22 Hyundai ioniq 5 base camp

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

Every week, wheels.ca selects a new vehicle and takes a good look at its entry-level trim. If we find it worthy of your consideration, we'll let you know. If not, we'll recommend one - or the required options - that earns a passing grade.

The funky and curiously capitalized Hyundai IONIQ 5 is an all-electric five-door vehicle with the general proportions of a small crossover and futuristic style for days. Some trims can muster an estimated 488 kilometres of driving range out of its 77.4 kWh battery, comparing well against some of its competitors in the EV segment.

Its base trim, called the Essential, is a rear-wheel drive machine whose single electric motor makes about 170 horsepower. A regenerative braking system and selectable drive modes make the most out of its 58kWh battery, a unit which is rated to provide up to 354 kilometres of all-electric driving when fully charged. It is priced at $46,951 which is a good $7,000 south of the least-expensive variant that packs the larger capacity battery mentioned earlier.

For reasons known only to stylists and designers, high-tech equipment tends to be offered primarily in stark colours like white and grey which aren’t really colours at all. The IONIQ 5 Essential is available only in Atlas White while others just slightly further up the food chain enjoy the likes of Lucid Blue and Phantom Black. All models are treated to the TRON-style design cues, including a set of tremendous tail lamps which look like nothing else on the road. Those are 19-inch alloys, if you’re wondering, and the blade-type flush door handles pop out upon the driver’s approach.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/img_016.jpg"><img class="alignnone size-full wp-image-168472" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/img_016.jpg" alt="2022 Hyundai IONIQ" width="1800" height="1013" /></a>

Standard kit in the base IONIQ 5 packs a suite of active driving aids like adaptive cruise control and lane keeping. A pair of crystal clear 12.3-inch screens serve duty as infotainment and a gauge cluster, the latter fronted by a leather-wrapped steering wheel. Front seats are heated, LED lights abound, and dual climate control makes sure all hands are comfy. Should the driver be aboard by themselves, it’s easy to set the system so it only blows air on that side of the car, saving precious electrons which could be better used for forward movement.

What We'd Choose

For the sake of $2,000, the next-rung Preferred trim adds a couple of nifty features including the ability to hoover up electricity a little more quickly while charging and an all-important heat pump for the car’s ventilation system. The latter is of importance since it is more energy efficient at heating the cabin than the base car’s resistive heater. In simpler terms, it’s the difference between an inefficient electric baseboard heater and a modern forced-air unit providing warmth to your apartment.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/IMG_002.png"><img class="alignnone size-full wp-image-168473" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/IMG_002.png" alt="2022 Hyundai Ioniq" width="1800" height="1035" /></a>

While there are a few other minor creature comforts in the Preferred trim such as a six-way manually adjustable passenger seat, it’s the inclusion of the heat pump and slightly faster charging ability which seal the deal for this author, even if power output remains the same. While you’re at it, go ahead and splurge another $200 on the nifty Lucid Blue paint.

Base Camp: 2022 Hyundai IONIQ 5

2022 Cadillac XT4 header

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

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

2022 Cadillac XT4 Review

2022 Acura MDX Type S_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 used to sell this car. Well, not THIS car, but its ancestor, the first gen MDX.

Yep, 20 years ago, back in the days of flip phones, tube televisions, and George W. Bush promising to hunt down “evil doers”, I spent roughly five months selling Acuras at a suburban Toronto dealership.

Was I good at sales? Not really. About average near the end, but I wasn’t going to win any salesperson of the year award, so I quit and took a Public Relations course which put me on a path that would eventually lead to automotive writing.

Anyway, the three-row, seven passenger MDX I once had moderate success selling has spawned multiple generations and is now the all-time bestselling Acura in Canada with more than 100,000 units sold. The fourth-generation model went on sale in early 2021 as a 2022 model, with four trims available (base, Tech, A-Spec and Platinum Elite).

