2023 Nissan Murano_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.

So, what’s new with the 2023 Nissan Murano?

Well, there’s a new Nissan badge, which has been deployed throughout the Murano’s cabin and exterior. That’s it.

I’m not trying to be funny here – I scoured the press kit Nissan Canada issued for the mid-size Murano SUV and the badge is the only new item mentioned for 2023.

Now, to be fair, the current third-gen Nissan Murano has been on the road since 2015, and once a car turns eight years old, its lifecycle is almost done. Nissan has yet to confirm, but the introduction of an all-new Murano happening sometime this year feels like a safe bet.

<img class="aligncenter size-full wp-image-174668" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/2023-Nissan-Murano_side-profile-scaled.jpg" alt="2023 Nissan Murano" width="2560" height="1920" />

At any rate, the Murano’s last major update, which brought new front and rear fascias, along with new seating and interior trim materials, was rolled out in 2019. Since then, it has received some content updates, such as the addition of more active safety features (emergency front braking with pedestrian detection, rear automatic braking, blind spot warning, lane departure warning and more), which are packaged together under Nissan’s Safety Shield 360 banner. This equipment is standard across the Murano range.

So, with its context established, let’s dive into the 2023 Nissan Murano.

Built on Nissan’s D platform, which also underpins the <a href="https://www.wheels.ca/vehicle-reviews/2020-nissan-altima-vs-2020-nissan-murano-whats-the-better-road-trip-vehicle">Altima</a> and Maxima sedans, the Murano is a two-row, five-passenger crossover that slots between the Rogue and Pathfinder. All Muranos are powered by a 3.5-litre double overhead cam V6 engine that produces 260 horsepower and 240 lb-ft. of torque, which is mated to a continuously variable transmission (CVT) and standard all-wheel drive.

Five trims are available for the Canadian market: S, SV, SL, Midnight Edition, and Platinum. Pricing ranges from $37,498 for the base S up to $48,098 for the range-topping Platinum.

For this review, Nissan Canada set me up with a Platinum tester finished in Super Black with a Mocha semi-aniline leather-trimmed interior.

<img class="aligncenter size-full wp-image-174661" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/2023-Nissan-Murano_dashboard-centre-console-1-scaled.jpg" alt="2023 Nissan Murano" width="2560" height="1920" />

No option boxes are checked for my test vehicle, but the Platinum grade comes with a lengthy list of standard equipment. Key features include 20-inch Dark Hyper Silver wheels, heated and cooled front seats, heated steering wheel, heated rear (outboard) seats, Bose Premium audio with 11 speakers and dual subwoofers, wired Apple CarPlay and Android Auto, and a lot more.

To these eyes, the Murano has aged gracefully, especially on the outside. While Nissan’s design language has evolved since its arrival, the Murano’s sleek surfaces, which feature running creases, bulging haunches, and a multitude of shapes, looks as unconventional now as they did nearly a decade ago.

Simply put, most mainstream SUVs possess barely an ounce of the Murano’s elegance. Its updated V-motion grille, wedge-shaped LED daytime runners, 20-inch wheels, chrome window trim and door handles give the car a tasteful bejeweled look that makes it appear more premium than its Nissan badge would suggest.

<img class="aligncenter size-full wp-image-174662" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/2023-Nissan-Murano_multimedia-display-scaled.jpg" alt="2023 Nissan Murano" width="2560" height="1920" />

The march of time is more visible in the Murano’s cabin, however, which lacks Nissan’s current design language and a few missing features. Prominent examples of the latter include Pro Pilot Assist, Nissan’s driver aid feature, wireless Apple CarPlay and Android Auto, and a wireless mobile phone charge pad.

Beyond missing features, the Murano’s cabin, while quite comfortable and well-appointed, looks old, with its chunky steering wheel, spindly gear shift lever, and some cheap-looking plastic trim panels. Its small 8-inch infotainment touchscreen looks especially dated with a graphical interface that appears grainy and low-res.

With that said, the Murano cabin is quite comfortable and user-friendly. The semi-aniline leather seats look and feel great, and the 10-way power driver’s seat offers good support and articulation. The cabin is also replete with physical knobs, buttons and switches that are within easy reach and produce minimal distraction.

Given that, my wish for the cabin of the next Murano is not a total overhaul, but modernization. Redesign the dash and centre console, replace the analogue instrument cluster and small infotainment display, and improve the underlying tech that powers everything, but keep the current design logic. And the physical buttons.

