IMG_1570

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 2022 Toyota Mirai hydrogen fuel cell electric vehicle has gone decidedly upmarket, providing a cab-rearward stance and a new front fascia punctuated by aggressive hawk-like headlight lenses. The rear end is a little softer, but it is futuristic…just in a classier way. The Mirai now looks less like the psychedelic trip that is the old Mirai and more like the <a href="https://www.wheels.ca/vehicle-reviews/review-2021-lexus-ls-500-executive">Lexus LS</a> sedan with which it shares its TNGA-L platform.

Inside, it isn’t quite so ultra modern, thanks in no small part to the fact that while at 12.3-inches the central display isn’t small, it makes do with Toyota’s older infotainment interface, which has since been replaced in most models and not a moment too soon. The graphics aren’t that sharp, the colour palette is muted and it just isn’t all that fast or intuitive. At least it functions as a touchscreen display, saving users from having to rely on a joystick or – shudder – a touchpad.

<img class="aligncenter size-full wp-image-173885" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/IMG_3954.jpg" alt="2022 Toyota Mirai" width="2000" height="1333" />

<img class="aligncenter size-full wp-image-173883" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/IMG_3948.jpg" alt="2022 Toyota Mirai" width="2000" height="1333" />

You do, however, get a wireless charge pad, Apple CarPlay and Android Auto, standard 14-speaker JBL audio on both the XLE and Limited models (my tester was the latter), heated front seats (upgraded to heated and cooled on the Limited, which also gets heated rear seats), 8-way power driver’s seat, synthetic leather seating as well as a power heated steering wheel. It’s fully featured and this side of slightly more adjustable seats, it’s hard to expect much more at the sub-$55,000 price level. Unfortunately, upgrading to Limited spec will take you over 76 grand in Canada and while you do get niceties like a digital rear-view mirror, heads-up display and 20” wheels as opposed to the 19s seen on the XLE, that seems like a big price jump considering there are no mechanical differences between the two.

The infotainment display is one thing, but the other gripe I have with the Mirai is that big as it is, and even with all that presence, it’s just not that big inside. Though they’ve rearranged the alignment of the hydrogen storage tanks to carve out more space, they’ve also added a third tank and there is no pass-through door to the trunk so you can forget about hauling longer items. The back seats are snug for such a large vehicle and the front seats are comfortable and spacious enough, but you do have to contend with an enormous centre console. Now, they’ve put that space to good use with the charge pad, two cupholders, a tiny little dongle for a shift lever reminiscent of what’s seen in the Prius and a wide (if not that deep) storage bin, but you will feel…ensconced. This is one of the main issues when it comes to hydrogen power; you need to find a place to store all that hydrogen and you can only compress it so far without it becoming too unstable.

<img class="aligncenter size-full wp-image-173887" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/IMG_4113.jpg" alt="2022 Toyota Mirai" width="2000" height="1333" />

Toyota has, however, taken steps to further increase the safety of the Mirai’s fuel system by developing thinner-walled but stronger hydrogen fuel tanks, crafted from carbon-fibre reinforced plastic adding just that much more peace of mind.

Powertrain-wise, what we have here is a hydrogen fuel cell stack supplying electricity to an EV motor that drives the rear wheels through a 1-speed direct-drive transmission to the tune of 182 horsepower and 221 pound-feet of torque.

On paper the acceleration is modest, taking about 10 seconds to get from 0-100 km/h, but here’s the thing: the Mirai drives like an EV – well, it is an EV – meaning quick throttle response with no delay as we wait for the transmission and motors to get on the same page. So it feels much faster than the numbers suggest and most of all, it feels smoother. The Mirai is big, heavy car at almost 2,000 kilos, but the suspension has been tuned for both, a great ride, and the ability to move through corners without feeling too much like a porker, helped along by the RWD powertrain. It will even give you some fake engine sounds if you want but these sound kind of cheap, so I switched them off.

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Toyota claims 602 km on a full tank of hydrogen for the Limited, but I never saw more than 450 on a fill in pretty mild temperatures. Of course, we have to keep in mind that I was not the first driver of this vehicle and there is a memory so like all EVs, that’s an estimate based on prior learning. After my ranged drive, however, I had driven 10 km less range than predicted. That’s not a huge deviation, but it is too bad about the max range I was able to achieve.

<img class="aligncenter size-full wp-image-173880" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/IMG_1575.jpg" alt="2022 Toyota Mirai" width="2000" height="1333" />

At least I was able to earn that back quickly, however. Filling up with hydrogen takes about as long as it does to fill a tank of gas, and it’s all done in a similar fashion; In Vancouver, where I live, you pull up to one of the handful of gas stations that offer the service just as you would any gas pump. You swipe your card, punch in your email for a receipt and start to fill. You don’t even have to keep a hand on the nozzle; it locks itself in, and that’s that. Half a tank cost me about $33 and at the time, that was around $10 less than it would have cost me to fill half a tank on a gas car of similar size to the Mirai.

Which, I guess, is really where hydrogen power comes into its own. Many are asking “why not just go full-EV?” and that’s a fair point, but the amount of time saved over a BEV when it comes to filling – even with home charging – will be an attraction to some. As will the fact that the only emission produced while driving is…water.

Having to deal with a limited fill network (which will be growing; Quebec and BC have hydrogen fill stations and Ontario is about to get on board) is another thing, however, and that continues to be a big stumbling block for <a href="https://www.wheels.ca/news/fuel-cell-powered-honda-cr-v-to-be-produced-in-u-s">this segment</a>. If hydrogen does catch, though, Toyota’s got quite a hat in the ring with the Mirai.
<h3>2022 Toyota Mirai Limited</h3>
BODY STYLE: Four-door full-size sedan

DRIVE METHOD: rear EV motor, rear-wheel drive
ENGINE: 182 hp, 221 lb-ft of torque

RANGE (CLAIMED): 602 km
TRANSMISSION: 1-speed automatic

CARGO CAPACITY: 272 L

TOWING CAPACITY: N/A

Base MSRP: $76,750

WEBSITE: <a href="https://www.toyota.ca/toyota/en/vehicles/mirai/overview">Mirai</a>

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2022 Toyota Mirai FCEV Review

legacy (6 of 15)

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

The Subaru Legacy GT turns into a bit of a sports sedan for 2023 with a turbo-four and sharper suspension.

Remember the Subaru Legacy? Based on sales numbers that are a quarter of the model's highs and a third of just a few years back, we're not sure people do. Buyers have discovered the Outback instead, which is now doubling the Legacy's hot years and is a runaway hit. After a week in the Legacy Sport, we think that maybe it's time to give the sedan a second chance.

Subaru gave <a href="https://www.wheels.ca/reviews/first-drive-2023-subaru-outback">the Outback</a> a comprehensive refresh for 2023 and as its four-door sibling, the Legacy got most of the same stuff. A new nose freshens the car a little bit, it's also more pleasant than the odd foglight design the Outback has been given. New headlights, updates to the EyeSight driver assistance system, and the addition of full-screen wireless Android Auto are the ones that apply across the line, but there's one trim grade that got our attention.

GT trim, for the 2022 Subaru Legacy, meant nothing more than a few cosmetic changes. You didn't even get the turbo engine, instead, it was the 182 hp 2.5L flat-four that carries over in basic models this year.

<img class="aligncenter size-full wp-image-173814" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/legacy-2-of-15-scaled.jpg" alt="2023 Subaru Legacy GT" width="2560" height="1707" />

For 2023, Subaru remembered that it has a long history of building AWD sports sedans like the Legacy Spec.B and decided it was ready to have another go at it. Starting with the 2.4L turbocharged flat-four that is the same engine as the full-size Ascent and very closely related to the engine in the rally-special <a href="https://www.wheels.ca/reviews/2022-subaru-wrx-review">Subaru WRX</a>.