The focus here is the range-topping, high-performance, Type S, which is available in two variants: regular and Ultra Package. The shiny Performance Red Pearl tester I drove recently is the latter, and comes with a slew of extra goodies for an extra $4,000 over the base Type S.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-Acura-MDX-Type-S_side-profile.jpg"><img class="alignnone size-full wp-image-168265" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-Acura-MDX-Type-S_side-profile.jpg" alt="First Drive: 2022 Acura MDX Type S Ultra" width="1920" height="1080" /></a>

Whereas non-Type S grades are powered by a 3.5-litre naturally aspirated V6 (290 hp / 267 lb-ft.), Type S models receive the 3.0-litre turbocharged V6 (355 hp / 354 lb-ft.) shared with the TLX Type S sedan. This engine, like the 3.5, is bolted to a 10-speed automatic transmission with Acura’s Super-Handling All-Wheel Drive (SH-AWD). The latter two are standard across the MDX range.

In addition to a more powerful engine, Type S models receive a host of chassis extras, including an adjustable air suspension, adaptive damper system, and updated integrated dynamics system with Type S-exclusive Sport+ and ride height-increasing lift modes. Brembo brakes (363 mm) with four piston fixed calipers up front are also standard issue, as are 21-inch wheels wrapped in high-performance all-season tires.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-Acura-MDX-Type-S_front-fender-wheel.jpg"><img class="alignnone size-full wp-image-168266" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-Acura-MDX-Type-S_front-fender-wheel.jpg" alt="First Drive: 2022 Acura MDX Type S Ultra" width="1920" height="1080" /></a>

On the appearance front, the Type S receives a new Diamond Pentagon grille, model-specific front splitter, unique rear diffuser, and quad-tip exhaust.

For an extra $4,000, the Ultra Package includes: head-up display, ELS Studio 3D Signature Edition audio system with 25 speakers, 16-way power front seats trimmed in quilted leather, 9-way massaging front seats, open pore wood trim with metallic black finish, gloss black lower trim and roof rails, acoustic laminated rear door glass and ultra-plush floor mats and carpeting.

Finished in Performance Red Pearl ($500 extra), the MDX Type S Ultra makes a striking first impression. The deep red finish, combined with a long hood, large wheels and scores of black trim accents exude a strong performance character. The emotional appeal is further expressed with sharp hood and beltline creases, sculpted door panels and quad exhaust tips that make clear this is no garden variety MDX.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-Acura-MDX-Type-S_rear-seat.jpg"><img class="alignnone size-full wp-image-168267" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-Acura-MDX-Type-S_rear-seat.jpg" alt="First Drive: 2022 Acura MDX Type S Ultra" width="1920" height="1080" /></a>

Inside, the Type S Ultra wants for nothing. Its power, heated and cooled everything combined with two slick digital screens, plus loads of piano black trim, and brushed metallic knobs and buttons create an aesthetic that is both suitably premium and high tech.

To these eyes, there’s a little too much black here, but at least the switches, knobs and buttons are logically placed and don’t require an owner’s manual to operate. The massaging front seats are quite comfortable and their intricate red stitch pattern, which also extends to the D-shaped steering wheel and dashboard, provide much needed colour to this Death Star-like interior. Same goes for the LED ambient lighting, which I left in red during my test, but comes with 27 colour schemes.

I think we’ve arrived at the point where I complain about stuff, which I will do with the caveat that these nitpicks are common to other Honda / Acura vehicles, not just the MDX. The two things I really didn’t like in the MDX interior are the push button transmission controls and True Touchpad Interface.

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No matter how many Honda family cars I drive, and I’ve driven them all, it often takes me a day or so to get reacclimated to their push button transmissions. I’ve said it before, but it bears repeating: this set-up is unnatural and distracting. A console shift lever, which has fallen out of favour dramatically over the past half-decade, is the easiest and most intuitive gear selector ever invented. Most of us learned how to drive in a car with a console shifter, and I’ve yet to encounter anything that works better.

