasted. There’s plenty of leg and headroom for all four passengers, a surprising number of cubbies and drink holders, and the plastic surfaces are nicely textured and made from recycled materials. The rear seats flip up to provide extra carrying space.

<img class="aligncenter size-full wp-image-171025" src="https://wordpress.wheels.ca/wp-content/uploads/2022/08/2022-ford-maverick-interior-scaled.jpg" alt="2022 Ford Maverick" width="2560" height="1705" />

There’s no navigation system on any trim level, but an 8” touchscreen is standard with Apple CarPlay and Android Auto. Standard too is a Wi-Fi Hotspot with 3 months free connectivity. Seats are strictly manual at the base level, with no heat nor cooling. Ford also offers CAD files to those enterprising users who want to create their own smartphone mount, storage bin, or package hangers.

Upper trim levels get 8-way power seats, an additional 6.5” information screen, cruise, remote keyless entry, ambient lighting and acoustic windshield and cabin particulate filter.

Available features include heated seats, Sirius Satellite Radio, Bang and Olufsen sound, and Ford Sync with enhanced voice recognition, 400W inverter, 400W/110V outlets in truck bed and rear console, moonroof, leather wrapped wheel, floor liners, and all-weather trays.

<img class="aligncenter size-full wp-image-171024" src="https://wordpress.wheels.ca/wp-content/uploads/2022/08/2022-ford-maverick-hybrid-storage-scaled.jpg" alt="2022 Ford Maverick" width="2560" height="1705" />

A fully-equipped Maverick Lariat with a 250hp/ 277 lb ft Ecoboost easily towed a small Airstream Basecamp (2,600 lbs) on winding forested roads, and we had no trouble negotiating tight turns and inclines.

Observed fuel economy in the Ecoboost Maverick was 7.8L/100 km combined, and 6.9L/100 km combined for the Maverick XL Hybrid.

The average person rarely has need for a full-size truck. The Ford Maverick offers the perfect solution for the weekend explorer, and their toys, in a fuel-sipping, reasonably priced package.
The writer attended this media drive as a guest of the automaker. Content and vehicle evaluations were not subject to approval.

<h3>2022 Ford Maverick XL Hybrid</h3>
BODY STYLE: 5-passenger, four door, compact pickup truck

CONFIGURATION: Front engine, front or all-wheel-drive

ENGINE: 2.5L inline 4 hybrid; 2.0 EcoBoost inline 4

POWER: 191 hp/155 lb.-ft (hybrid) 250 hp/277 lb-ft (Ecoboost)

TRANSMISSION: Continuously variable (hybrid) or eight-speed automatic (Ecoboost)

Fuel Economy: 6.3 L/100 km (hybrid) 9.6L/100 km (EcoBoost)

2022 Ford Maverick XL Hybrid Review

22 Subaru WRX front main header

If there’s a sports car Canadian automotive enthusiasts can always rely on for year-round driveability, it’s the Subaru WRX. Ever since it landed on our shores 20 years ago, Subaru’s rally-inspired econobox has been the perfect formula for our harsh winter climate.

For the 2022 model year, Subaru completely overhauled the car for its sixth generation. Although all-new with a revamped platform, drivetrain, styling and technology, the overall package doesn’t differ much. As Subaru Canada’s public relations representative Sébastien Lajoie likes to say: “if it ain’t broken, don’t fix it”. It’s an ethos that perfectly resumes this freshly updated Rex.

Improved Where it Matters

This new WRX finally inherits Subaru’s Global Architecture platform, which allows it to grow a bit in size, but also improve on overall chassis rigidity and crash protection. Displaying a much more futuristic design, with plastic cladding surrounding the wheel arches to give it a more rally-friendly look, this WRX is a tad wider and about three inches longer than the last car.

<img class="aligncenter size-full wp-image-170569" src="https://wordpress.wheels.ca/wp-content/uploads/2022/08/22-subaru-wrx-side.jpg" alt="2022 Subaru WRX" width="2080" height="1387" />

The real big news, however, is an all-new engine. Gone is the old 2.0-litre Boxer unit. In its place, Subaru transplanted the turbocharged 2.4-litre flat-four that also powers other vehicles like the Outback and Ascent SUVs. As a matter of fact, this is essentially the same engine as in the Ascent, but with reworked turbocharging and improved breathing for quicker throttle response and less turbo lag.

