2023_GR_Corolla_Circuit

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

Everything you’ve read or heard about the 2023 Toyota GR Corolla is true.

Which is weird. Because in today’s digital world of extreme hyperbole, tribalism and prioritization of personal preference over objective truth — the instances in which anything is ever everything everyone is saying it is are seldom.

“The best ever” and “the worst ever” are terms thrown around with such reckless abandon in an effort to generate clicks, views, and fleeting dopamine that we’ve killed the very concept of nuance. It’s been replaced with willful bias.

This lack of nuance and objective analysis is all over the car world. Enthusiasts so often boil things down to a simple good or bad paradigm that we often miss out on truly good products.

For example, I was so thoroughly <a href="https://www.wheels.ca/reviews/review-the-new-nissan-z-doesnt-live-up-to-the-hype">underwhelmed by the new Nissan Z</a> that I actually forgot I drove it. It wasn’t the experience I wanted from the Z, but it's the one I got. And now I simply can’t imagine why any person would buy one over a <a href="https://www.wheels.ca/reviews/2022-chevrolet-camaro-ss-1le-review">Camaro SS</a> or <a href="https://www.wheels.ca/reviews/track-test-review-2023-toyota-gr-supra-mt">GR Supra</a>. But because the GR Supra commits the superficially unforgivable sin of being born of a partnership with BMW, there are still those who claim to adore the Nissan Z — despite it losing every comparison test.

The Internet decided the Z was a winner and the GR Supra was a loser before they had even hit the market — before anybody had driven either of them. For certain parts of the community, that’s their reality. Ours be damned.

The GR Corolla’s narrative was also written almost immediately following its announcement, albeit in a much more favorable light. Minds were made up before anyone had even turned the ignition over — this was going to be a great car.

<img class="aligncenter size-full wp-image-174290" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/Corolla20-scaled.jpg" alt="Toyota GR Corolla" width="2560" height="1920" />

You know the specs by now. 300 horsepower produced by an incredibly compact 1.6-litre, turbocharged 3-cylinder engine. Outside of Toyota developing the car all on their own, this unique power plant really was the source of the initial hype. The engine is the same racing-inspired G16E-GTS unit present in the GR Yaris — which was notably never available in North America.

There are of course more important performance improvements than just the power. The chassis tuning, sticky Michelin Pilot Sport tires, sport brakes, steering tuned to perfection, all-wheel-drive and a six-speed manual transmission.

Outside, the GR Corolla differentiates itself with widened fender flares, signature GR rims, hood vents, a gaping front facia channeling air to the intercooler, and three separate exhaust exits (one for each engine cylinder).

Inside are a variety of GR badges, including on the steering wheel. Also present are race-inspired seats — which are incidentally very well bolstered while maintaining a reasonable level of comfort — and a leather-wrapped shift knob.

<img class="aligncenter size-full wp-image-174287" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/Corolla21-scaled.jpg" alt="Toyota GR Corolla" width="2560" height="1920" />

The rest of the interior is very much “just a Corolla” — like any rental car or cab you’ve ever been in. However, the GR Corolla is not assembled alongside its standard counterpart and is instead produced alongside the GR Yaris at the "GR Factory" inside Toyota's Motomachi plant, where the assembly process is more of a hands-on affair.

So the hype in this case was totally understandable. It’s difficult to not read the above and start licking your chops with dreams of corner-carving hot hatch glory for a price you could actually afford.

Not to mention the previously forbidden fruit element adding fuel to the hype fire. For a generation raised on limited-quantity sneaker and hoodie drops, this couldn't have been a more perfect storm.

Happily, in this case, the hype is justified. Because the GR Corolla is truly a great car to drive fast. And by “great” I mean, “one of the all-time greats”.

Carving up a back road in the GR Corolla is pure, unadulterated driving bliss. The car rotates like magic. There’s no nose dive. No tricky back end. It’s just point and shoot, “take the corner as fast as you can” goodness. All thrills. No chills. And lots of turbo noises.