I know, Honda, the aim here is to save space, and the buttons light up in different colours, and drivers get used to them, etc., etc.— I know. But they can still confuse new users and make experienced drivers (like yours truly) pause for a second or two. I realize they’re not going away but they continue to be a solution in search of a problem, in my view.

As for the True Touchpad Interface, I’ll be brief— it’s fussy and distracting, especially when the vehicle is moving. The multimedia screen itself is fine, but this interface is annoying to use and in need of a re-think. I hope it happens soon.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-Acura-MDX-Type-S_dashboard-centre-console.jpg"><img class="alignnone size-full wp-image-168269" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-Acura-MDX-Type-S_dashboard-centre-console.jpg" alt="First Drive: 2022 Acura MDX Type S Ultra" width="1920" height="1080" /></a>

With that said, I quite enjoyed my four days with the MDX Type S Ultra. Like the TLX Type S, which uses the same powertrain, drivers can dial the performance up or down to their liking. There are five main drive modes (snow, comfort, normal, sport and sport+), along with individual, where the driver can tune the car’s settings (throttle response, transmission shifting, and steering, among others) to their preference.

I mostly toggled between comfort, normal and sport+, which altered the car’s driving character significantly. Throttle response and transmission shift mapping and suspension damping were at their most aggressive in sport+ which, like the TLX Type S, is best suited for a closed course.

Sure, you can roll around town in sport+ if you want, but high engine revs and a late-shifting 10-speed combined with a stiff ride on 21-inch wheels makes for a herky-jerky driving experience that’s best avoided. Better to keep it in normal or comfort for the everyday, which still delivers good acceleration from the turbo V6 and with just enough exhaust snarl.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/IMG_E5700.jpg"><img class="alignnone size-full wp-image-168264" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/IMG_E5700.jpg" alt="2022 Acura MDX Type S" width="1920" height="1080" /></a>

I didn’t do any performance testing, but the MDX Type S Ultra’s handling on public roads feels sharp and responsive. It’s a long, heavy vehicle, but the steering feels quick and nicely weighted, and its suspension tuning keeps it well stuck to the road. Cabin noise is well-suppressed also, especially in normal and comfort modes.

In sum, I like the MDX Type S Ultra. There’s a lot of style, content, and technology on offer, and with a good amount of performance although, at $83,000 ($79K for the base Type S), the barrier to entry is significant. Competitors in its price range include the Audi Q7 and BMW X5, both of which have a lower starting MSRP. While their high-performance variants cost more than the MDX Type S, being in the same ballpark might hurt the Acura. I hope that isn’t the case, because this SUV makes for a compelling option in the premium performance market.

2022 Acura MDX Type S Ultra

BODY STYLE: mid-size high-performance premium SUV
DRIVE METHOD: Front-engine, all-wheel-drive, 10-speed automatic transmission
ENGINE: 3.0-litre turbocharged DOHC V6 (355 hp / 354 lb-ft.)
FUEL ECONOMY: (Premium 91+) 13.8 / 11.2 / 12.4 L / 100 km city / highway / combined
CARGO VOLUME: 2,690.1 / 1,367.7 / 512.5 litres (94.9 / 48.3 / 18.1 cu ft.) (behind first / second / third row)
MAXIMUM TOWING: 5,000 pounds (2,268 kg)
PRICE: $83,000 base / $85,875, as tested, including freight, excl. taxes
WEBSITE: <a href="http://www.acura.ca">www.acura.ca</a>

2022 Acura MDX Type S First Drive Review

Terrain front 3q beauty

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

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

2022 GMC Terrain AT4 First Drive

22 chevrolet blazer main

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

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

2022 Chevrolet Blazer LT Redline Edition Review

2021 Ford Bronco Wildtrak_front 3-4 profile

The 2022 Bronco is now on sale and features some lineup and equipment packaging changes and options versus the 2021 model I drove. Visit ford.ca or your local Ford dealer for further details. 