It makes 260 hp and 277 lb-ft of torque, about a dozen horses fewer than a WRX but about the same in torque. It also doesn't need premium gas (WRX does), but delivers the level of performance you expect to get when you cram the engine from the biggest vehicle in the lineup into a smaller sedan.

The Subaru Legacy GT won't give you a <a href="https://www.wheels.ca/reviews/2022-subaru-wrx-review">WRX-style</a> flat-four brap - Subaru kept the exhaust quiet on this one - but it will shove you forward into the scenery. The engine doesn't have a high redline, and it is burdened with a CVT, but it is peppy and makes all the right noises when you have your right foot down.

<img class="aligncenter size-full wp-image-173826" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/legacy-14-of-15-scaled.jpg" alt="2023 Subaru Legacy GT" width="2560" height="1707" />

Even the CVT, a gearbox type we normally can't stand, does a good job here. Subaru has given it the S# or Sport Sharp drive mode like the WRX and that comes with some excellent transmission tuning. In S# the CVT doesn't get to drone, instead, it rises very quickly into the power band and then stays there. The revs climb slowly, like you're pulling against a very long highway gear, but without the slow acceleration or lugging that normally comes with pulling against long gears.

In the regular mode, the CVT will do CVT things but you won't notice them in normal driving. In S#, this 'box is nearly as sharp as the WRX's.

To go with the big engine, the Subaru Legacy GT gets a firmer suspension. Subaru calls it "sport-tuned" which is normally marketing speak for "annoyingly stiff but still not a sports car." Here, it comes with Subaru's typical long-travel suspension comfort. The tuning lets the car roll a bit less and ensures it can stay better planted when the road goes up, down, and sideways. Crucially, it doesn't lose what makes Subarus ride so well. Like the WRX, it feels perfectly happy on a gravel road. Maybe a bit happier, because it's a bit softer. Call it more grown up.

GT trim comes with a set of perforated leather seats, too. The seats have all the big adjustments, plus a thigh bolster extension that helps tailor them for long and short-legged drivers. The seats are plush but still bolstered enough to give you support. The light grey contrast stitch is another part of the package and helps the GT feel just a bit more special.

<img class="aligncenter size-full wp-image-173823" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/legacy-11-of-15-scaled.jpg" alt="2023 Subaru Legacy GT" width="2560" height="1707" />

<img class="aligncenter size-full wp-image-173821" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/legacy-9-of-15-scaled.jpg" alt="2023 Subaru Legacy GT" width="2560" height="1707" />

The Legacy gets a big and comfy cabin. That sounds obvious when you're talking about a full-size sedan, but these days many sedans trade style for practicality and cut into the passenger space with low rooflines and sleek pillars. Not so for Subaru.

Every Legacy gets an 11.6-inch screen with a portrait-style layout. A band at the top can scroll between multiple pages of information like steering angle, fuel economy, and the weather forecast. The driver can pick through about a dozen different offerings. At the bottom, controls for the HVAC system are always on display including buttons for seat heating and ventilation.

Most of the screen space is taken up by the navigation system's map or by the now (nearly) full-screen Android Auto and Apple CarPlay display.

This is largely the same system as last year, minus the changes to allow wireless phone connections. Like last year (and the same screen in other Subarus) it has more lag than we would like to see in a modern infotainment system. That especially applies to making changes to the seat heating, where you'll need to wait a few moments if you want to, say, go from off to the lowest level. Subaru has also gone with very large icons and fonts on the system, which makes it look more low-resolution than it is. A bit more flash here would be welcome.

<img class="aligncenter size-full wp-image-173817" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/legacy-5-of-15-scaled.jpg" alt="2023 Subaru Legacy GT" width="2560" height="1730" />

Subaru includes its EyeSight system of driver aids as standard equipment across the board, but there are still some bits reserved for higher-spec cars. Adaptive cruise, lane keeping, and auto high beams are all in the standard kit. Subaru's DriverFocus Distraction Mitigation System is only on Limited and GT. The system does a great job watching the driver to make sure they're focused on the road and not their phone, sounding a warning if you look away for too long. The facial recognition system can also store multiple driver profiles, linking radio presets and other features to your facial scan.

Apart from the fun-to-drive GT trim, the biggest difference between Legacy and Outback is in the back. The Legacy's trunk holds 428L of cargo, with a split-fold rear bench to help you fit even longer items. Of course, it can't manage to cram as much as the wagon (sorry, SUV) sibling, but it's still got plenty of space.

The trade-off is about 100 kg of curb weight, enough for you to notice in the ride and handling. The lighter car is more agile, boosted by that new suspension. It's also better on fuel, managing 10.1 and 7.5 L/100 km city/highway to Outback's 10.6/8.1. The non-turbo cars have about the same gap but a much thriftier figure overall: 8.7/6.7 city/highway for Legacy. In our driving, we saw mid 8's, much better than our last Outback outing.

<img class="aligncenter size-full wp-image-173815" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/legacy-3-of-15-scaled.jpg" alt="2023 Subaru Legacy GT" width="2560" height="1707" />

Legacy used to offer a much more appealing starting price, too, but that's gone for 2023. Not because the Legacy's prices have climbed, but because the number of trim levels has shrunk. The entry-spec 2023 Subaru Legacy is the Touring grade, which gets you loads of equipment like heated seats and wheel, the big screen, and steering-responsive LED headlights.

The starter Outback is the Convenience trim, which does without the large screen (it gets two 7.0-inch displays), has steel wheels instead of alloys, no wireless charger, and single-zone climate control for nearly the same money.

There are six different Outbacks plus the Wilderness. There are now just three Legacy grades, Limited, Touring, and GT. The first two get the 182 hp 2.5L flat-four and GT has the turbo.

<img class="aligncenter size-full wp-image-173820" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/legacy-8-of-15-scaled.jpg" alt="2023 Subaru Legacy GT" width="2560" height="1707" />

Subaru's changes to the Legacy line for 2023 have made small but significant improvements to one of the last large sedans on the market. The GT trim, though, is the best part of the new package. Offering a spiritual successor to the Legacy Spec.B, it is a grown-up WRX that gives you something to move up to when the family (and maybe your comfort tolerance) outgrows that compact rally special.

Even against disappearing competition, just being there is not enough to convince many buyers. The 2023 Subaru Legacy makes that very clear by not just showing up, but by staying fresh and leaning into what makes sedans so great. And unless maximum cargo space is your primary need in a vehicle we always prefer a sedan to a crossover.

&nbsp;
<h3>2023 Subaru Legacy GT</h3>
BODY STYLE: four-door large sedan
CONFIGURATION: Front-engine/all-wheel drive
ENGINE: 2.4-L turbocharged flat-4; Power: 260 hp @ 5,600 rpm; Torque: 277 lb-ft @ 2,000-4,800 rpm
TRANSMISSION: CVT Automatic

CARGO CAPACITY: 428 litres

FUEL ECONOMY: (Regular Gasoline in L/100 km) 10.1 city; 7.5 highway

OBSERVED FUEL ECONOMY: (L/100km) 8.5 combined

PRICE: $32,995 (base Touring); $41,995 (as-tested)

2023 Subaru Legacy GT Review

2022 Volvo S90 001

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

Full-size luxury sedans are a dying breed, especially if you’re not Audi, BMW and Mercedes-Benz. Take Volvo’s S90 for example: in 2021 alone, only 184 examples were sold in Canada. By comparison, Mercedes sold almost three times as many S-Classes.

But none of that seems to bother Volvo because, for the 2022 model year, it brought a slew of updates to its extra long and extra luxurious sedan, allowing it to be as weird and quirky as ever.

More power, more range and more efficient

Mind you, comparing the S90 to an S-Class, a 7 Series, or an A8 is unfair, since Volvo’s flagship doesn’t even live in the same price bracket. My tester, a fully loaded Ultimate model, topped out at $83,800. That’s a full $45,000 under an entry level S-Class. Even the “affordable” Genesis G90 costs $30,000 more than this S90.