On the utility front, the Murano offers a good amount of passenger space and a maximum cargo rating of 1,841 litres (65 cubic feet) with the second-row seatbacks folded flat. Despite having standard all-wheel drive, the Murano is primarily a pavement vehicle, and its light max tow rating of 1,500 pounds (680 kg) is reflective of that reality.

<img class="aligncenter size-full wp-image-174666" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/2023-Nissan-Murano_cargo-area-scaled.jpg" alt="2023 Nissan Murano" width="2560" height="1920" />

Despite its utility shortcomings, the Nissan Murano is a pleasant vehicle to drive. Its 3.5-litre V6 offers good, if not neck-snapping performance, both off-the-line and at speed. Peak horsepower (260) arrives relatively late at 6,000 rpm, but its 240 lb-ft. of torque is more easily accessible at 4,400 rpm, which ensures merging and passing maneuvers can be accomplished with relative ease. While I’m generally not a fan of CVTs, the one Nissan has deployed in the Murano is largely free of the noisy, rubber-banding qualities I’ve experienced in other cars, including other Nissans.

In terms of ride quality and road manners, the Murano’s suspension tuning lands in the broad middle between soft and harsh, and it generally does a good job of absorbing all but the worst potholes and most broken and cracked road surfaces. As for general handling, the Murano feels secure and planted with steering that’s responsive and in line with others in its competitive set. The cabin also seems well-insulated with tire and wind noise kept to a low volume.

Overall, the Nissan Murano has aged gracefully, and while it is a bit dated in terms of interior styling, technology, and available features, it still presents a solid value proposition for seeking a mid-size SUV with V6 power and a lot of standard content.

It will be interesting to see how Nissan reinvents this two-decade-old nameplate for a fourth generation because the current model has set a high bar.
<h3>2023 Nissan Murano Platinum AWD</h3>
BODY STYLE: mid-size SUV
DRIVE METHOD: Front-engine, all-wheel drive, CVT
ENGINE: 3.5-litre DOHC V6 (260 hp / 240 lb-ft.)
FUEL ECONOMY: (Regular 87) 12.0 / 8.5 / 10.4 L / 100 km (city / highway / combined)
CARGO VOLUME: 1,841 / 881 litres (65 / 31 cu ft.) (behind first / second row)
MAXIMUM TOWING: 1,500 pounds (680 kg)
PRICE: $50,018, incl. freight, excl. taxes
WEBSITE: <a href="http://www.nissan.ca">www.nissan.ca</a>

2023 Nissan Murano Platinum Review

Lexus RX front

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

It was nigh on 25 years ago that the original Lexus RX burst into dealer showrooms, showing up as arguably the vehicle which would go on to popularize the style of what is now the beyond-dominant vehicle in suburbia: the luxury crossover. For 2023, Lexus has gone back to the well and drawn up a new model.

Setting the table is <a href="https://www.wheels.ca/reviews/2023-lexus-rx-first-drive">an RX 350</a>, powered by a 2.4L four-cylinder turbocharged engine making 275 horsepower for the sum of $61,475 including freight charges. A non-turbo hybrid 350h trim is approximately $1,500 more, subtracting thirty horsepower but bringing impressive fuel economy numbers to the table in the form of 6.3L/100km around town. A powerful 500h model mashes together turbocharging and hybrid guts to create 367 ponies for a price tag well over $80,000.

Every <a href="https://www.wheels.ca/reviews/2023-lexus-rx-first-drive">2023 Lexus RX</a> is the same size with equal amount of room for humans and their cargo, so spending extra will net more power or features but not more space. Ground clearance is roughly equal across the board at a hair over 8 inches, and some form of all-wheel drive will present on all trims this year. The base RX can tow 3,500 pounds and comes with the type of safety features one would expect at this price including Intuitive Parking Assist and dynamic cruise control.

Base RX trims may only select from a greyscale of colours and, in those, only black and grey are $0 options. The $500 while pearl paint job avoids the appearance of driving an inkwell. Heated power folding side mirrors, 19-inch alloys, LED lighting, and a smattering of colour-keyed trim help the RX make the most of its Lexus-mandated grille design.