I realize the Ford Bronco wasn’t the inspiration behind the adage, ‘a picture is worth a thousand words’, but I think it’s a pretty darn good fit.

I mean, just look at this thing. A blind person could see what the Bronco is for. I kid, but only slightly.

Now, I will spin some words here talking about its relative merits, but the Bronco is one of a handful of vehicles that really doesn’t need a great deal of exposition. You see it, you get it. Right? Right.

Colour me as one of those who when I first saw a photo of the new Bronco in 2020, which is back in Ford’s lineup after a 25-year absence, knew exactly what it was about: off-roading.

Sure, you can drive a Bronco around town in two-wheel drive, but the happy place for this SUV begins where the pavement ends. More on that shortly.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2021-Ford-Bronco-Wildtrak_dashboard-centre-console-1.jpg"><img class="alignnone size-full wp-image-167982" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2021-Ford-Bronco-Wildtrak_dashboard-centre-console-1.jpg" alt="2021 Ford Bronco Wildtrak" width="1920" height="1080" /></a>

First, some Bronco basics. The most obvious of which is it can be had with either two or four doors, just like its primary competitor, the Jeep Wrangler. Second, just like the Jeep, Bronco doors and roofs can be removed for the ultimate Baja experience.

The other thing worth mentioning is from a product positioning standpoint. Ford has elected to apply the Bronco name to two product lines: the ultimate off-roader seen here, and a more civilized version, known as the Bronco Sport, which has off-road capability, but also shares chassis underpinnings and powertrains with the mall-friendly Escape crossover.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2021-Ford-Bronco-Wildtrak_side-profile.jpg"><img class="alignnone size-full wp-image-167975" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2021-Ford-Bronco-Wildtrak_side-profile.jpg" alt="2021 Ford Bronco Wildtrak" width="1920" height="1080" /></a>

You can certainly take the Bronco to the mall and for grocery runs (which I did), but you should also hit the trails too (which I also did). I’ll let you guess which scenario was more fun.

At any rate, the Bronco is built on a platform shared with the Ranger mid-size pickup and is available with two engines and two transmissions.

On the engine front, all grades except the Wildtrak are fitted with a standard 2.3-litre EcoBoost four-cylinder (275 hp / 315 lb-ft) with a 2.7-litre EcoBoost V6 (315 hp / 410 lb-ft.) available as an option. For the Wildtrak, it’s V6 only. Both engines run fine on regular gas, but premium fill-ups will extract more power: 2.3 – 300 hp / 325 lb-ft; 2.7 – 330 hp / 415 lb-ft.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2021-Ford-Bronco-Wildtrak_engine-compartment.jpg"><img class="alignnone size-full wp-image-167976" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2021-Ford-Bronco-Wildtrak_engine-compartment.jpg" alt="2021 Ford Bronco Wildtrak" width="1920" height="1080" /></a>

As for gearboxes, it’s either a seven-speed manual and 10-speed automatic. Of note, the manual can only be paired with the four-cylinder engine, while the automatic can be had with both.

My tester is a range-topping Wildtrak two-door, so it comes with a standard V6, but the bigger engine is available as an option on the other five models.

Standard chassis kit for Wildtrack includes electronic-locking front and rear axle, high-clearance suspension, 4x4 with automatic on-demand engagement, and electronic traction control. The Sasquatch Package, which adds 17-inch beadlock capable wheels, 35-inch all-terrain tires, front and rear-locking differentials, Bilstein position sensitive monotube shocks, 4.7 final drive ratio and high clearance fender flares, is also standard issue.