The major change for the entire S90 lineup is the way its drivetrain options are now set up. The base engine, the T6, is now called the B6 due to the integration of a new mild hybrid setup.

<img class="aligncenter size-full wp-image-172570" src="https://wordpress.wheels.ca/wp-content/uploads/2022/10/2022-Volvo-S90-recharge-engine.jpg" alt="2022 Volvo S90" width="2000" height="1123" />

This one, the old plug-in T8, is now called the Recharge thanks to an all-new battery and significant updates to its software. Internally called 3-Layer at Volvo, it now incorporates an 18.7 kWh (14.8 kWh usable) battery, a considerable upgrade versus the previous 11.6 kWh (9.1 kWh usable) setup. This allows the tiny electric motor that’s sitting on the S90’s rear axle to pump out 142 horsepower versus 87 horsepower in the old setup.

The result is a net increase in total combined output, jumping from 400 to 455 horsepower and 472 to 523 lb-ft. Fully electric range was also significantly increased from 34 to a much more compelling 60 km.

Volvo integrated its Google-based infotainment system that it now uses in all its cars. The S90 also gets some slight cabin tweaks, notably in the digital instrument cluster where everything was simplified for a less cluttered look and feel. Only a keen eye will notice the slightly redesigned grille and bumper design.

At the heart of it all, there’s the same turbocharged and supercharged 2.0-litre four-cylinder engine. It’s mated to an eight-speed automatic transmission that channels its power to front wheels. All-wheel drive is possible thanks to that rear electric motor. This means that when the S90 is running on pure electricity, it becomes rear-wheel drive.

Smoother transitions, still immensely comfortable and smooth

One of my main complaints about Volvo’s previous T8 plug-in hybrid drivetrain, was how rough the transitions between gasoline and electric could be at times, with an annoying clunk that was felt in the drivetrain when the four-cylinder would activate as well as observable delays in the transmission when asking for power.

Volvo seems to have corrected most of these flaws. Once that battery runs out of juice, it’s almost impossible to notice when you’ve started consuming petrol.

When running full boil, the entire hybrid setup puts down impressive power and torque, allowing the S90 to pick up quickly with utmost finesse, albeit some delays before it all happens.

But don’t expect the adrenaline rush of, say, a comparable German sedan. Volvo would rather you remain as stress-free as possible in the S90. This means it accelerates like a magic carpet, with very little drama and engagement with the drivetrain. It’s just fast without being exhilarating.

As a matter of fact, the S90’s charm doesn’t come from the fact that it puts down bigger power numbers than a V8-powered Ford Mustang GT, but rather in its ability to burn no gasoline at all. Being a plug-in hybrid means replenishing its battery takes only a few hours on a Level 2, 240-volt charger. Heck, you can even plug it into a standard power outlet if no charger is available. That should take you about 10 hours for a full charge.

Premium interior, but never as classy as the competition

Although it’s been on the market for five years now, the S90 remains a highly luxurious machine. Seat comfort – in typical Volvo fashion – is its best asset thanks to fantastic lumbar and head support and a full plethora of adjustability and massaging features.

<img class="aligncenter size-full wp-image-172572" src="https://wordpress.wheels.ca/wp-content/uploads/2022/10/2022-Volvo-S90-recharge-interior.jpg" alt="2022 Volvo S90 Recharge" width="2000" height="1125" />

Material quality and build quality are all second to none in this Swedish-inspired sedan, and the Harman Kardon premium audio system, with central tweeter installed on the dashboard sounds epic, all while adequately decorating the door cards. Volvo’s signature glass shifter remains a pleasing touch.

In the back, this long wheelbase sedan yields an overabundance of leg and head room, as well as seats that are just as comfortable and supportive as in the front. Unfortunately, there’s just not as much technology and features back there as in other full-size luxury sedans. Volvo also misses the mark in terms of storage solutions, with a center storage compartment that’s all but useless. The absence of a wireless phone charger in a near $84,000 luxury machine is inexcusable.

<img class="aligncenter size-full wp-image-172571" src="https://wordpress.wheels.ca/wp-content/uploads/2022/10/2022-Volvo-S90-recharge-gauges.jpg" alt="2022 Volvo S90 Recharge" width="2000" height="1123" />

With such poor sales on Canadian soil, one can wonder if Volvo will persist to offer a next-generation S90 in our market. One thing’s for certain, a new S90 is in fact coming as Volvo is on the verge of unveiling a next-generation flagship SUV called the EX90, which, like it does now, will eventually share its platform and drivetrain with a next-generation full-size sedan. Except this time around, it’ll be fully electric. Perhaps this is what the Volvo S90 will need to finally be taken seriously by full-size luxury sedan buyers.

2022 Volvo S90 Recharge Ultimate

BODY STYLE: Full-size luxury sedan

CONFIGURATION: Front-engine, all-wheel drive

ENGINE: Plug-in hybrid turbocharged and supercharged 2.0L I4 (455 horsepower @ 6,000 r.p.m. / 523 lb-ft @ 2,200 r.p.m.).

TRANSMISSION: Eight-speed automatic

FUEL ECONOMY: 8.5L/100 km (city) / 7.6L/100 (highway) / 8.1L/100 km (combined).

OBSERVED FUEL ECONOMY: 7.8L/100 km

CARGO CAPACITY 382 liters

PRICE: $83,800 (as tested)

WEBSITE: <a href="https://www.volvocars.com/fr-ca/choose-offer/review?model=s90-hybrid&amp;postcode=H3G+1E7&amp;taxTerritory=CA-QC&amp;token=1407602548446156994">Volvo</a>
The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

Review: 2022 Volvo S90 Recharge Ultimate

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

2022 Subaru WRX_front 3-4 profile

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

I realize and accept that electrification is the future of the auto industry. We’re crossing the Rubicon and we’re not turning back. It’s not a matter of ‘if’ anymore, but when.

Having driven a bunch of EVs over the past year, I mostly welcome their growing numbers. Their benefits are obvious, and I’m convinced the teething problems (range, cost, charging infrastructure) associated with their mass adoption will be solved in time.

But, as I was reminded in Kingston last week, sometimes there’s no substitute for a rip-snortin’, turbocharged, AWD gravel-tosser that runs on dead dinosaur juice. If you just want to feel alive, these cars are the true magic elixir. This is what I felt while flinging the 2022 WRX over what some referred to as ‘soft roads’ (dirt, gravel and mud) in the hinterland north of Kingston. But I’ll get to that.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/IMG_E8412.jpg"><img class="alignnone size-full wp-image-169198" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/IMG_E8412.jpg" alt="2022 Subaru WRX" width="1920" height="1080" /></a>

First, here’s what you need to know about the 2022 WRX.

I’ll begin by confirming that the range topping STI is dead. When I reviewed the outgoing <a href="https://www.wheels.ca/vehicle-reviews/review-2021-subaru-wrx-sti">2021 STI last fall</a> I was convinced a next-gen model was coming, but it was not to be.

Why? Electrification. A Subaru Canada rep told me in Kingston that the STI nameplate isn’t necessarily dead, but a purely gas-powered version is. Does this mean an STI EV is in our future? Maybe.

As for the present, the 2022 WRX is the second stand-alone generation and fifth gen overall if the Impreza-based models are included. Unlike the previous model, the new VB gen is built on the Subaru Global Platform.

The new car benefits from platform enhancements that have produced the stiffest and strongest body structure to date. Torsional rigidity for the 2022 WRX is up 28 percent compared to the outgoing VA model, while front lateral flexural rigidity is up 14 percent. The ’22 also benefits from the use of more structural adhesive and cross-section foam for reduced cabin noise.