<img class="aligncenter size-full wp-image-174291" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/2023_GR_Corolla_Circuit_HeavyMetal_028-1500x1000-1.jpg" alt="Toyota GR Corolla" width="1500" height="1000" />

The car makes you feel like an absolute hero. And that’s where the GR Corolla edges out competitors like the Honda Civic Type R.

Both cars are very fun and rewarding. Both imbue you with underserved levels of confidence. But the Type R feels sort of like a performance-enhancing drug to drive fast. It always feels like it’s making you a better driver than you are. And you’re always vaguely aware of that. The GR Corolla feels more one-to-one — like you’re bringing the car to its limits, not the other way around.

300 horsepower feels like a magic number for the little Corolla. With 0 - 100km/h times in the mid 5-second range, it certainly won’t make your life flash before your eyes. But it’s more than quick enough in the real world, and best of all, you can floor it everywhere.

Toyota’s big win with the GR Corolla is successfully capturing what’s so special about the 86 — the opportunity and ability to actually explore the upper limits of a sports car — and bringing that to the Corolla platform.

Hand on my heart, I had more fun in a 300-horsepower Corolla hatchback than I did in an <a href="https://www.wheels.ca/reviews/everything-you-want-to-know-about-the-dodge-challenger-hellcat-jailbreak">800-horsepower Dodge Challenger</a>. Sure, the Corolla didn’t make me feel like I was <a href="https://www.youtube.com/watch?v=3edi2Wkr5YI">Major Kong riding the atom bomb at the end of </a><a href="https://www.youtube.com/watch?v=3edi2Wkr5YI">Dr. Strangelove</a>. But it also didn’t tire me out. I didn’t have to worry about accidentally waking the grizzly bear and being mauled to death. I also didn’t have to look for places and opportunities to let the beast loose. You don’t have to plan anything in the GR Corolla — you can just go have fun anywhere.

Are these two cars comparable products in any way? No. But “fun” is a universal measurement when it comes to customer satisfaction.

And while all the talk is about the quirky 3-cylinder powerplant, it pales in comparison to just how damn good the transmission is. The clutch is feather-light. Butter wishes it was as smooth as the action on the gear selector. Nailing crisp, clean shifts is as easy and satisfying as sipping a fine scotch or laying in a hot bath. The GR Corolla needs to be in the manual transmission hall of fame. The GR Corolla feels so good to shift, you’d swear the transmission was less engineered and more manifested as a result of someone selling their soul.

But perhaps best of all — and a clear advantage <a href="https://www.wheels.ca/reviews/2022-toyota-gr86-review">over the GR 86</a> — is that because it's a Corolla, it's easy to live with. My tester sliced through Toronto rush hour traffic, was a breeze in parking garages, did grocery runs no problem. Hell, it was even fuel efficient. Even after extreme misbehaving in the car, I averaged under 10L/100km.

<img class="aligncenter size-full wp-image-174286" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/Corolla24-scaled.jpg" alt="Toyota GR Corolla" width="2560" height="1920" />

This was another one of those cars that made me think, “Wait. Why do I own a Mustang, again?”

Because the truth is the GR Corolla is more fun, more dynamic and more rewarding than my V8 Mustang, despite having five fewer cylinders and 120 less horsepower — in addition to being more convenient, more practical, and more economical.

So, based on my experience with the car, I think the hype around the GR Corolla is justified and journalists really are not exaggerating when they go on about how damn good this thing is to drive. I mean, I am one and I just did.

However, there is a problem. Because part of the hype was born from the point that the GR Corolla was supposed to be a car you could actually afford.

The base “Core” model starts at almost $49,000 and while yes, everything is expensive nowadays, that price really is pushing it. Because other than the way it drives, nothing in the GR Corolla feels like a $50,000 car.

90 per cent of the interior, for example, looks and feels like any old rental Corolla. And it all has that nasty, cheap Toyota plastic-y smell — sort of like a fresh garbage bag. I know you know what I mean.

Then there’s the lack of sound deadening in the car. Noise, vibration and harshness are prevalent. To say the least. Driving the car on the highway is like being under an artillery barrage.

Yes, some of the charm of the car is that it feels like you’re driving somebody’s tuner project — like somebody just took a regular Corolla and added a turbo and racing seats. But asking $50,000 to start just feels like a really steep ask.