<img class="aligncenter size-full wp-image-174637" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/Lexus-RX-int.jpg" alt="2023 Lexus RX" width="1800" height="1001" />

Inside, its standard 9.8-inch infotainment touchscreen isn’t enormous but nor is it a sad-sack cluttered screen as deployed in some of its competitors. A 14-inch jumbotron is available. Twelve speakers crank out sound and there should be enough USB ports for all hands. Paddle shifters behind the leather-wrapped steering wheel permit the driver to play out their F1 dreams. There is heat/ventilation in the front chairs, and tri-zone climate control to keep the peanut gallery at bay.

What We'd Choose

Lexus is taking several pages from the Book of Porsche, creating an array of pricey optional packages ranging from a not-bad $4,600 to a blinding $15,500 cornucopia. The former, called F Sport 1, is worth consideration since it adds a better suspension and brakes, natty wheels, interior upgrades, and unlocks new colour options. Best of all, the gratis Rioja Red interior upholstery becomes available with that package.

Opting for the next-rung 350h hybrid will largely depend on yer priorities. This author will take the extra horsepower and grumble at the pumps but completely understands the appeal of that 6.3L/100km promise around town. The attractive red interior is not on offer in the 350h, no matter the options selected, and base exterior colour choices remain the same.

With a broad appeal, it’s no wonder the RX is a popular choice for Canadian families in the ‘burbs.

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 - which earns a passing grade.

Base Camp: 2023 Lexus RX

23VW01_Atlas_Exterior_1205

A majorly refreshed version of VW's largest SUVs will grace showrooms in the 2024 model year. On tap for the Volkswagen Atlas and <a href="https://www.wheels.ca/reviews/2023-volkswagen-atlas-cross-sport-review">Atlas Cross Sport</a> are significant upgrades to their interiors, massaged fascias, and – most notably – a snazzy new powertrain.

We’ll start with the latter. Gone are the old four-banger and V6 options, replaced by a 2.0L turbocharged mill across the board. This direct injection mill makes 269 horsepower and 273 lb.-ft of torque, mated to an eight-speed automatic and standard all-wheel drive. This is slightly off the outgoing V6’s 276 ponies but a tad better than that engine in terms of torque. Being turbocharged, maximum grunt will probably appear lower down the rev range – great for towing. Speaking of, these 2024 models will be able to haul 5,000 pounds, just like their predecessors.

<img class="aligncenter size-full wp-image-174613" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/23VW01_Atlas_Running_0636-scaled.jpg" alt="Volkswagen Atlas" width="2560" height="1707" />

A new front design for 2024 will be easy to spy in traffic, and there will be more points of diversity between Atlas and Atlas Cross Sport for those who use these two in a game of spot-the-difference. LED headlamps bookend a four-bar grille in both cars, but Cross Sport features extra gloss-black details and an ‘X’ design element stretching across its lower fascia. On all but base trims, daytime running lamps wrap around the headlights and continue into an illuminated lightbar which sits atop an illuminated VW logo.

<img class="aligncenter size-full wp-image-174616" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/23VW01_Atlas_Interior_0003-scaled.jpg" alt="Volkswagen Atlas" width="2560" height="1709" />

Open the doors and you’ll find a revamped interior for ’24 with more soft-touch materials than last year and trim which flows nicely from door to dash. An available 12-inch infotainment display is a cabin focal point in the redesigned cockpit, while every trim level gets the trick 10.25-inch gauge cluster the brand likes to call Digital Cockpit Pro. There will be up to 8 USB ports (thank you, VW) and all manner of wireless connectivity. Techies are going to enjoy the now-standard IQ.DRIVE, a driver assistance technology featuring hands-on driver aids like lane centring and alerts

For readers caught napping, the Atlas is VW’s largest SUV, offering three rows of seats and a bluff-like face which competes well with stern offerings from other brands. Meanwhile, the Cross Sport is a two-row affair with a more aggressively sloped rear window that also changes the shape of its cargo area compared to its upright brother. In other words, it’s built for customers who want an SUV with more sport and less utility.

Further details, such as specifications and pricing will be announced ahead of the launch in early Q3 this year.