On paper, this engine pumps out similar numbers as before, with horsepower only going up three for a total of 271 and torque remaining unchanged at 258 lb-ft. However, Subaru claims this engine is less turbo-reliant thanks to its larger displacement, leading to what it says is a broader torque curve. Torque also kicks in lower at 3,000 r.p.m. Another interesting engineering detail is that although it slightly bigger and gets a larger engine, the new WRX is only about 20 pounds heavier than the old car thanks to clever use of aluminium in key places like the front fenders.

Just like it always has, the WRX comes standard with Subaru’s acclaimed symmetrical all-wheel drive system. This new car can be paired to a six-speed manual transmission or a continuously variable transmission (CVT). For maximum enjoyment behind the wheel, I highly recommend the manual gearbox.

<img class="aligncenter size-full wp-image-170570" src="https://wordpress.wheels.ca/wp-content/uploads/2022/08/22-subaru-wrx-transmission-manual.jpg" alt="2022 Subaru WRX" width="2080" height="1387" />

More Grown Up, but Still Very Juvenile

On the road, it’s immediately apparent that this new engine gives the WRX a more grown-up feel. Not only does it pull a tad harder at low rpm, but it’s also less frantic when the turbocharger kicks in, revving smoothly all the way to its 6,100-r.p.m. redline.

It still however relies on boost and downshifts to get up and go. Make the mistake of selecting a higher gear too soon, and the Rex bogs down until the turbo wakes up. Luckily, the manual transmission is a gem to row around, with crisp shift action and a firm clutch that makes dropping a few gears a blast. Get that turbo spooling, and the WRX puts down good power, with spirited acceleration that still makes it respectfully quick if not comically immature. Where it performs best is out of the hole. Hold the revs up to about 2,500 r.p.m. at standstill, dump the clutch while letting it slip just a tad, and she’ll catapult herself forward as if launching out of a slingshot. Repeat the experience for a constant rush of adrenaline.

<img class="aligncenter size-full wp-image-170568" src="https://wordpress.wheels.ca/wp-content/uploads/2022/08/22-Subaru-wrx-rear-3q.jpg" alt="2022 Subaru WRX" width="2080" height="1387" />

The WRX’s freshened chassis also gives it superhero reflexes. The car responds to your slightest inputs in utmost precision. The small-diameter steering wheel is both enjoyable to grab and quick to react, while the all-wheel drive system leads to massive four-wheel grip as the car claws itself around an apex. Brakes are strong, with a firm bite and very little fatigue even after several hard stops at high speed. I can only imagine what I could do with this car after a fresh batch of snow.

New Interior, Better Materials and More Technology

Inside, the WRX finally gets a much-needed cabin update, with improved materials, tighter build quality and more technology by way of the available 11.6-inch infotainment screen that’s essentially a large vertical tablet. Like in all Subarus of late, the system is quick to respond thanks to a fast-reacting interface. Large icons make cycling between apps a breeze too, but I do wish the car’s HVAC controls had standard physical controls. That said, the ergonomics in this WRX are spot on, with a no-frills approach to where everything is placed and a down-to-business analog gauge pod that simply works. Extra points go to a physical handbrake.

<img class="aligncenter size-full wp-image-170566" src="https://wordpress.wheels.ca/wp-content/uploads/2022/08/Guillaume-Fournier-Photographe-GFV_2754.jpg" alt="2022 Subaru WRX" width="2080" height="1387" />

Perhaps where the WRX let me down the most was in the comfort of its driver’s seat, or lack thereof. I’m a tall and wide human being and never did I find comfort in these sport bucket chairs. I always felt like I was awkwardly sandwiched inside, with the steering wheel and pedals either feeling too far or too close. It was also rather worrying to see the car’s hood shake as if it wasn’t bolted on properly at freeway speeds.

But hey, if that kind of stuff helps Subaru keep costs low, I’m all for it, as the WRX’s pricing is still impressively appealing in this world of heavy inflation. Base models go for a decent $33,033 including freight, with a fully loaded Sport-tech with EyeSight and a CVT towering the lineup at $43,933. The sweet spot of the lineup remains the Sport at $37,533 thanks to its decent list of standard equipment like larger wheels, fog lights, the larger infotainment screen, and more color options.