Especially when the <a href="https://www.wheels.ca/reviews/2023-honda-civic-type-r-first-drive-review">Honda Civic Type R</a> exists.

<img class="aligncenter size-full wp-image-172999" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/DSC03988.jpg" alt="2023 Honda Civic Type R" width="2048" height="1365" />

While the latest Type R might lose a drag race to the GR Corolla, if I was going to shell out this kind of money for a fresh hot hatch, I’d still have the Type R hands down. It offers almost all of the same driving bliss and reward as the GR Corolla, while having an interior and driver comforts you can at least trick yourself into believing might be worth $60,000 out the door.

Then there’s the elephant in the room. The real cost of hype. Dealer markup.

There are already horror stories of the GR Corolla being marked up <a href="https://www.theautopian.com/this-dealers-20000-markup-on-a-2023-toyota-gr-corolla-equals-an-entire-base-corolla/">$20,000 over sticker</a>. And it should go without saying that paying $70,000 or more for any Toyota Corolla on the planet should require you to take a test for actual donkey brains.

So, yes, the GR Corolla really is one of the all-time great hot-hatches and sincerely one of the most fun and rewarding cars I’ve ever driven. But you’d be an absolute fool to pay a penny over sticker for it.

And dollar for dollar, the Type R is still the better buy.

Does The GR Corolla Live Up To The Hype?

2023 honda civic type r 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)

I barely had any time with the 2023 Honda Civic Type R (CTR). After screwing up the dates on my packed calendar I was a day late picking it up. I pleaded with Honda and luckily they agreed to extend my test drive for one more day.

I can’t say I loved the last generation’s styling. But I grew to like it more as time passed, especially in Boost blue. There was no such question about how it drove. The car felt special, powerful, and exciting. It was affordable speed, in limited numbers and a mandatory manual meant it wasn’t for everyone. The last Type R was also a usable, practical car with reasonable fuel economy and Honda’s proven reliability to back you up. It was almost the type of car I would buy with my own money. Almost

Because as much as I liked it, there was a part of me that felt uncomfortable climbing in and out of Honda’s version of a Gundam robot. I liked the styling from a distance, but not as much while strapping my son into his child seat. Maybe I’ve just been wearing my dad hat for too long.

<img class="aligncenter size-full wp-image-172983" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/DSC04076.jpg" alt="2023 Honda Civic Type R" width="2048" height="1365" />

Walking up to the new one in classic Championship White, all that craziness is gone. Like the Civic Hatchback it’s based on, the CTR’s lines are clean and flowing. The fins and spikes are gone. So are the fake vents. The spoiler is still big but it’s been toned down and doesn’t block your view out the back anymore.

Fenders have been puffed out, the front and rear track are wider and any vents you do see are functional. Tires are 265 width all around, probably the widest I’ve ever seen on Civic. And Honda did the right thing by going down to a 19-inch wheel. My car was fitted with Michelin Pilot Sport 4S rubber despite the chillier weather and I was thankful to experience this car on proper summer tires.

Pushing those meaty hoops into the ground is Honda’s understeer-killing dual-axis front strut and multilink rear suspension. It’s been carried over but with retuned geometry. Sheer mechanical grip is implied before you even get in.

<img class="aligncenter size-full wp-image-172994" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/DSC03996.jpg" alt="2023 Honda Civic Type R" width="2048" height="1365" />

To quell any issues with cooling, the front openings are larger, and there’s a larger radiator and a larger fan. A vented aluminum hood helps release even more heat. Honda says that even under “extreme driving” performance will remain “optimal.”

Inside, red upholstery is your only choice but only for the front seats. The carpets are bright red too and they look great. The seats are very supportive and also very comfortable with large bolsters that are flexible enough to accommodate bigger people. Space inside is generous. I had a ton of knee room sitting behind myself, though at 6 feet tall, the hatchback roofline does intrude on rear seat headroom. Cargo space is abundant even for hatchback. A VW Golf’s boot seems like it’s half the size.