Volkswagen Atlas and Atlas Cross Sport heavily refreshed for 2024

DSC04168

Having worked in the automotive industry in many roles for over 15 years and currently the Content Strategist for Wheels.ca - Kunal's obsession with cars goes back to his early childhood. Even now his insatiable thirst to be in the know of anything with wheels and a motor continues, and will likely never fade. His idea of bliss is the open road,  good tunes and a manual gearbox. Kunal is a member of AJAC (Automobile Journalists Association of Canada)

I drove the Hyundai Palisade in 2020, when it first came out, and I found that for a three-row SUV, it was comfortable, refined, and easy to drive. And it was, in typical Hyundai fashion, loaded with features that you’d normally find in vehicles with much higher price tags. It was a winning combination that resonated with families immediately and it proved to be a big hit for Hyundai.

But now there’s even more competition; as I write this Mazda has just introduced <a href="https://www.wheels.ca/news/2024-mazda-cx-90-three-row-gets-new-inline-6-plug-in-drivetrain">the CX-90</a>, their largest-ever SUV. There’s also the <a href="https://www.wheels.ca/reviews/review-2022-kia-telluride-sx">Kia Telluride</a>, the Palisade’s mechanical twin, the <a href="https://www.wheels.ca/vehicle-reviews/review-2021-ford-explorer-limited-hybrid">Ford Explorer</a>, the <a href="https://www.wheels.ca/vehicle-reviews/review-2020-toyota-highlander-xle-awd-v6">Toyota Highlander</a>, an all-new <a href="https://www.wheels.ca/reviews/2023-honda-pilot-first-drive-review">Honda Pilot</a>, and others.

Rather than getting left behind, the 2023 Hyundai Palisade has received a thorough mid-cycle update that includes new styling elements and upgraded interior tech. Does it still have what it takes to be one of the best in the segment?

<img class="aligncenter size-full wp-image-174492" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/DSC04152-1.jpg" alt="2023 Hyundai Palisade" width="2048" height="1365" />

<img class="aligncenter size-full wp-image-174508" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/DSC04156.jpg" alt="2023 Hyundai Palisade" width="2048" height="1365" />

We’ll start with the look, as it’s the most obvious difference. Gone is the rather awkward chrome-outlined grille, which gets replaced by a much larger one made up of a gradient of individual rectangular facets that take inspiration from the grilles of the <a href="https://www.wheels.ca/reviews/base-camp-2022-hyundai-tucson-phev">Hyundai Tucson</a> and <a href="https://www.wheels.ca/vehicle-reviews/review-2022-hyundai-santa-cruz">Santa Cruz</a>. Artfully incorporated into those facets are the turn signals while the headlights are set lower in the newly sculpted bumper. It gives the Palisade a ton of presence.

On the inside the infotainment screen grows to 12.3 inches, there’s a new slim air vent that runs the length of the dash, and the third-row seats are heated for the first time.

Hyundai loaned me a Palisade Ultimate Calligraphy, the highest trim level available and that meant it had heated and ventilated seats and acoustic laminated glass in the first two rows, and a power-folding and unfolding third row. It was also equipped with Nappa leather, a head-up display, and remote smart parking for $59,504.

<img class="aligncenter size-full wp-image-174494" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/DSC04178-1.jpg" alt="2023 Hyundai Palisade" width="2048" height="1365" />

There’s also a plethora of safety features including the usual suspects of blind spot monitoring, driver attention warning, lane keeping and following assist, rear cross traffic assist, and highway driving assist. My tester was equipped with electronic child locks that are so much more convenient and easy than having to set them manually, and there’s an ultrasonic motion detector that will warn you via the horn or the Bluelink app if anyone gets left behind in the car. The Palisade will also actively avoid collisions with other cars, pedestrians, or cyclists by either braking or moving out of the way when possible.

The features mentioned here might make you think I’m writing about a six-figure German SUV but even some of those aren’t as well equipped.

The Palisade hits the nail on the head in terms of value, but it would all be for nothing if it failed you behind the wheel. Thankfully, it remains just as good to drive as I remember it.

<img class="aligncenter size-full wp-image-174495" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/DSC04177.jpg" alt="2023 Hyundai Palisade" width="2048" height="1365" />

With seating for 7(8 if captain’s chairs aren’t equipped) occupants in all three rows will find comfortable seats, conveniently positioned USB ports, and a whisper-quiet cabin. With all three rows in place there’s 509 litres of cargo capacity, slightly more than you get in the Highlander and enough for everyday use. Fold the third row down via buttons in the cargo area or through the infotainment system and the cargo volume rises to 1297 litres.