<img class="aligncenter size-full wp-image-170567" src="https://wordpress.wheels.ca/wp-content/uploads/2022/08/22-Subaru-WRX-infotainment.jpg" alt="2022 Subaru WRX" width="2080" height="1387" />

One thing’s for certain, no matter which WRX you’ll choose, you’ll have in your possession one of the most daily driveable sports cars on the market, one that’ll give a Ford Mustang a run for its money at the drag strip, but that’ll also double down as a sensible family sedan during the week. With the STI now gone and Subaru already planning to transition this nameplate to electric propulsion, this is your last chance to own of the best analog sport compact cars currently on sale.
The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

<h3>2022 Subaru WRX</h3>
BODY STYLE: Compact sedan

CONFIGURATION: Front engine, all-wheel drive

ENGINE: 2.4-litre turbocharged Boxer flat four-cylinder (271 hp @ 5,600 r.p.m. and 258 lb-ft of torque @ 2,000 r.p.m.)

TRANSMISSION: 6-speed manual

FUEL CONSUMPTION: 10.7 L/100 km (combined), 12.3 L/100 km (city), 9.0 L/100 km (highway)

OBSERVED ENERGY CONSUMPTION: 11.2 L/100 km

CARGO CAPACITY 354 litres

PRICE: $41,333 (as tested)

WEBSITE: <a href="https://www.subaru.ca/WebPage.aspx?WebSiteID=284">Subaru</a>

2022 Subaru WRX Review

22 lexus uxh main header

The Lexus UXh may be the newest nameplate over at Toyota’s luxury division, but that’s not to say Lexus is out of its league when it comes to the compact luxury crossover segment; if you’ll remember, it wasn’t that long ago that they were churning out CT hatchbacks by the baleful – a production run that ended just over a year before the UX arrived in showrooms -- a vehicle that is roughly the same size as the UX but doesn’t get the higher ride height or AWD that are pretty much requirements in the segment.

Like the CT, the UXh is available only as a hybrid (hence the model line’s official name: “UXh”) and it makes use of the Atkinson Cycle Lexus Hybrid Drive that has been doing the gruntwork for years and now has a place in almost every model the brand makes. In the UX 250h – which is the only way you can have the UXh in Canada – it’s good for 181 horsepower and *an* amount of torque; Lexus is always cagey about the torque of their hybrids because it does depend on which elements of the hybrid powertrain are at work. Call it 220 lb-ft or so.

<img class="alignnone size-full wp-image-169780" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/IMG_0055.jpg" alt="2022 Lexus UXH" width="2000" height="1333" />

Style-wise, it’s pretty safe to say that it takes the CT to the cleaners thanks to the great blacked-out spindle grille, smoked 18-inch alloys that are just the right size for the vehicle, nicely-shaped wing mirrors with two-tone mirror caps and the glorious “Redline” red colour on my tester. Add a stance that is right on, and you have a crossover that looks more like a sporty compact hatch.

There is a new “Lexus Interface” infotainment system with a more responsive touchscreen and better graphics…but it’s not coming to the UXh until the 2023 model year. So, you’re stuck with the older system with its smaller display and blurry graphics and less intuitive interface. It’s too bad; I’ve sampled the new system in other Lexus products and it’s rather good.

Nevertheless, I did have Apple CarPlay and Android Auto which is becoming of more and more importance in cars these days. One thing you will need to get used to is how to turn the system on or off and tune the radio because those controls don’t sit in and around the display as you’d think they would. Instead, they’re mounted down low ahead of the armrest and are small wheels. It looks elegant, but I never quite got used to them.

The same goes for the infotainment controller; it’s a trackpad of sorts and it controls an onscreen cursor that “snaps” to the button it thinks you want to go to. Trouble is, it’s often wrong and is frustrating as a result. There’s no touchscreen backup, either, so you have to take your chances with the clumsy trackpad to control your media and satnav. Happily, there are traditional “hard” buttons for your climate controls so you don’t have to fiddle around for those as well.