<img class="aligncenter size-full wp-image-172995" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/DSC03995.jpg" alt="2023 Honda Civic Type R" width="2048" height="1365" />

Settle into the driver’s seat and it feels lower than I remember. The driving position is perfect, and visibility is excellent thanks to lots of glass and a low cowl. Honda’s digital gauge cluster is simple and lacks flair but shows everything you need it to. Press the “R” drive mode button and an awesome new Formula 1-inspired cluster loads, complete with critical information you might need on a racetrack like coolant, oil, and transmission temperatures. There’s a new Honda LogR app that can display even more drivetrain data but it’s also a performance logger, with a stopwatch, g-meter, and a unique scoring system designed to help improve your lap times.

It’s a familiar cabin, with everything at hand. But the only thing I wanted to reach for was the cold aluminum shift knob, so perfectly shaped and crafted. The feel of it in your palms is one of those things that put you more in tune with the car.

When you start the engine the first thing you notice is a growl that wasn’t there before. The exhaust has a straight-through design and now has a valve that opens up at high rpms and depending on the drive mode. People asked for more sound (count me in that pile) and Honda answered, but it still isn’t as obnoxious as something like a <a href="https://www.wheels.ca/reviews/2022-hyundai-elantra-n-review">Hyundai Elantra N</a>.

The 2-litre turbocharged engine is the most powerful fitted to a CTR or any Honda badged product so far. There’s 315 hp and 310 lb-ft of torque and it all gets sent to the front wheels via a helical limited-slip differential. It’s a lot of power but Honda’s official numbers still feel underrated. Push the throttle down even 50 per cent and the Type R will rocket down the road pushing your torso firmly into the seat. It’s not just quick from a dig, even at highway speeds the digital speedometer has to skip multiple numbers to keep up with the acceleration. At lower revs it feels noticeably punchier than it was before even though the power increase is incremental.

<img class="aligncenter size-full wp-image-172998" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/DSC03990.jpg" alt="2023 Honda Civic Type R" width="2048" height="1365" />

I had to keep reminding myself I was in a Civic because compared to the Civic Si that I drove last year, the CTR feels like it has four extra cylinders. But the last thing this car should be judged on is straight-line speed because its chassis is where the real magic happens.

For such a powerful front-driver, the CTR keeps it noise pointed dead ahead even when flooring it. You can thank that trick dual-axis front suspension. It feels buttoned down and super stable at speed and you get lots of tactile sensations from the seats, steering, gear lever, even the tire noise. The slick 6-speed shifter has been improved with an optimized shift gate pattern, and more rigid gear lever. There’s a lighter flywheel too, and it just feels more responsive now. The gearbox in this car was one of the best in the world and it still is with precise mechanical-feeling throws that require just the right amount of effort to slot into gear.

<img class="aligncenter size-full wp-image-172981" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/2023-honda-civic-type-r-rear-3q.jpg" alt="2023 Honda Civic Type R" width="2048" height="1365" />

Grip from the fat Michelins is astounding and understeer only rears its head when entering a corner too hot. But a quick lift of the throttle pedal brings the nose in right away. Thanks to that new “Individual” drive mode, I set the damping to “Comfort”, the steering to “Sport”, and everything else to “R”. The ride in “R” mode is way too bouncy and uncomfortable for most streets around the Toronto area, and it feels like a setting best reserved for the racetrack.

Like the last one, this new CTR is a car that you get familiar with in a matter of minutes. It’s like meeting your best friend again after a long time and picking up right where you left off. When you want it to be, the CTR is one of the most focused and exhilarating cars to drive.

Put it into comfort and it settles down. The exhaust growl goes away, and the ride smooths out in an instant. From the driver’s seat it’s also easy to forget that this isn’t some niche 2-seat sports coupe. The Civic Type R is a big, family-friendly hatchback, with cargo space to spare and room for 5. It’s one of the very few cars that can provide such a visceral experience but also remain so usable and daily drivable.