Suspension changes include revised geometry for better handling on rough roads. Elsewhere, the rear stabilizer is mounted directly to the body for better stability and ride comfort, with reduced body roll, noise, vibration, and harshness.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/2022-Subaru-WRX_engine-compartment.jpg"><img class="alignnone size-full wp-image-169193" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/2022-Subaru-WRX_engine-compartment.jpg" alt="2022 Subaru WRX" width="1920" height="1080" /></a>

As for the engine, the 2.0-litre turbocharged horizontally opposed four-cylinder has been replaced by a bigger 2.4-litre turbocharged horizontally opposed four-cylinder, but overall output hasn’t changed much. The 2.4 provides a small bump to 271 horsepower (up from 268), while torque remains the same at 258 lb-ft. Subaru claims a flatter torque curve for the 2.4 but based on their own data, peak torque arrives at the same point (2,000 rpm) in the rev range for both engines and has the same top-end figure (5,200 rpm).

In terms of transmissions, there are two: a six-speed manual with improved gear machining and optimized ratios, and a new CVT known as the Subaru Performance Transmission (SPT). The SPT offers variable torque distribution through the centre differential, shifting the front / rear torque split from 45 / 55 in normal conditions to 50 / 50 in bad weather or when road conditions deteriorate. Subaru also claims the SPT has 30 percent faster upshifts and 50 percent faster downshifts than the old CVT.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/2022-Subaru-WRX_side-profile-1.jpg"><img class="alignnone size-full wp-image-169208" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/2022-Subaru-WRX_side-profile-1.jpg" alt="2022 Subaru WRX" width="1920" height="1080" /></a>

From a design standpoint, the WRX bears a strong resemblance to the VIZIV Performance Concept Subaru unveiled in 2017. The production car’s shape isn’t quite as sleek and dramatic as the concept, but some elements, such as the front grille / headlight / air intake design, are like those of the concept.

On the inside, the new WRX sports a revised interior with more shoulder room between occupants in both front and rear seats, along with a redesigned centre console and a new infotainment system.

As for spaciousness and comfort, the longer wheelbase (+25 mm), has created more space for rear seat passengers while redesigned seats deliver better comfort for both normal and performance driving situations. The multimedia system has also been overhauled, with an 11.6-inch vertical display found in other Subarus now available as an option for the WRX. The standard set-up is a dual seven-inch display with wired Apple CarPlay and Android Auto standard on both systems.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/2022-Subaru-WRX_dashboard_centre-console.jpg"><img class="alignnone size-full wp-image-169195" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/2022-Subaru-WRX_dashboard_centre-console.jpg" alt="2022 Subaru WRX" width="1920" height="1080" /></a>

With that out of the way, it’s time to answer the most important question— what is the WRX like to drive?

It’s an absolute blast.

The drive route Subaru took our assembled group of auto journos on featured a lot of rough, two-lane country roads (several of which are in desperate need of repair) and undulating dirt and gravel roads.

I’ll cut to the chase – this car is made for the loose stuff. But it’s fine on tarmac, too – rotates nicely through corners, with responsive steering, positive weight balance and good mid-range acceleration thanks to lots of useable torque—what you’d expect from a WRX, in other words.

But it’s a whole other game once you turn off bumpy county asphalt and onto a combination of loose gravel and hard-packed dirt and mud. These “soft-roads” is where, if you’re not careful, you’ll start thinking you’re in a rally stage in a WRC event!

I resisted the urge to go full Colin McRae but did manage to swing the rear out a few times while taking a few sweeping turns and matting the throttle after a brief stop or two before gathering it back up. In this environment, which included blasting through a few large puddles because it rained heavily during the drive, the WRX delivers the most joy.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/IMG_E8408.jpg"><img class="alignnone size-full wp-image-169199" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/IMG_E8408.jpg" alt="2022 Subaru WRX" width="1920" height="1080" /></a>

The exhaust penetrates the cabin just enough, the supportive seats hold the driver just right, and the clutch and shifter make precision up or downshifting a breeze. Honestly, most of the dirt roads were set it and forget it in third gear, so I didn’t need to shift all that much, but it worked well when I did. As for traction on loose surfaces in wet conditions, my tester’s grip level felt consistently good throughout. Certainly, trouble awaits if pushed too hard, but if one drives to the conditions, the WRX’s handling is secure.

So that’s the manual. I also drove a SPT-equipped model in a short 30-minute loop around Kingston. The car felt quick, and the transmission is more responsive than other Subaru CVTs I’ve experienced.

The 2022 WRX is an impressive machine. It’s not much more powerful than its predecessor, nor does its looks set one’s heart ablaze, and there’s no STI. But taken together, the many improvements Subaru have made make for a more compelling package overall, and with a pricing structure that’s still a performance car bargain.

Bottom line, this is likely the last pure gas-powered WRX. We should enjoy it while it lasts.
The writer attended this media drive as a guest of the automaker. Content and vehicle evaluations were not subject to approval.
2022 Subaru WRX

BODY STYLE: compact performance sedan
DRIVE METHOD: Front-engine, all-wheel-drive, 6-speed manual / Subaru Performance Transmission (CVT)
ENGINE: 2.4-litre turbocharged horizontally opposed four-cylinder (271 hp / 258 lb-ft.)
FUEL ECONOMY: (Premium 91+) 12.3 / 9.0 / 10.8 L / 100 km city / highway / combined (6-speed manual)
CARGO VOLUME: 354 litres (12.5 cu ft.) 
PRICE: $30,995 base, excluding freight and taxes
WEBSITE: <a href="http://www.subaru.ca">www.subaru.ca</a>

2022 Subaru WRX First Drive

2015 Mercedes-Benz C-Class

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

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

Buying Used: 2015-2021 Mercedes-Benz C-Class

wh-EVPolicing-Main-April2

As elected officials are often known to do, Bridgewater, N.S., Mayor David Mitchell recently took to Twitter to share some exciting news. In mid February, he posted that the town had approved the purchase of a new police vehicle.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/wh-EVPolicing-Tweet-April2.jpg"><img class="alignnone size-full wp-image-167007" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/wh-EVPolicing-Tweet-April2.jpg" alt="EV Policing Tweet" width="597" height="453" /></a>

While that seems rather mundane, it’s not as ho-hum as it sounds. That’s because what the town agreed to purchase was a fully electric Tesla Model 3.

The decision by the community of just under 9,000 people, located west of Halifax in Lunenburg Co., meant that it became one of the first police forces in Canada to buy an electric vehicle specifically for patrolling. While the Vancouver Police Department has been using a fleet of Ford Focus EVs since 2018, they operate as unmarked vehicles for undercover detective work and not regular patrols.

Going with an electric vehicle is consistent with the overall goals of Bridgewater to increase its sustainable practices, Mitchell said. But the decision came only after it was concluded that any electric vehicle used for policing would still meet the same basic performance and capability requirements of its current fleet of five Dodge Durango Interceptors.

Mitchell said selecting the Tesla Model 3 Long Range came after a two-year search process where the town looked at what EV options are available and how they are performing as a police vehicle where already is use.

“Before the Model 3 had any tried and tested police use, there were no EVs out there that would have been suitable,” said Mitchell. “The Chevy Bolt was too small, and we needed something with all-wheel drive, so the Hyundai Kona, for example, wasn’t suitable either.”

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/wh-EVPolicing-Tesla-April2.png"><img class="alignnone size-full wp-image-167008" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/wh-EVPolicing-Tesla-April2.png" alt="EV Policing Tesla" width="1249" height="549" /></a>

The vehicle cost $72,000, about $10,000 more than what was being paid for the Durango. The price tag does not include the cost of converting the vehicle for police use, but that cost would also have been incurred had they decided to purchase another Dodge.

Despite the premium, Mitchell said that based on its estimates, the town will save $5,000 to $6,000 per year, mainly due to the cost of gas, with the switch. This Tesla Model 3 has a battery range of 576 kilometres, and Mitchell said it should be patrolling Bridgewater’s streets this month, driving about 150 kilometres per day. Bridgewater is just under 14-square-kilometres in size.

At present, Telsa does not offer a specific Model 3 police vehicle, but the automaker did design a customized vehicle as part of a policing experiment in the United Kingdom. Model 3s have also been purchased and custom fitted by other smaller police services in the U.S., such as those is Westport, Conn., and Bagersville, Ind.