The engine remains hushed during normal operation and emits a pleasant growl when pushed hard. With 292 hp from a 3.8-litre V6 metered through an 8-speed automatic and out to all four wheels, the power isn’t bottomless but it’s enough for most driving situations a big family rig like this is bound to encounter.

<img class="aligncenter size-full wp-image-174493" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/DSC04179-1.jpg" alt="2023 Hyundai Palisade" width="2048" height="1365" />

On-road and off-road drive modes are both accessible by a nifty rotary dial. Sport mode is interesting as it automatically tightens the seat bolsters for the driver, which is a bit dramatic for a big three-row vehicle but it does give the Palisade a bit of personality. Sport mode also shuffles more power to the rear axle, speeds up the gearchange, and firms up the steering wheel. It makes the Palisade a bit more responsive to inputs and a bit more fun. Off-road modes like mud, sand, and snow will also alter drive parameters and tweak the power distribution of the all-wheel drive system but with my time spent mostly in the city, I didn’t get a chance to try them out.

The Palisade is satisfying and relaxing to drive. It does exactly what it says on the label and nothing more. It’s not trying to be sporty outside of the seats hugging you a bit tighter at speed and it’s not trying to be a luxury SUV, although it does tend to blur that line. It’s not going to carve corners but a twisty road won’t scare it off and it doesn’t ride like a Bentley but it’s comfortable and isolated, and the suspension is just soft enough to soak up most road imperfections without feeling ponderous.

<img class="aligncenter size-full wp-image-174500" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/DSC04170.jpg" alt="2023 Hyundai Palisade" width="2048" height="1365" />

The Palisade doesn’t really commit any grave sins. I could talk about subpar materials and the like but this Hyundai exudes a sense of quality at this price range that needs to be experienced. I’m still not sure why Apple Carplay doesn’t connect wirelessly and because Hyundai got rid of the base level trim for a more simplified three-trim lineup the starting price of the 2023 Palisade is over $6000 higher. And while it’s reasonably efficient, the lack of a hybrid trim means that entries like the ever-popular Toyota Highlander have a leg up on efficiency.

What the Hyundai Palisade does best is giving you the impression that you’ve paid much more for it than you actually have, especially if you spring for the Ultimate Calligraphy. For a family that needs the space, it remains one of the segment’s best buys.
<h3>2023 Hyundai Palisade Ultimate Calligraphy</h3>
BODY STYLE: 5-door, 7-passenger mid-size SUV

CONFIGURATION: -Front-engine, all-wheel drive

ENGINE:  3.8-L V6; Power: 291 hp @ 6000 rpm  Torque: 262 lb-ft @ 5200 rpm

TRANSMISSION: 8-speed automatic

CARGO CAPACITY: 509-1297 litres

FUEL ECONOMY : (Regular-grade Gasoline in L/100 km): 12.6 city; 9.5 highway; 11.2 combined 

PRICE: $ 59,504 (Ultimate Calligraphy)

 Website: <a href="https://www.hyundaicanada.com/en/">Hyundai Canada</a>

&nbsp;

2023 Hyundai Palisade Review

2023 Mazda CX-50 main header

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

It seems the new trend in SUVs these days is ruggedness. I mean, everyone now offers some sort of offroad-dedicated trim. From <a href="https://www.wheels.ca/reviews/2023-honda-pilot-first-drive-review">Honda’s Trailsport</a> models all the way to the Subaru Wilderness line of vehicles, each of them brings to the table a different take on off-roading. Mazda understands this trend, which is why it also wants to join the party with this, the 2023 Mazda CX-50, or if you prefer, a highly fortified version of the already excellent CX-5.

Different platform and stretched dimensions

Although the CX-50 seems to be nothing more than <a href="https://www.wheels.ca/vehicle-reviews/2022-mazda-cx-5-sport-design-review">a CX-5</a> with extra body cladding, it’s an entirely different beast. For starters, it rides on the same architecture as the Mazda3, a considerably more modern platform when compared with the older one that underpins the CX-5.

The CX-50 is also longer and wider, but also somehow lower than a CX-5, an irony given its adventurous pretensions. In many ways, the CX-50’s proportions remind me of the <a href="https://www.wheels.ca/vehicle-reviews/review-subaru-outback-wilderness-adds-capability-doesnt-ruin-the-original">Subaru Outback</a>. And that’s no coincidence as Mazda claims that it’s precisely the model the CX-50 was designed to compete against.