<img class="aligncenter size-full wp-image-172989" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/DSC04006.jpg" alt="2023 Honda Civic Type R" width="2048" height="1365" />

If I have one complaint, it’s the $50,050 price tag, and that’s before any dealer markups. Regardless, Honda tells me that all the CTRs this year are spoken for. So if you want one you’re going to have to get in line for the 2024. An Elantra N starts at $37,199 and is a bargain for what you get, while a <a href="https://www.wheels.ca/reviews/2023-toyota-gr-corolla-first-drive-review">GR Corolla</a> will start at $45,490, and has been getting rave reviews from everyone that gets their hands on it. But to fans of Civic nation and the Type R badge, none of that matters.

The 2023 Honda Civic Type R is undoubtedly excellent and one the best cars I’ve driven this year, and I say that even with such little time behind the wheel. In the hot hatch segment Honda has raised the bar yet again.
The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.
2023 Honda Civic Type R

BODY STYLE: 5-door,  5 passenger compact hatchback

CONFIGURATION: -Front-engine, front-wheel drive

ENGINE:  2.0-L turbocharged inline-4 ; Power: 315 hp @ 6500 rpm; Torque: 310 lb-ft @ 2600-4000 rpm

TRANSMISSION : 6-speed manual

CARGO CAPACITY: 696-1204  litres

FUEL ECONOMY : (Premium-grade Gasoline in L/100 km): 10.8 city; 8.3 highway; 9.7 combined 

PRICE: $50,050 + taxes, fees, freight

 Website: <a href="https://www.honda.ca/en/">Honda Canada</a>

2023 Honda Civic Type R First Drive 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-Porsche-Panamera-4-PE-main

Stephanie Wallcraft is a multiple award-winning automotive and motorsport journalist, and she is also a parent who daily navigates living and driving in Canada's largest city. Stephanie is a member of the Automobile Journalists Association of Canada.

Automotive trendwatchers will have noticed that blackout trims are all the rage these days. Head to the customizer on just about any automaker website and you’ll find some variation of a blackout trim or package on anything from a Nissan Kicks to a Cadillac Escalade.

Porsche has jumped onto the bandwagon with its 2022 Panamera. But true to Porsche form, it’s done so with a twist that brings the concept further upscale: rather than opting for fully black details, Porsche’s four-door liftback sedan is now available in Platinum Edition.

Offered on the base rear-wheel-drive Panamera as well as the all-wheel-drive Panamera 4 and the Panamera 4 E-Hybrid PHEV, the Platinum Edition adds 21-inch platinum-painted sports wheels, platinum logos and badging, platinum air outlets behind the front wheels, black tailpipes, privacy glass, high-gloss black side window trims, and Exclusive Design tail lights. It also equips a set of high demand features: an adaptive air suspension with Porsche Active Suspension Management (PASM) electronic active damping, auto-dimming side mirrors, LED matrix main headlights with Porsche Dynamic Light System Plus (a forward and side-to-side adaptive lighting system), and an on-board 7.2-kW AC charger for the plug-in hybrid models.

<img class="aligncenter size-full wp-image-171505" src="https://wordpress.wheels.ca/wp-content/uploads/2022/09/2022-Porsche-Panamera-4-PE-side-scaled.jpg" alt="2022 Porsche Panamera 4 Platinum Edition" width="2560" height="1920" />

On the base Panamera, this package takes the pre-fees price from $103,400 to $121,700, a difference of $18,300. Most Canadians considering a Panamera will opt for all-wheel drive, and doing so in the Platinum Edition takes the Panamera 4 from $108,700 to $126,500, a $17,800 difference. In the Panamera 4 E-Hybrid, you’ll pay $15,800 more as the price goes from $121,800 to $137,600.

Each of these cars comes with the Panamera’s entry-level engine, a 2.9-litre biturbo V6. On the gas-only models it makes 325 hp and 331 lb-ft of torque, while opting for the PHEV adds an electric propulsion system that bumps total system output to 455 hp and 516 lb-ft. This latter setup starts to approach the power that’s available in the Panamera’s upper trims, but the Panamera and Panamera 4 don’t come close to the face-melting properties of the GTS or the Turbo S. In our road test of the 2022 Porsche Panamera 4 Platinum Edition, we’d categorize the power output and throttle response as composed, not brash; sufficient, not excessive.