While the Model 3 has drawn praise from the police departments using them, it isn’t the only EV currently being evaluated.

Like Tesla’s initiatives in the U.K., Ford recently customized a Mustang Mach-e and then submitted it for consideration in the Michigan State Police 2022 Model Year Police Evaluation program. It took place in September 2021, and the Mach-e passed the program, making it the first EV to do so. It was a significant milestone as the Michigan State Police is one of only two police departments in the U.S. to annually review vehicles for police suitability. Its results are then shared and often used by other police agencies to assist in their purchasing decisions.

Proof of this came at the end of December, when the New York City Police Department announced it was purchasing 184 Ford Mustang Mach-e vehicles as part of its fleet renewal program. It also announced that it would purchase 250 Tesla Model 3s. This might be the watershed moment that will lead other police agencies to consider implementing EVs into their fleets. All EV purchases for policing today have involved stock vehicles that need to be adapted for use.

For a long time, Ford has offered a dedicated police interceptor model, which is currently derived from its Ford Explorer. When asked if it was considering a Mustang Mach-e variant of the interceptor, a spokesperson was non-committal.

“Law enforcement demand for all-electric vehicles is growing worldwide,” said Megan Joakim, communications manager at Ford Canada. “Ford is exploring all-electric, purpose-built law enforcement vehicles as part of its more than $30 billion investment in electrification through 2025, however, we have no additional news to share about future electric police vehicles at this time.”

Joakim said that Ford has released a police modifier bulletin which provides an overview of the electrical system of the Mustang Mach-E and included recommendations on which model to choose, as well as advice on installing aftermarket accessories including auxiliary lighting, radios and computer equipment.

The Mach-e has drawn interest among Canadian police departments. In Repentigny, Que., a suburb of Montreal, police recently began a six-month trial using a customized Ford Mustang Mach-e in its regular operations.

“We are extremely proud to have walked the talk, not only on the environment by reducing our ecological footprint, but also by demonstrating our desire to take care of our employees and ensure their health and safety” said Repentigny Mayor Nicolas Dufour in a release to announce the project. The Mach-e was modified by Cyberkar Systems of Trebonne, Que., which has experience in converting stock vehicles for policing.

Testing EVs
<ul>
 	<li>Peel Regional Police announced in February that it is conduct tests and trials to ensure that EVs would be suitable for its use. The force’s fleet already includes the Ford Interceptor Hybrid Utility.</li>
 	<li>In Toronto, where the city has committed to reducing greenhouse gas emissions by 65 per cent by 2030, the police service began testing hybrid versions of the Ford Interceptor Utility in 2021.</li>
</ul>

Greening the blue

2021_Toyota_Camry_XSE front

Back when full-sized American cars roamed the continent, the Chevrolet Impala was the T-Rex of the leaded-gas era, dominating the market with more than one million units sold in 1965 alone.

It’s a record that still stands today. Surprisingly, an American-branded sedan hasn’t ruled the sales charts since the Ford Taurus relinquished its best-selling crown to the Toyota Camry in 1997.

The Camry has been America’s sweetheart ever since – except in 2001 when the Honda Accord topped the chart for one year. (By comparison, Honda’s Civic has been Canada’s favourite car for the past 24 years.)

Starting with its first boxy, front-wheel-drive Camry in 1982, Toyota proved it could build models for North American tastes, and even have fun with the language: Camry is an anagram of “my car.”

The eighth generation of Toyota’s midsize family sedan rolled out of its Georgetown, Kentucky, plant in June 2017. Unlike the unambitious styling that graced earlier Camrys, the 2018 four-door looked longer, lower and wider, giving it a sleeker profile unlike any Camry that preceded it.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/03/2018_Toyota_Camry_XSE-interior-scaled.jpg"><img class="alignnone size-full wp-image-165829" src="https://wordpress.wheels.ca/wp-content/uploads/2022/03/2018_Toyota_Camry_XSE-interior-scaled.jpg" alt="2018 Toyota Camry" width="2560" height="1592" /></a>

Thank company boss Akio Toyoda for his newfound interest in building unboring cars. In the Camry, that meant replacing the previous rear-strut suspension with a double-wishbone setup that, combined with the rigid TNGA platform, was key to making the Camry a better driver’s car. The five-centimetre-longer wheelbase also provided generous rear-seat legroom and knee clearance.

The cabin’s asymmetrical dashboard features a wavelike element and triangular centre stack that angles toward the driver, while the dash curves away from the passenger to create a sense of spaciousness. Higher trims get soft-touch plastics and attractive graining, and designers finally added some colour to the interior palette instead of sticking with industrial black.

Toyota’s Entune 3.0 infotainment system features a standard app-based navigation system, which works through a connected Apple or Android phone with the Scout app to provide turn-by-turn directions just like a factory nav system. The downside is Entune didn’t support Apple CarPlay or Android Auto at the outset. And customers found it buggy

“Their Entune system is almost pre-historic,” wrote one unhappy Camry owner in a post. “It disengages while driving and when it’s parked. I am constantly reloading the apps on my phone and then have to reload the apps to the system. It takes 20-25 minutes each time.”

Powering the Camry are two new, but familiar, engines. The 2.5-litre four-cylinder has a longer stroke and a higher compression ratio than before, and it boasts direct-and-port-injected fuel delivery to combat carbon deposits. There’s 203 horsepower and 184 lb-ft of torque on tap, or 206/186 with quad exhaust. A 176 hp version of the same engine pairs with a synchronous AC electric motor/generator, rated at 118 hp and 149 lb-ft of torque, in the Camry Hybrid for a combined output of 208 hp.

Optional is an all-new 3.5-litre V6, this time making 301 horsepower and 267 lb-ft of torque. Both engines work with a new eight-speed conventional automatic transmission, while the hybrid makes do with a sophisticated continuously variable (CVT) automatic.

Toyota upped its safety content with standard forward-collision warning with pedestrian detection and automated braking, adaptive cruise control, lane-departure warning with steering assist and no less than 10 airbags. Blind-spot monitoring and rear cross-traffic alert with automatic braking is available. The Camry passes the requisite crash testing with five stars across the board.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/03/2018_Toyota_Camry_XSE-rear-scaled.jpg"><img class="alignnone size-full wp-image-165828" src="https://wordpress.wheels.ca/wp-content/uploads/2022/03/2018_Toyota_Camry_XSE-rear-scaled.jpg" alt="2018 Toyota Camry" width="2560" height="1707" /></a>

In terms of updates in subsequent model years, Apple CarPlay was added to Entune in 2019, while Android Auto came on board in 2020 models. Also added that year was optional all-wheel drive, but solely with the four-cylinder engine. Also new was a performance-oriented V6 outfitted by Toyota Racing Development (TRD), complete with retuned dampers supported by stiffer springs that lower the ride height, along with beefier anti-roll bars, chassis bracing, a TRD-specific exhaust system and lightweight wheels. An aerodynamic body kit and cabin dressed in racy red complete the look.

For 2021 the Camry received revised styling up front, along with new paint colours and alloy wheels. Inside, there’s new touchscreens that measure either seven or nine inches, as well as enhanced driver assists, including technology that better recognizes pedestrians and cyclists.

The latest generation Camry actually is a nice driving automobile. Its four-cylinder engine is the most powerful naturally aspirated four in the segment, and its additional output is evident. Zero to 97 km/h comes up in 7.3 seconds – decent performance for a mid-sizer saddled with a four banger. The hybrid model is no less energetic.

The Camry’s V6 – now a rarity in the thinning family sedan segment – beats many competitors’ turbocharged fours. Highway velocity comes up in 5.8 seconds and the acceleration is not marred by torque steer. The velvety eight-speed automatic transmission kicks down willingly most of the time. The drivetrain is so smooth and unruffled that it’s easy to see why the same hardware underpins the Lexus ES sedan.