<img class="alignnone size-full wp-image-169758" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/22-lexus-uxh-controls.jpg" alt="2022 Lexus UXH" width="2000" height="1333" />

One thing I got used to right away, however, was the driver’s seating position which, after a few quick adjustments is right on the money. Comfortable, with a great view out and a dash that rises to the windshield just enough to feel ensconcing without being obtrusive. Lexus knows how to make an interior feel of a quality and style and that’s filtered down even to this, their entry-level model.

For its size, the back seat isn’t bad as the UXh has a tall roof and the headroom that comes with it. Rear legroom is serviceable as well, but you do pay for it in the form of a short cargo floor out back. You have to be strategic with your cargo loading, that’s for sure; I had a hard time getting my toddler’s UppaBaby Cruz stroller in there.

There have also been some under-the-skin changes including new steering tuning, suspension tuning, and even improved structural rigidity, all changes that, having previously driven the UX, I was surprised can be fairly readily felt.

<img class="alignnone size-full wp-image-169757" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/22-lexus-uxh-cargo.jpg" alt="2022 Lexus UXH" width="2000" height="1333" />

<img class="alignnone size-full wp-image-169767" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/IMG_0084.jpg" alt="2022 Lexus UXH" width="2000" height="1333" />

I found the steering changes really only manifest as speeds increased, but the ride and improved chassis fidelity can be felt right as you set off; the common bumps and upsets experienced in the city are very well metered out, leaving the impression that Lexus wanted to ensure that even at the entry level, their vehicle would make proper luxury returns. From the smart damper settings, to the sound insulation and even how robust the steering rack feels, the luxury aspects are right on. That last one’s a big one; your steering wheel is your main connection to the road below so reducing wheel vibration or twisting over bumps is key to improving the onboard experience.

<img class="alignnone size-full wp-image-169762" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/IMG_0103.jpg" alt="Lexus UXH" width="2000" height="1333" />

Whatever that torque figure may be, it pairs with that 181 hp to get the UXh up and running in a manner that’s pretty unbecoming of what is essentially an entry-level luxury car – in a good way. It’s peppier than you may think, sending you down the road with conviction and just enough attitude to provide a somewhat athletic experience, nicely disguising the fact that everything’s handled by a CVT – not the most involving of transmission types.

If the power delivery impresses, then the steering is more than up to the task to keep the image of an athletic compact going. Very responsive and light, the chunky wheel feeling nice in your palms as you wind it through both the entanglement of the city, and the serpentine nature of a mountain road. Turns out that more than just feeling solid, the steering is solid and confident in its responsiveness as well.

It all comes together to provide an enticing way to enter the world of Lexus luxury. Indeed, an as-tested price of about 50 grand for a subcompact like this is a somewhat stiff drink, but for the most part, the UXh makes good on the bargain.

2022 Lexus UX 250h

BODY STYLE: Five-door subcompact luxury CUV

DRIVE METHOD: front-engine, all-wheel drive
ENGINE: 2.0-litre I4, hybrid, 181 hp, ~220 lb-ft of torque

FUEL ECONOMY CITY/HIGHWAY/COMBINED: 5.7/6.2/6.0 L/100 km

TRANSMISSION: eCVT

MIN. CARGO CAPACITY: 487 L

TOWING CAPACITY: N/A

Base MSRP: $40,750

As tested MSRP: $49,500

WEBSITE:  <a href="https://www.lexus.ca/lexus/en/automobiles/uxh">Lexus UXh</a>
The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

2022 Lexus UX 250h Review

22 toyota prius prime 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.

Electric vehicles are getting all of the attention of late, but for those who aren't convinced or aren't suited to making the transition to an EV, there is one shining light of maximum efficiency. Toyota's Prius Prime offers an all-electric range along with the ability to sip fuel at a rate that would put almost anything else on the market to shame.

I'm writing this while watching the start of a rain-soaked Formula 1 Grand Prix in Monaco. How is the pinnacle of auto racing linked to the Toyota Prius Prime? Hybrid drive.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/22-toyota-prius-prime-front-scaled.jpg"><img class="alignnone size-full wp-image-168835" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/22-toyota-prius-prime-front-scaled.jpg" alt="2022 Toyota Prius Prime" width="2560" height="1707" /></a>

The Prius, a car I've called one of the ultimate supercars in the past, walked so that today's hybrids, plug-ins, and even EVs could run. Without the success of the Prius - and the direct assistance that it allowed from Toyota - Tesla, and the rest of the modern EV lineup, would either not exist or would be very different from what we see today.