<img class="aligncenter size-full wp-image-171503" src="https://wordpress.wheels.ca/wp-content/uploads/2022/09/2022-Porsche-Panamera-4-PE-engine-scaled.jpg" alt="2022 Porsche Panamera 4 Platinum Edition" width="2560" height="1920" />

But that speaks to the type of driver at whom this trim is aimed. Those who wants tons of power and lauded Porsche performance are going to look to the GTS or Turbo S models, and they’ll take great delight in customizing their purchase down to the final detail. The build sheet for our test unit — which carries an as-tested price of $139,870 — is the shortest we can remember seeing for any Porsche because so many of the most commonly optioned features are pre-selected. This is a car for a busy executive who wants to point at a brochure and say, “I’ll take this one, in that Copper Ruby Metallic,” and end up with an elegant daily driver with exceptional build quality and brand cachet.

<img class="aligncenter size-full wp-image-171504" src="https://wordpress.wheels.ca/wp-content/uploads/2022/09/2022-Porsche-Panamera-4-PE-interior-scaled.jpg" alt="2022 Porsche Panamera 4 Platinum Edition" width="2560" height="1920" />

Even the busiest executive will still want to add a few features, though, and our test vehicle offers decent guidance in that regard. It tacks on adaptive cruise control ($2,570), rear-axle steering ($1,530, a very worthwhile upgrade in a car of this size), park assist and a surround-view camera ($1,050, and the same note applies), a beautiful grey leather interior ($4,330), the Sport Chrono Package to add drive modes, a Porsche Design clock, and performance upgrades ($3,690), and a 2-plus-1 configuration for the second row that places a divider between the outboard seats ($1,150).

<img class="aligncenter size-full wp-image-171502" src="https://wordpress.wheels.ca/wp-content/uploads/2022/09/2022-Porsche-Panamera-4-PE-liftback-scaled.jpg" alt="2022 Porsche Panamera 4 Platinum Edition" width="2560" height="1920" />

These entry-level models can hustle well enough — zero to 100 km/h in 5.3 seconds and a top speed of 268 km/h, according to Porsche — but not as hard as the higher trims, where a Turbo S can bring those numbers to 3.1 seconds and 315 km/h. But not every car — no, not even every Porsche — needs to be a track beast, and the Panamera 4 Platinum Edition slots into the line-up precisely where it belongs as an approachable, classy, yet trend-forward executive sedan.

Like the Macan and Cayenne SUVs that sit alongside the Panamera on the fringe of Porsche’s performance line-up, there’s a Porsche for everyone with a desire and a healthy budget.

2022 Porsche Panamera 4 Platinum Edition

BODY STYLE: Liftback sedan

DRIVE METHOD: Front-motor, all-wheel-drive, eight-speed dual-clutch

ENGINE: 2.9-litre biturbo V6 (325 hp, 331 lb-ft)

FUEL CONSUMPTION: 11.5 L/100 km combined (11.0 L/100 km as tested)

CARGO VOLUME: 495/1,334 litres

PRICE: $139,870 as tested; from $128,250, including a $1,750 destination charge

WEBSITE: <a href="http://www.porsche.ca">www.porsche.ca</a>

&nbsp;

The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

2022 Porsche Panamera 4 Platinum Edition 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

wh-WhyLove-Golf-Main-May14

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.

Rob Simpson is a car enthusiast who has a long history with Volkswagen. In the last six decades, he has owned 16 vehicles, with the majority being by the German automaker.

It started in 1969, when he purchases an era-friendly yellow Beetle with a hand-cranked sunroof for $2,100. While he bought a Porsche 914 in 1973 – it was through a Volkswagen dealership – he was soon back with the automaker when he purchased a Super Beetle, followed by a 1977 Golf and a 1981 Scirocco.

While marriage and two children placed his friendship with VW on hold – he wanted a family-friendly vehicle – he rekindled their relationship in 2017. Attracted by the positive reviews, he bought a Golf R.

Last May, Simpson ordered a new 2022 Volkswagen Golf R through Georgetown Volkswagen. With supply chain issues, when he went to pick it up from the dealership in early December, his Golf was the only car on the lot. Simpson tells us why he loves his vehicle.