The TNGA chassis is remarkably solid and resists body roll admirably, providing a newfound poise that was missing in action in previous Camrys. There’s not a hint of harshness in the ride; bumps in the road surface, whether large or small, are damped well overall. The electric steering provides weight that builds nicely as you turn the wheel. Unfortunately, the Camry isn’t a serenely quiet car – the engine is buzzy under acceleration and there’s noticeable wind and road noise on the highway.

Fuel efficiency is a hot topic these days and the Camry’s new engines make strides towards better numbers. In a major magazine road test on a mix of streets and highways, the V6 averaged 9.7 litres/100 km (29 m.p.g.), the four-cylinder returned 7.2 L/100 km (39 m.p.g.) and the gas-electric hybrid exceeded 5.7 L/100 km (50 m.p.g.) in real-world conditions.
<h3>OWNERS TALK RELIABILITY</h3>
One of the primary reasons the Camry sells so well is that this unassuming sedan helped establish Toyota’s reputation for reliability over the past four decades. It’s no wonder that so many of them rack up half a million kilometres or more working as taxicabs. The latest iteration promises more of the same bulletproof reliability, although there are a few reoccurring issues used-car buyers should be aware of.

“Transmission shifts absolutely terrible (and) hunts for gears constantly. The vehicle hesitates for more than a couple seconds sometimes when merging on the freeway, making it dangerous,” one owner posted online, sharing an observation about the eight-speed automatic others have noted, too.

That hesitation experienced in some 2018-2019 four-cylinder Camrys, typically while accelerating from a slow roll or rolling stop, may be traced to the Engine Control Module logic that can be modified to reduce the potential for hesitation as described in technical service bulletin <a href="https://static.nhtsa.gov/odi/tsbs/2020/MC-10173797-9999.pdf">T-SB-0152-19</a>.

In an important recall involving the brake vacuum pump, 2018-2019 Camrys could lose power braking if certain pump components prematurely wear out (although unassisted braking will still be functional). A cap inside the pump can become stuck between the vane and the pump housing, potentially preventing the vacuum pump from supplying vacuum to the brake booster.

In another recall involving 2018-2020 Camrys, fuel pumps are being replaced because their impellers may crack and absorb fuel. This can deform the impeller and cause the engine to stall. The automaker had received more than 2,500 fuel pump warranty claims.

In addition, a few owners have noted their power steering started working intermittently while driving. Repairs may require replacing the gear assembly and the electric motor and steering shaft assembly – an expensive fix post-warranty.

Owners of 2020-2021 models have experienced a rash of prematurely dead batteries. <a href="https://static.nhtsa.gov/odi/tsbs/2020/MC-10181782-9999.pdf">T-SB-0095-20</a> prescribes a DCM reset and firmware update to address a recent software update that may have drained the battery with numerous incomplete ignition starts.

If that’s a lot of problems for a much-hyped dependable Toyota, know that the Camry sells in the hundreds of thousands every year, so any issues are well documented online. The reality is this newest generation Camry took some risks that made for a thoroughly more engaging car. If you’re looking for a more reliable example, the Camry Hybrid comes highly recommended.

The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

Buying Used: 2018-2021 Toyota Camry

2020 Dodge Charger Widebodys Makse - 28

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

SRT has been offering their tuned versions of the Dodge Charger in recent model years, with powerful V8s, corner carving suspensions, and a whole lot of attitude. 2020 marks the first time this four door family sedan is available with muscular bodywork that matches the athleticism of the engines. These Widebodys are three-and-a-half inches wider than the standard Charger and underneath that bodywork there is a wider wheel and tire package, and a completely reworked chassis.

For 2020, you still have your choice of either Hellcat or Scat Pack versions. The Hellcat obviously refers to the 6.2 litre supercharged HEMI V8, which produces 707 horsepower and 650 pounds of torque. (Don’t forget that Dodge calls this the <a href="https://www.wheels.ca/car-reviews/review-2019-dodge-challenger-srt-hellcat-redeye/">low output version</a> of this engine.)

The Scat Pack uses the 6.4 litre - or 392 cubic inches -  HEMI V8 which makes 485 horsepower and 475 pounds of torque. Still massively impressive numbers and by the way it looks and drives, you won’t often miss the extra 200 or so horsepower of the Hellcat.

There is one special edition available for the 2020 model year, the SRT Hellcat Widebody Daytona 50th Anniversary and along with unique trim – and it looks brilliant in exclusive B5 Blue – it gets a little bump in power to 717 horses. The Daytona is limited to just 501 units.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/2020-Dodge-Charger-Widebodys-Makse-3.jpg"><img class="alignnone size-full wp-image-144101" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/2020-Dodge-Charger-Widebodys-Makse-3.jpg" alt="2020 Dodge Charger Widebody Hellcat and Scat Pack" width="1280" height="960" /></a>

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/2020-Dodge-Charger-Widebodys-Makse-1.jpg"><img class="alignnone size-full wp-image-144102" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/2020-Dodge-Charger-Widebodys-Makse-1.jpg" alt="2020 Dodge Charger Widebody Hellcat and Scat Pack" width="1280" height="914" /></a>

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/2020-Dodge-Charger-Widebodys-Makse-2.jpg"><img class="alignnone size-full wp-image-144103" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/2020-Dodge-Charger-Widebodys-Makse-2.jpg" alt="2020 Dodge Charger Widebody Hellcat and Scat Pack" width="1280" height="914" /></a>

The Hellcat and Scat Pack both use eight speed automatics that are geared identically. The main difference is that the 8HP90 of the Hellcat is a bit stronger to withstand all of the engine’s torque. Both use limited slip diffs, however, the Scat Pack uses a 3.09 rear axle and the Hellcat has a 2.62.

As for the numbers, according to Dodge, the Hellcat does zero to sixty in 3.6 seconds, the quarter in a tick under 11 seconds and tops out at 315 km/h. The Scat Pack is not much slower, certainly in the real world and maybe only on the drag strip would you notice a difference. Zero to sixty in 4.3 and it’ll do the quarter in twelve point four.

<iframe src="https://www.youtube.com/embed/o8HstP2zPHk" width="560" height="315" frameborder="0" allowfullscreen="allowfullscreen"></iframe>

There is also a new electric power steering system with three modes of assist, which are tied to the different drive modes or can also be driver selectable with a custom drive mode. That works great for me, because I generally go for more assist.

The base Scat Pack gets four-piston Brembo calipers clamping one-piece vented rotors all around, with 360 mm rotors in front and 350mm in the rear.

Optional on Scat Pack and standard on Hellcat Widebody is the biggest brake set up you can get on a Charger. Here, Dodge uses a six-piston Brembo caliper with a massive, pizza-sized 390 mm rotor in front. Hellcat Widebody has the same four-piston Brembo and one-piece rotor in back as Scat Pack.

Mark Trostle, Head of Design for Dodge and SRT, told us what went into transforming Dodge’s big sedan into a Widebody.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/2020-Dodge-Charger-Widebodys-Makse-4.jpg"><img class="alignnone size-full wp-image-144105" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/2020-Dodge-Charger-Widebodys-Makse-4.jpg" alt="2020 Dodge Charger Widebody Hellcat and Scat Pack" width="1280" height="960" /></a>

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/2020-Dodge-Charger-Widebodys-Makse-25.jpg"><img class="alignnone size-full wp-image-144106" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/2020-Dodge-Charger-Widebodys-Makse-25.jpg" alt="2020 Dodge Charger Widebody Hellcat and Scat Pack" width="1280" height="853" /></a>

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/2020-Dodge-Charger-Widebodys-Makse-7.jpg"><img class="alignnone size-full wp-image-144107" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/2020-Dodge-Charger-Widebodys-Makse-7.jpg" alt="2020 Dodge Charger Widebody Hellcat and Scat Pack" width="1280" height="960" /></a>

“What we've done is, take a little bit of the influence from the Challenger Widebody and Demon that we've had, added three and a half inches of width to the vehicle with some new flares and a new front fascia,” Trostle said. “The flares actually integrate into the fascia and that allowed us to change the expression of it a little bit further. You see the mail slot grille really played up the size of the openings of the lower mouth, the outboard air intakes as well. Everything is functional on the front end, but of course, we also wanted to make sure it had an identity that was true to the DNA of Dodge and SRT.