With that, is there still a place for the 2022 Toyota Prius Prime in a market that has used the car's success as a springboard?

Prius Prime (Prime is Toyota for PHEV) was launched back in 2016. That makes it a model nearing the end of its lifecycle, even if we haven't seen any signs of a replacement yet. For 2022 there are only two changes to the car. A logic-based rear seat reminder, and a tweak to the lights to make sure the rear lights are on when the car is moving. The latter is based on recent regulatory changes to stop phantom cars at night.

Powering the Prius Prime is a 1.8-litre four-cylinder. It moves the car and charges the 8.8 kWh lithium-ion battery. With the engine and motors both sending power to the wheels, the Prius Prime has 121 hp. On purely electric power, the car still makes 91 hp.

I won't pretend those power figures are impressive, but they are adequate. It's not the big power and torque that we love so much from modern EVs, but I never had trouble making a highway pass or an on-ramp merge. I would love if Toyota had given this car the small motor in the rear of the standard Prius AWD that gives that car more power and rear-wheel drive.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/22-toyota-prius-prime-front-seats-scaled.jpg"><img class="alignnone size-full wp-image-168836" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/22-toyota-prius-prime-front-seats-scaled.jpg" alt="2022 Toyota Prius Prime" width="2560" height="1707" /></a>

The electric driveline is silent, of course. The gas engine, when you actually use it, makes a little noise and then disappears as quickly as it appeared. Toyota has been doing hybrids longer than anyone and has perfected the transition between gas and electric power as well as the switch between regenerative and hydraulic braking.

Prius is massive in the front seat. Plenty of head and legroom spoiled by the foot-operated parking brake lever. Yes, a foot-operated parking brake. My left shin hasn't been this disappointed in years.

The back seat, though, is quite cramped. The teardrop shape that helps eke out better aerodynamic performance also destroys headroom. If it's the kids sitting back there, no worries. Adults? Might be more of an issue.

Cargo capacity is also sacrificed on the altars of economy and efficiency. Toyota says cargo capacity is 561 litres, down from 697 litres for the non-Prime. The hatch is low, so tall boxes won't fit, and the battery takes up much of the space raising it from below. Don't expect hatchback practicality is what we're trying to say.

Prius Prime Upgrade and Upgrade Technology get a tall 11.6-inch infotainment display, replacing the seven-inch screen in the base car. For the first time ever, I'm saying that the small screen is the one you want. The big one doesn't get Android Auto (the small one gets both Android Auto and Apple CarPlay), and the native operating system feels its age and then some. The built-in navigation's maps are displayed awkwardly and scroll in jagged jumps rather than moving smoothly.

The larger screen was also washed out by glare in nearly all daylight conditions, making it unusable much of the time.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/22-toyota-prius-prime-screen-scaled.jpg"><img class="alignnone size-full wp-image-168837" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/22-toyota-prius-prime-screen-scaled.jpg" alt="2022 Toyota Prius Prime" width="2560" height="1707" /></a>

A centre-mount gauge pod has been a Prius signature all along. The gauges let you find plenty of ways to monitor how much fuel you're using and how to use less of it. There's even an Easter Egg in there: a digital representation of the classic LCD clock Toyota has put in its vehicles for generations.

This car uses an older version of Toyota's Safety Sense system. It includes collision detection, lane tracing, and adaptive cruise, but it lacks some of Toyota's latest features. On the highway, Prius Prime is stable and composed. It cuts sleekly through the wind, and road noise is typical for the compact car segment. That's to say it's noisier than I'd like. Tall sidewalls on small alloys make for a comfortable ride, and the suspension is tuned to take advantage of it. Don't expect any hot-hatch pretenses here.

I'm rushing through the interior and the drive experience, because, well, they don't really matter. What matters in the Prius Prime is how well it does at saving fuel and your money.

Prius Prime has an estimated 40 km of electric range. Driving normally, without any hypermiling techniques, I ended up with 50-60 km on each charge and drove more than 300 km in my week without using any gasoline at all. With temperatures around 10 degrees and frost in the morning, that's massively impressive efficiency, and I would expect even more range with warmer weather and less use of the heat pump and defroster.