“From the moment I got my license I’ve been entranced with cars and how they handle,” said Simpson, who lives in Guelph. “My first car was one that I could afford. It was a Beetle. As soon as I was making money, I bought a Porsche 914. It was a mid-engine car, and its handling was amazing. But it cost $7,500 in 1973, which was $300 more than my annual salary. But it fulfilled my passion for a vehicle that was all about balanced handling.

“I ended up selling the 914 when I decided to go back to school. I couldn't afford to keep it. But it stayed with me as a sort of dream car and the epitome of handling.

“I always liked Volkswagens. In 2017, my wife and I were trying to decide between a GTI and the R at the dealership. We took the GTI out first and thought it was nice, but then we tried the R. It was head and shoulders above in terms of the feel, and the responsivity was just amazing. It was love at first sight. I came to think of it as the ideal combination of everything that I valued: Its handling, its performance, and it had a nice restrained and understated exterior.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/wh-WhyLove-Golf-Interior-May14-scaled.jpg"><img class="alignnone size-full wp-image-168279" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/wh-WhyLove-Golf-Interior-May14-scaled.jpg" alt="2022 Volkswagen Golf R" width="2560" height="1707" /></a>

“It had seating for five and a hatch, which was tremendously functional for everyday living. It had four-wheel drive. From my perspective, it ticked off every box of what in I would want in a car. None of the others had the perfect combination. The R is by far the best all-around car I’ve owned, with zero meaningful weaknesses or deficiencies – other than the lack of a heated steering wheel,” Simpson said.

“The 2022 model promised another 25 horsepower and even greater levels of refinement, including an all-digital dash, more finely tuned suspension, air-conditioned front seats and the previously overlooked heated steering wheel. This car feels even tighter and more dialed-in than its predecessor and offers the most gratifying drive imaginable.”

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/wh-WhyLove-Golf-Exhaust-May14-scaled.jpg"><img class="alignnone size-full wp-image-168280" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/wh-WhyLove-Golf-Exhaust-May14-scaled.jpg" alt="2022 Volkswagen Golf R" width="2560" height="1707" /></a>

“It’s certainly a driver's car,” said Simpson. “My wife and I want to drive up to Red Lake in the summer or fall when the leaves change colour. There’s a route where you go up to Sudbury and then take the Trans Canada Highway along Lake Superior. It’s one of the most beautiful drives and parts of the road are very hilly and twisty, which the R will handle so smoothly. It’s a dream trip, and we’re going to do it.”

A CLOSER LOOK: 2022 Volkswagen Golf R

Confident handling

“I really like the handling. It’s got a tremendous, button-down feeling, like you're planted firmly on the road. There's a relatively low center of gravity; you constantly feel the responsivity of the steering and its ability to accelerate so quickly and so easily,” said Simpson. “You feel a lot more confident passing because you know that you can accelerate as quickly as you need to in the situation. But other than that, it’s about driving those hilly, windy country roads. You can imagine that you’re driving in a rally.”

Comfortable seating

“I’m very particular about seating comfort,” said Simpson. “Mostly it's lumbar support that I find troublesome. The seating in this car is just to die for. It’s got a glove-like fit that you can configure and includes enough length in the seat to support your thighs and an ability to raise the height so you can see comfortably over the dash. I mean, what do you do in a car other than sit? And some automakers pay so little attention to that basic function. Volkswagen has nailed it in this seat.”

New features

“There are innovations that I didn't think I'd like with the 2022. I thought the heads-up display would be really distracting, but now it’s my go-to for determining the speed or navigation,” he said. “I don’t have to take my eyes off the road. I really like that. On the other side, they've gone overboard with the digital displays. It’s like they’re offering you way more than anyone would realistically want. They’re just an unused resource, from my point of view.”

THE SPECS
<ul>
 	<li> BODY STYLE: Compact hatchback</li>
 	<li> DRIVE METHOD: AWD</li>
 	<li> ENGINE: 2.0-L turbocharged inline-4, 315-hp; 280 lb.-ft. torque</li>
 	<li> FUEL ECONOMY (CITY/HIGHWAY): 11.8/8.3 litres per 100 kms</li>
 	<li> CARGO VOLUME: 564-977 litres</li>
 	<li> PRICE: Starting at $45,995</li>
 	<li> WEBSITE: <a href="http://www.vw.ca">vw.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 Volkswagen Golf R

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

Nissan solid state battery lab production facility

assb (3)

Nissan has just unveiled a new plant that will build prototypes for its solid-state battery cells. The new battery technology could double energy density, cut charging times to a third, and result in EVs that do more for less money while eliminating the use of some hard-to-obtain and controversial metals like cobalt.