“A few of the other changes that we've made to the car, is we have a new side sill, that you see that integrates well into the wheel flares. We've got a new set of wheels as well, for the Widebody. We have a new rear fascia as well and we've played up the size of the opening. The air extractors in the rear exhausters, made those a little bit larger. We have a new diffuser, a two-tone finish on it as well. Really accentuates around the exhaust tips on it. And again, it integrates the wheel flares to it. Both from a front view and a rear view, the car just looks planted and solid to the ground.”

<iframe src="https://www.youtube.com/embed/6l0C0JFPhaw" width="560" height="315" frameborder="0" allowfullscreen="allowfullscreen"></iframe>

We also spoke with Jim Wilder, Vehicle Development Manager for Challenger and Charger SRT programs, to understand in detail the suspension changes that went into developing these Widebodys.

“With the Scat Pack, we put more front spring in the car, 27% more spring in the car. We did not change the front sway bar. What we did is we put 52% more roll stiffness in the rear of the car, in the sway bar. By doing that, we made the car more neutral,” Wilder told Wheels.ca. “The car has less front-end weight than the Hellcat, so your front-rear distribution is better on the Scat Pack and that's why it feels a little more nimble that way.

“With the Hellcat, we put a bunch more spring right in the front. We put 38% more spring in the front and we increased the sway bars on the front and the rear in that car. 18% stiffer in the front and in the rear, we went 52% stiffer, like the Scat Pack. We're really trying to focus the Hellcat on rear grip. 650 foot-pounds of torque. That's a lot of torque to put to the ground. So, we really had to manage that. The Scat Pack has less torque, so that wasn't as big a concern.”

SRT has been using adaptive Bilstein dampers with great success for years and given the changes Wilder noted, they’ve been recalibrated for both Widebodys, as well.

Naturally, SRT includes the important performance tricks like launch control and line lock. As with all SRTs, there are the Uconnect-based Performance Pages where you can set the display to your choice of gauges and the level of detail is perfect for enthusiasts.

Both of these Charger Widebodys are wonderfully wicked to drive. Sure that visual attitude tells everyone else what’s up, but behind the wheel, these are brutally quick, loud, and capable four door sedans. The signature supercharger whine of the Hellcat is icing on this super sedan cake.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/2020-Dodge-Charger-Widebodys-Makse-13.jpg"><img class="alignnone size-full wp-image-144108" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/2020-Dodge-Charger-Widebodys-Makse-13.jpg" alt="2020 Dodge Charger Widebody Hellcat and Scat Pack" width="1280" height="960" /></a>

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/2020-Dodge-Charger-Widebodys-Makse-17.jpg"><img class="alignnone size-full wp-image-144109" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/2020-Dodge-Charger-Widebodys-Makse-17.jpg" alt="2020 Dodge Charger Widebody Hellcat and Scat Pack" width="1280" height="960" /></a>

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/2020-Dodge-Charger-Widebodys-Makse-14.jpg"><img class="alignnone size-full wp-image-144110" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/2020-Dodge-Charger-Widebodys-Makse-14.jpg" alt="2020 Dodge Charger Widebody Hellcat and Scat Pack" width="1280" height="960" /></a>

Like Wilder said, the Scat Pack is a little lighter on its feet, particularly on track, making it slightly more rewarding than the Hellcat when you’re chasing lap times. However, most customers aren’t going to drive their Chargers on the track frequently, so that abundance of power from the Hellcat makes it a little more appealing for daily driving.

At the push of the throttle, the thrust of these V8s just throw you into the back of your seat, but it’s that slightly longer wheelbase that gives the Charger a little more comfortable ride and noticeably more control at and beyond the limit.

The transmissions shift quickly up and down the box, whether you’re shifting manually or letting the gearbox take care of itself. Braking is very competent, with good feel and excellent modulation. I love these brakes. With the size of these Chargers, you will feel some pitch and roll, of course, and it’s all part of the experience.

Steering is direct and precise, though you’re going to get more feedback through the seat of your pants and your eyes, rather than through the steering wheel. Visibility is fantastic and don’t forget that this is a proper full-size sedan with a full-sized interior.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/2020-Dodge-Charger-Widebodys-Makse-12.jpg"><img class="alignnone size-full wp-image-144111" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/2020-Dodge-Charger-Widebodys-Makse-12.jpg" alt="2020 Dodge Charger Widebody Hellcat and Scat Pack" width="1280" height="960" /></a>

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/2020-Dodge-Charger-Widebodys-Makse-20.jpg"><img class="alignnone size-full wp-image-144112" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/2020-Dodge-Charger-Widebodys-Makse-20.jpg" alt="2020 Dodge Charger Widebody Hellcat and Scat Pack" width="1280" height="853" /></a>

Of course, you’re asking yourself what these Widebodys cost. Here’s the breakdown.

Scat Pack starts at just under $60,000, Hellcat at $83,495, and Hellcat Daytona, if you can get on the list for one of these limited editions, is $88,940 plus options.

These Charger Widebodys have unmistakable street presence, they sound great, especially that supercharger whine from the Hellcat version, and they do amazing things that no full-size family sedan should. At a time when countless carmakers offer endless stale sedans, it’s great to see a four door that’s fully filled to the brim with character.

First Drive: 2020 Dodge Charger Widebody Hellcat and Scat Pack

IMG_9805

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TORONTO, ON - As I made my way to Niagara Falls and the North American debut of the 2020 Genesis G90, the same question kept going through my head: “Can they do it?”

I’d seen the early photos showcasing the epic 19” wheels and massive front grille. I knew that it was going to get a V8 as standard in Canada, and I knew that – surprise, surprise – AWD was standard as well.

I knew all that. Still, though; what I was curious to see was whether or not the plucky Korean brand really had the wherewithal to take the fight to the perennial leaders of the large luxury sedan game – cars like the Lexus LS, the Mercedes-Benz S-Class and the BMW 7 Series. Then again; it’s a segment that with the advent of the luxury SUV isn’t as popular as it once was, so perhaps the time was now for Genesis to make a statement, to show that there’s still life in the big sedan game, if you’re willing to think outside of the box a little bit.
In addition to the whole Genesis buying and ownership experience: they will deliver test drive vehicles to you, leave a car at your house when they take yours away for an oil change and so on, the firm’s choice to go with a naturally-aspirated V8 engine as standard is very “out of the box” indeed. The move makes Genesis the only manufacturer to offer such a powertrain at all, let alone at base – everyone else is either going with turbo’d sixes or turbo’d V8s. Some may argue that this sets the G90 back because naturally-aspirated V8 power is antiquated (again, when considering the competition), but they likely haven’t driven the 2020 G90. Oh, and if they have and still aren’t buying it, a twin-turbo six is also available, but Genesis is so confident that most will opt for the V8 that the six can only be had via special order from the factory, albeit at a savings of $3,000. 
<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/IMG_9753.jpg"><img class="alignnone size-full wp-image-142168" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/IMG_9753.jpg" alt="First Drive 2020 Genesis G90" width="1280" height="853" /></a>