When you're running the gas engine, the Prime is estimated to deliver 4.3 L/100 km, making it one of the most fuel-efficient vehicles in the country - only the oddball Hyundai Ioniq and Elantra Hybrid Blue can top it. It delivers that economy as easily as it crushes the range figure.

The Prius Prime charges up in about five and a half hours on a standard wall plug, and around two hours on a Level 2 station. The Ford Escape PHEV, which offers a similar real-world range, takes more than 10 hours on the wall and three and a half on Level 2, putting the efficiency of the Prime on display.

This is a Toyota, so credit doesn't go to extreme measures. Instead, it is clever use of proven tech like the Toyota hybrid drive system, small wheels and tires, and excellent aero. The wildest bit of kit on here is the carbon fibre hatch. That part was a first for a production car when it launched and is still pretty neat

A basic Prius Prime starts from $33,500 and gets you heated seats and a heated steering wheel. It also comes with an incentive from the feds of $2,500. Most provinces will add to that, so you should be under $30k before taxes and probably under the price of a conventional hybrid Prius.

This isn't a glowing review of the Prius Prime. I don't like the small cargo area, the amount of performance, or the tech on offer.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/22-toyota-prius-prime-cargo-scaled.jpg"><img class="alignnone size-full wp-image-168838" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/22-toyota-prius-prime-cargo-scaled.jpg" alt="2022 Toyota Prius Prime" width="2560" height="1707" /></a>

Like I said before, none of that really matters.

The Prime can easily handle the average Canadian's day without using any fuel or needing a charge before nightfall. If your commute is extra-long, or it's time for a road trip, the Prime can beat nearly anything on the road for sipping fuel.

This is a car with a very specific set of skills., and a clear mission statement. It is a car that delivers on that mission statement as well as a Formula 1 car does on its own. I've called it a supercar before for exactly that reason. A few years down the road, the superlative still applies. While the Toyota Prius Prime may no longer be a spring chicken, it is still one of the best ways to reduce your pain at the pump.

2022 Toyota Prius Prime Upgrade with Technology Package

BODY STYLE: compact five-door PHEV hatchback

DRIVE METHOD: Front-engine, front wheel drive

ENGINE: 1.8-litre four-cylinder (121 hp net)

FUEL ECONOMY: 40 km EV range.  1.8 Le/100 km. 4.3 / 4.4 / 4.3 L / 100 km city / highway / combined. 0.5 Observed (mix of EV and gas)

CARGO VOLUME: 561L behind second row

PRICE: $33,750 (base Prius Prime). $39,255 As Tested Prius Prime Upgrade With Technology Package (plus destination and taxes). Includes $255 Supersonic Red.
The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

2022 Toyota Prius Prime Review

Mirage front

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

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.

Believe it or not, there are still a few subcompact economy-minded hatchbacks for sale in Canada today. The market used to be awash with the things, with companies like GM and Hyundai offering dirt cheap wheels with the benefit of a new-car warranty. Now, they’re scarce on the ground – but some remain.

Like the 2022 Mitsubishi Mirage. Occupying a rapidly shrinking segment of cars whose sticker price starts with a ‘1’, the little Mirage is offered in hatchback form for this model year in Canada. It is, as a friend of your author once astutely noted, a perfectly fine example of “one unit of personal transportation”. Starting at $14,098, the ’22 Mirage ES has a 1.2-litre three-cylinder engine under its hood, good for 78 horsepower and 74 lb-ft of torque. This least-expensive Mirage is the only one offered with a five-speed manual transmission; all other trims get an automatic.

Little 14-inch tires keep a lid on replacement costs, and a rear window wiper permits a clear view astern even in foul weather. The latter is something which cannot be said for more expensive machines like the base model Toyota Corolla Cross. Door handles and power side mirrors are body colour, LEDs pop up on the tail lamps, and a hill start assist helps prevent new drivers from rolling back into the car behind them. Irritatingly, Mitsu only offers two colours on this trim, and this Titanium Grey is the only zero dollar option.