The automaker calls all-solid-state batteries (ASSB) cells "a game-changing technology," so we'll start with the tech before the benefits.

ASSB replaces the liquid electrolyte used to keep the anode and cathode parts of the battery cell separate (and allow the transfer of lithium ions, the thing that does the actual electricity) with a solid material electrolyte.

More complicated than simply using a known solid material, this requires finding a material that will behave in exactly the right way to allow the ions to pass through.

Nissan calls the desired ion movement "hopping," comparing it to a line of billiard balls striking from end to end. It allows faster lithium ion transfer, improving cell performance.

A new material found in 2011 helped Nissan get closer to its goals. The new coating material and a new precision mixing technique slashed the internal resistance that hurts cell performance and stopped the formation of dendrites. Lithium dendrites, like microscopic lithium hairs that grow in the cell, occur in Li-ion batteries over time and are what lead to reduced battery performance on older cells by reducing ion conductivity.

To help speed cell development and find even more ideal materials, Nissan has partnered with NASA to scan 131,000 materials using supercomputing calculations. Nissan is also working with major universities around the world on cell analysis, materials synthesis, and other parts of the equation that it says have cut the time to research a new candidate material from 5-20 years to 2-3.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/assb-2-scaled.jpg"><img class="alignnone size-full wp-image-167523" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/assb-2-scaled.jpg" alt="Nissan solid state battery ambition 2030" width="2560" height="1708" /></a>

While the prototype plant has just opened, Nissan expects to start a lab-scale feasibility study of the ASSB tech this year, before moving on to a pilot plant launch in 2024 and EVs on the road with an ASSB by 2028.

Now for the benefits. Nissan says that new anode materials let the battery store more lithium ions. It also allows Nissan to use new anode materials that can massively increase power density. That means a battery cell the same size can hold twice the "power" of a current cell. This lets Nissan put more power in a lighter and smaller battery pack, which improves efficiency and lowers cost.

Current battery technology is somewhere in the US $130-150 per kWh range. Nissan's target for ASSB is $75/kWh at launch and $65 soon after. $100 per kWh is considered the parity point with gasoline engines, where an EV and gas vehicle would cost the same.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/assb-4-scaled.jpg"><img class="alignnone size-full wp-image-167525" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/assb-4-scaled.jpg" alt="Nissan solid state battery pouch" width="2560" height="1707" /></a>

Because ASSB cells aren't liquid-filled, they can withstand much higher temperatures than conventional cells. 120°C vs 60, and can fast-charge at up to 100°C, Nissan says. This thermal stability lets the cell fast charge at the maximum rate all the way to almost 100 percent fully charged. Current EV batteries slow down charge rates significantly after it reaches about 80 per cent.

Maintaining its max charging capacity for more time (and at lower ambient temperatures) means faster charging in the real world and the ability to get more range in the same amount of time.

Higher thermal stability reduces battery cooling needs as well, helping to lower the cost of the pack outside of the cells themselves. ASSB cells can get rid of nickel and cobalt, instead using more readily available (and much cheaper) metals like sulphur and manganese. Cobalt is one of the more contentious metals used in EVs. Difficult to source, expensive, and resource-intensive, eliminating it is a key step in global EV adoption.

Using new materials like sulphur adds new risks, as does doubling energy density. So Nissan has added a host of new tests including one where they drive a large nail through the cell to make sure it remains stable and that no hydrogen sulphide gas is produced.

When asked if the end goal was to make an EV with more range or one with half the battery and the same range, Kazuhiro Doi, Corporate VP and Head of Nissan Research Center, said density, charge speed, and price targets are just milestones. "The final goal is to build a great EV," he said. "It will be a challenge indeed to delight the customers."

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