Some may argue that this sets the G90 back because naturally-aspirated V8 power is antiquated (again, when considering the competition), but they likely haven’t driven the 2020 G90. Oh, and if they have and still aren’t buying it, a twin-turbo six is also available, but Genesis is so confident that most will opt for the V8 that the six can only be had via special order from the factory, albeit at a savings of $3,000.
If they had driven the V8, meanwhile, they would see that this butter-smooth and powerful (420 hp, 383 lb-ft) motor is just perfect for ferrying occupants along quickly and comfortably. You won’t feel any power spikes as a turbo comes on song, and no lag as you first dip into the accelerator. There’s just instantaneous torque delivery to all four wheels (to varying degrees; power can split up to 0:100 front:rear) through the eight-speed auto ‘box, and you’re on your way to the opera. Or the Blue House presidential residence in Seoul; current president Moon Jae-in drives one. Or, rather, gets driven in one.
Which, if you consider what the G90 offers in terms of rear-seat accommodations, is something that Genesis expects more than just presidents to be doing. It’s a limousine-lite ambiance in the back, for sure, with reclining rear seats (and, if you’re sitting behind the front passenger, the ability to move the right front seat forward so you can recline even more), dual rear vanity mirrors, a fully-serviced centre console with controls for all of your climate, infotainment, and seat comfort needs, and privacy shades on the rear window and rear side windows. There’s no seat massage feature, though, which is a bit of a shame but was omitted because when you’re trying to stay below the $90 grand mark – the G90 starts at $89,750 – some sacrifices have to be made. You may also notice that there’s no full-length panoramic sunroof option, a move that Genesis insists was done because it would make it too difficult to maintain the low interior noise levels they wanted for the G90. The only option – back there, up front, anywhere – is a $2,500 rear entertainment system with Blu Ray support and no streaming service

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/IMG_9721.jpg"><img class="alignnone size-full wp-image-142170" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/IMG_9721.jpg" alt="First Drive 2020 Genesis G90" width="1280" height="853" /></a>

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/IMG_9720.jpg"><img class="alignnone size-full wp-image-142171" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/IMG_9720.jpg" alt="First Drive 2020 Genesis G90" width="1280" height="853" /></a>

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/IMG_9719.jpg"><img class="alignnone size-full wp-image-142172" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/IMG_9719.jpg" alt="First Drive 2020 Genesis G90" width="1280" height="853" /></a>

It’s almost perfect in the back, with the one nagging issue being a lack of room for your feet underneath the seat in front of you. Likely only an issue for the tallest among us, but an issue nevertheless.
Not one to leave the chauffeur completely out of the loop when it comes to interior upgrades, the cockpit has been given a comprehensive once-over as well. Piano black is no longer the purview of the centre console; instead, appealing leather has been added to all the places that used to harbour this dust-magnet material. The plastic switchgear has also been painted to match the leather around it (there are three available colours – black, brown and beige) and that which isn’t painted gets a pleasing silvery finish and the infotainment system has been given a much more responsive touchscreen, measuring 12.4 inches. The gauge cluster itself is shared with the Hyundai Elantra and could use a little bit of a punch on the eye-candy department, though; the fonts are boring, the colours are muted and as everybody and their dog seems to be going to all-digital displays this year, it’s lacking customization. There is, however, an in-gauge screen that becomes a left- or right-hand side blind spot camera once the turn signal is flipped. It’s a great feature whose placement between the gauges feels more natural to use that does Honda’s Lanewatch system, which only shows the right-hand side blind spot and only on the main infotainment screen. Would that be easier to see for those with weaker eyes? Maybe, but it just doesn’t feel as natural.
The gauge cluster itself is shared with the Hyundai Elantra and could use a little bit of a punch on the eye-candy department, though; the fonts are boring, the colours are muted and as everybody and their dog seems to be going to all-digital displays this year, it’s lacking customization. There is, however, an in-gauge screen that becomes a left- or right-hand side bind spot camera once the turn signal is flipped. It’s a great feature whose placement between the gauges feels more natural to use that does Honda’s Lanewatch system, which only shows the right-hand side blind spot and only on the main infotainment screen. Would that be easier to see for those with weaker eyes? Maybe, but it just doesn’t feel as natural.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/IMG_9763.jpg"><img class="alignnone size-full wp-image-142173" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/IMG_9763.jpg" alt="First Drive 2020 Genesis G90" width="1280" height="853" /></a>

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/IMG_9755.jpg"><img class="alignnone size-full wp-image-142174" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/IMG_9755.jpg" alt="First Drive 2020 Genesis G90" width="1280" height="853" /></a>
Another very unique add is the driver seat adjustment – not because it can be modified 86 different ways like a Lincoln Continental, but because it’s been programmed so that it can do all the necessary adjustments for you – allegedly. By plugging in your weight, height, and inseam (?), the seat self-adjusts. Trouble is, both my drive partner and I tried this and both times, it didn’t work right as it left us too far back from the wheel. Maybe I don’t know my own height, or maybe – as Genesis says – Koreans prefer to sit further back and so that’s why it ended up like it did. Either way, we both overode the system and just adjusted the 22-way seat ourselves.
The infotainment system, meanwhile, gets Apple CarPlay and Android Auto as standard and in addition to being a touch-interface, also gets a central scroll wheel/joystick on the centre console. Usually I’m all for using more traditional controls, but since the G90’s touchscreen is so nice and responsive, I found it hard to determine which interaction I preferred.

The infotainment screen is also your portal to certain drive mode adjustments – the standard stuff such as selecting between predetermined modes is done via a single button press, but it’s in the car’s computer that you activate at least two unique commands: one that makes the engine/exhaust note a little peppier, and one that activates something called intelligent coast.

The former works as advertised; the noise upon acceleration becomes noticeably louder to the point I thought I was in something much more performance-oriented. Not sure how much it will be used in a cruiser like this, but since everything is so muted when it’s not active, the louder exhaust could save you from reaching none-too-legal speeds in fairly short order.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/IMG_9784.jpg"><img class="alignnone size-full wp-image-142175" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/IMG_9784.jpg" alt="First Drive 2020 Genesis G90" width="1280" height="853" /></a>

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/IMG_9761.jpg"><img class="alignnone size-full wp-image-142176" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/IMG_9761.jpg" alt="First Drive 2020 Genesis G90" width="1280" height="853" /></a>

The intelligent cruise function essentially decouples the entire transmission from the powertrain (assuming you’ve first selected Eco mode), allowing you to freewheel as you coast to save gas. As soon as the brake or accelerator is pressed, everything reverts back to normal. It’s in Eco mode that you also get full power to the rear wheels, once again saving fuel since not all four wheels need to be powered.

In addition to changing the drive parameters, Sport mode also changes the steering weight almost as noticeably as the exhaust note changes. It gets much heavier which is nice, though the off-centre deadzone is still significant enough to remind you that you’re in a big car made for tackling the autobahn as opposed to tackling the b-roads. The same can be said for the self-adjusting adaptive dampers, which never get firm enough to distract from the fact that this is a limo for the masses, and make no bones about it.

But has it turned the trick, though? Are Bimmer drivers going to be flocking to the G90?

Well, the more I thought about it, the more I realized that depended on which Bimmer (or Audi, or Benz) buyer we were talking about. Full-size luxury sedan buyers will remain tough nuts to crack. The S Class is one of the most legendary nampelates in the automotive sphere, and while the 7 Series or A8 are less so, they have loyal customer bases.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/IMG_9807.jpg"><img class="alignnone size-full wp-image-142169" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/IMG_9807.jpg" alt="First Drive 2020 Genesis G90" width="1280" height="853" /></a>

However, if, when it comes to potential G90 buyers, we’re talking about prospective mid-size luxury sedan buyers – think <a href="https://www.wheels.ca/car-reviews/an-elegant-e-class-coupe-for-2018/">Mercedes E-Class </a>or <a href="https://www.wheels.ca/car-reviews/2018-bmw-m5-review-marvellous/">BMW 5 Series</a> – then I think the G90 has a play. It’s priced well, it’s loaded with features, it gets that great V8 and it’s now got a little more styling to go with all of that. Not only could that buyer be rife for poaching, but so could a buyer that just wouldn’t consider a full-size sedan because a six-figure price tag just wasn’t going to work. Five figures is much easier to swallow, and it could very well be the ace up the G90’s sleeve.

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