While cars like the Mirage occupy a certain stratum in the automotive arena, they are far from the penalty boxes of even just a few short years ago. Not only is air conditioning standard, for example, but it is of the automatic climate control variety. There are USB inputs for the audio system, Bluetooth connectivity, and a steering wheel that adjusts for reach and rake. Niceties such as height adjustable front seatbelts are equipped to this affordable car, which means it has a feature that recent (and expensive) GM half-ton pickup trucks lacked.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/Mirage-rear.png"><img class="alignnone size-full wp-image-168097" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/Mirage-rear.png" alt="2022 Mitsubishi Mirage" width="1600" height="1200" /></a>

What We'd Choose

If you’re seeking a Mirage hatchback, it’s almost silly to spend more than is necessary. Even the base trim comes with the likes of automatic air conditioning, and it’s not like splashing out on a higher trim nets more horsepower. We will also note the manual transmission, while fun to operate in a small economy hatchback like this one, returns slightly worse fuel economy than the automatic. Opting for the auto is a $1,200 proposition and it would likely take over 200,000km of driving – based on today’s fuel prices – to break even.

There’s a place in the pecking order for cars like the Mirage. Some customers desire a strong new car warranty but don’t want to break the bank, while others are content with driving “one unit of personal transportation”. Either way, it seems

Base Camp: 2022 Mitsubishi Mirage

All-New 2023 Honda HR-V Steps Out with Youthful, Athletic Styl

Honda is in the middle of making its lineup one of the freshest in the industry and this latest reveal brings the automaker to just about the halfway point in the process. Say hello to the 2023 Honda HR-V. The subcompact crossover grows up, not just in shape but in size. Honda also says it's worked on making this model more fun to drive with "substantially improved dynamics.

The 2023 HR-V will be built on the same architecture as the all-new <a href="https://wordpress.wheels.ca/first-drive-2022-honda-civic-hatchback-sport-touring/">11th-generation Honda Civic</a> sedan and hatchback. That's a big step forward for the crossover, which was based on the now discontinued Honda Fit hatch previously.

Honda didn't give dimensions for the new vehicle but did say that it will be larger than before with a longer wheelbase and a wider stance. For reference, the 2022 Honda HR-V has a wheelbase of 2,610 mm and a width of 1,770, while the new Civic has a wheelbase 2,736 mm long and is 1,801 mm wide.

Honda's all-new shape for the 2023 HR-V starts with a new grille. Tall, wide, and upright, fixed to a very blunt nose, it's a marked departure from the previous generation where a large trim strip and front license plate positioning made the HR-V look like it had no grille at all. The new nose sits at the beginning of a very long hood, suggesting that if Honda wants to increase interior size, this HR-V is going to have to be much longer than the current generation.

A low cowl height for that long hood means that Honda has also been able to keep the beltline low. With a tall roof, this gives the HR-V what appears to be a massive greenhouse. The extra glass should give the model great visibility for the driver, a big perk for a subcompact crossover.

LED head and taillights give the 2023 HR-V a much more premium look than the model has had before, though it's also somewhat more dull. Laser brazing techniques that eliminate the traditional roofline mouldings also help to make the HR-V feel more upscale, likewise with the windshield wipers that hide below the hood line when they're not in use.

The styling is close to the Honda Vezel, but the roofline, nose and tail differ from that version of the HR-V sold in Japan and much of the rest of Asia as well as in Europe. Honda had previously said the North American HR-V would be different this time, to "meet the distinct needs" of customers in our market. The Vezel has nearly identical dimensions to the new Civic, so we'd guess it's not all that far off.

While this reveal focused on the outside, Honda did hint at some of the changes to the vehicle's dynamics.

A new "more responsive" engine will go under the hood of the new HR-V. It will also add a new independent rear suspension, an upgrade that comes with the Civic platform, that Honda says will give it "a more confident, refined and fun-to-drive personality." It may also help to increase rear cargo space, though the previous HR-V (and the Fit on which it was based) were magic when it came to packing in maximum cargo.

The new engine could be the 2.0L four-cylinder from the Honda Civic. It makes 158 hp in that car, up from 139 hp from the current 1.8L four. We would also welcome Honda's 176hp 1.5L turbo-four to create a hot-crossover version of the HR-V, though that doesn't seem all that likely of a choice.

We'll get more about the 2023 HR-V, including powertrain details and a look at the interior, over the next few months. Expect it to come soon, though, as the 2023 HR-V launches in full this summer, with an all-new CR-V and Honda Pilot coming not long after.

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