On the inside, a push-button starter, remote start system, leather-wrapped steering wheel, four USB ports (two front, two rear), two 12-volt chargers and six beverage holders are among the many items that are standard in the Wildtrak cabin.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2021-Ford-Bronco-Wildtrak_dashboard-centre-console.jpg"><img class="alignnone size-full wp-image-167977" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2021-Ford-Bronco-Wildtrak_dashboard-centre-console.jpg" alt="2021 Ford Bronco Wildtrak" width="1920" height="1080" /></a>

Because the Bronco is so without pretention, I’ll try to be brief: you’ll either dig it or you won’t, there’s no in-between. Personally, I think its box-on-wheels, Tonka-toy looks suit its mud-splattered, off-road character. Ford designers have leaned into its heritage just enough – jacked-up stance, round headlights and smattering of Easter eggs (Est. 1966 stencilling on the lower windscreen) – to appeal to a broad section of consumers, including those that remember older Broncos and those who don’t. I think the right balance has been struck – the Bronco should look cool, and it does.

Inside, there’s enough comfort and technology (12-inch infotainment display, heated leather seats, heated steering wheel, USB ports, wireless charge pad, etc.) sandwiched in between its many rubberized grab handles, cup holders, storage cubbies and wipeable trim panels to justify its near $70K price tag. But I’d argue that none of that stuff is why one buys a Bronco, and Ford realizes that. The interior needs to be just civilized enough to compete with the Wrangler, and on that score, it’s mission accomplished. There isn’t a lot of room for cargo or passengers, but the interior suits the vehicle: ruggedly handsome and highly functional.

Okay, time to get down to brass tacks: driving impressions.

Off-road, this thing is as fun as it gets. Its automatic on-demand 4x4 with G.O.A.T. (Goes Over Any type of Terrain) terrain management system, which has seven modes, makes off-roading a blast. In addition to 2HI, 4LO and 4HI, the 4x4 system has a 4AUTO setting that continuously varies torque delivery to the front wheels for better off-road traction via a two-speed electromechanical transfer case.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2021-Ford-Bronco-Wildtrak_rear-3-4-profile.jpg"><img class="alignnone size-full wp-image-167978" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2021-Ford-Bronco-Wildtrak_rear-3-4-profile.jpg" alt="2021 Ford Bronco Wildtrak" width="1920" height="1080" /></a>

And I needed every bit of extra grip I could get on the trail I was on which was beginning to melt, but still had a good eight-10 inches (203.2 – 254 mm) of snow and slush on top of a muddy base. I varied the G.O.A.T. mode selector between slippery and mud / ruts which, along with a locking rear diff (mud / ruts), helped get me through the deepest snow. That, and 35-inch all-terrain tires and the highest ground clearance (11.6 inches / 294.6 mm) in its class!

The one other feature that I found to be quite useful off-road is the front-facing camera, which provides a clear view of the road trail ahead that is otherwise obscured by the Bronco’s long hood and high ride height. The heavy-duty modular front bumper and steel bash plates ($1,000) also seem like a good investment based on my experience.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2021-Ford-Bronco-Wildtrak_front-fender-wheel.jpg"><img class="alignnone size-full wp-image-167979" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2021-Ford-Bronco-Wildtrak_front-fender-wheel.jpg" alt="2021 Ford Bronco Wildtrak" width="1920" height="1080" /></a>

For as much fun as the Bronco is off-road, its status as a trade-off vehicle becomes more apparent on tarmac. All-terrain tires are great on snowy trails but are quite noisy on pavement, while the Bronco’s ride can be jittery and bouncy over frost-heaved and broken roads. Swapping out the all-terrains for quieter SUV rubber helps, of course, but doing so defeats the Bronco’s off-road mission. With that said, the turbocharged EcoBoost V6 provides a snappy throttle response and returns acceptable, but not great, fuel consumption.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2021-Ford-Bronco-Wildtrak_Apple-CarPlay.jpg"><img class="alignnone size-full wp-image-167980" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2021-Ford-Bronco-Wildtrak_Apple-CarPlay.jpg" alt="2021 Ford Bronco Wildtrak" width="1920" height="1080" /></a>

In the end, I like the Bronco. I wouldn’t necessarily want to drive one everyday, but for off-roading on weekends, it doesn’t get much better. Plus, it looks cool and can be ordered to be as basic or as loaded as you like. The two-door is short on space and its wheelbase makes a jittery ride all but unavoidable, but if that’s a real issue, pick the four-door. Or the Bronco Sport, if you’re looking for a Bronco more suited to everyday driving.

Either way, the Wrangler now has some serious competition, and that’s a win for the consumer.

2021 Ford Bronco Wildtrak 

BODY STYLE: mid-size SUV
DRIVE METHOD: Front-engine, four-wheel-drive, 10-speed automatic transmission
ENGINE: 2.7-litre turbocharged V6 (315 hp / 410 lb-ft; 330 hp / 415 lb-ft w/ 91+ octane)
FUEL ECONOMY: (Regular 87) 14.0 / 13.9 / 13.9 L / 100 km city / highway / combined
CARGO VOLUME: 1,481 / 634 litres (52.3 / 22.4 cu-ft) (behind first / second row)
MAXIMUM TOWING: 3,500 pounds (1,587 kg)
PRICE: $56,494 base / $69,529, as tested, including freight, excl. taxes
WEBSITE: <a href="http://www.ford.ca">www.ford.ca</a>

The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

2021 Ford Bronco Wildtrak Review

2023 Grand Wagoneer L Series III

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

Jeep Wagoneer and Grand Wagoneer get even bigger

2022-Hyundai-Kona-02

Even with billions invested in electric vehicles by the federal government this month, which we’ll delve into next week, what caught my eye was a recent Canadian study on the cost of owning, using and maintaining an EV.

The Clean Energy Canada (CEC) study compared equivalent gas and EV versions of the same vehicle in terms of up-front costs (advantage gas vehicles), fuel, maintenance and repair (advantage EVs), and taxes, insurance and other costs (basically a tie). The six vehicles it compared included gas and pure EV versions of the Hyundai Kona compact crossover and the best-selling Ford F-150 pickup truck (the EV version, called the Lightning, will arrive in Canada later this year).

The pattern of higher initial EV purchase costs being recouped by fuel savings is common in many studies, with those savings adding up more quickly in Europe and Asia where gas prices are higher. However, this CEC study gave more country-specific details. It analyzed savings if gas was at the 2021 average of $1.35 per litre as well as at $2 per litre.

With the 2022 Kona, the CEC found that that the EV version cost $15,000 less to own over an eight-year period then its gas version. While the estimated cost of the gas vehicle was $71,131, the EV’s estimated cost was $56,038. The estimate was based on 20,000 kilometres of driving at a cost of $1.35 per litre. At $2 per litre, the different increased to $24,000. The gas version of the Kona starts at $24,055 while the EV’s base price is $45,851.

The study is worth a deep dive at cleanenergycanada.org to see how the Chevrolet Bolt EV compares to the Toyota Corolla Hatchback (a 37 per cent lower cost to own, use and maintain), the Nissan Leaf versus the Honda Civic (24 per cent lower), and the Tesla Model 3 with the Lexus ES 250 (cheaper, but with a recent Model 3 price hike, by just under $500 per year).

The F-150 models were the closest overall, with a total vehicle cost of 52 cents per kilometre for the Lightning versus 55 cents for the similarly equipped XLT SuperCrew 4x4 gas version. Keep in mind, this was with gas prices at $1.35 per litre and the EV having a $68,000 starting price.

Michael Bettencourt bought his first EV in late 2011 and has followed the Canadian EV scene ever since. Follow him on Twitter @MCBet10court

EV101: Study points to savings earned by electric-vehicles’ owners over years

2022_LandRover_Discovery_P360_RDynamic main header

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

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

2022 Land Rover Discovery P360 R-Dynamic Review

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

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

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