<img class="aligncenter size-full wp-image-174305" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/Guillaume-Fournier-Photographe-GFV_9321.jpg" alt="2023 Mazda CX-50 GT" width="2080" height="1387" />

<img class="aligncenter size-full wp-image-174307" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/Guillaume-Fournier-Photographe-GFV_9317.jpg" alt="2023 Mazda CX-50 GT" width="2080" height="1387" />

Then there’s the way it looks. While most of Mazda’s designs are elegant and organic, the CX-50 is all brawny and tough-looking thanks to its bulging fender flares and body cladding put there to protect its body and underpinnings. It all looks rather good!

Power comes from a choice of two well-known engines, either a naturally aspirated 2.5-liter four-cylinder unit that’s good for 187 horsepower and 186 lb-ft of torque or in this case, a turbocharged version of that same engine. Just like in a CX-5, if you feed it with 93 octane fuel or higher, you’ll unlock its full 256 horsepower and 320 lb-ft of torque. On regular 87-octane gasoline, those numbers drop to 227 horsepower and 310 lb-ft.

Both engines are mated to a six-speed automatic transmission and all-wheel drive comes standard. The CX-50 Turbo’s towing rating was also increased versus a CX-5 Turbo, climbing from 2,000 to 3,500 pounds.

So no, the CX-50 brings nothing revolutionary to the table. There’s no hybrid or plug-in option, but Mazda did hint at the fact that those could be coming soon.

A Unique Interior

Step inside a CX-50 and you’re greeted by the same excellent cabin execution as in other Mazda vehicles. Material quality and build quality is above average here, except some materials appear upscale until you touch them to reveal a flimsy plastic. At least Mazda does a decent job of hiding the cost cutting.

Just like its exterior design, the CX-50’s cabin is like a breath of fresh air. It looks nothing like other Mazda products due to its minimalist layout. The dashboard brings its own theme with a long, uncluttered horizontal mid-section adorned by vertical air vents. It looks both retro and modern at the same time, giving the cabin a sense of warmth.

<img class="aligncenter size-full wp-image-174313" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/Guillaume-Fournier-Photographe-GFV_9306.jpg" alt="2023 Mazda CX-50 GT" width="2080" height="1387" />

In typical Mazda fashion, general ergonomics in a CX-50 are second to none, with all controls easily controllable via good old fashion physical knob dials that simply work. While the lack of a fully digital instrument cluster feels dated in this day and age, there’s no denying how effective it still is. I’m a personal fan of Mazda’s rotary knob dial to operate the infotainment system, but not everyone will appreciate it. Some might not like the fact that the screen’s touch controls turn off once the car starts moving.

It’s somehow easier to hop in the back than in the front thanks to a larger door opening, but also a roof line that’s not as aggressively raked. Once inside, even tall people will appreciate the leg and head clearance back there. I was however disappointed to not find any adjustments in the rear seat, but I did enjoy that large panoramic roof, a first for any Mazda vehicle.

<img class="aligncenter size-full wp-image-174303" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/Guillaume-Fournier-Photographe-GFV_9328.jpg" alt="2023 Mazda CX-50 GT" width="2080" height="1387" />

Finally, although Mazda has stretched this wheelbase for CX-50 duties, this SUV remains on the small size when it comes to cargo space. Lower the rear seatbacks, and you’ll end up with 1,595 liters of total cargo space. While plenty cavernous, it’s nowhere near segment leaders like the Subaru Outback (2,140 liters).

Surprisingly Not as Agile as I Expected

Historically, Mazda products have displayed fantastic chassis balance and impeccable handling on a twisty road. I was therefore expecting something similar with the CX-50 only to discover that it’s arguably the clumsiest vehicle within Mazda’s lineup.

Mind you, it’s not as if people who will buy a CX-50 are seeking canyon-carving attributes, but it’s obvious that Mazda is pushing this platform to the limits of what it can handle. There’s heavy body roll when attacking a corner and the suspension damping is extremely soft.

The fact that it utilizes a torsion rear beam setup, and not an independent suspension layout definitely doesn’t help things. You constantly feel the rear end lifting when cornering hard, while the front end simply hangs on for dear life. The result is an SUV that constantly feels unsettled at the limit.

<img class="aligncenter size-full wp-image-174299" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/Guillaume-Fournier-Photographe-GFV_9356.jpg" alt="2023 Mazda CX-50 GT" width="2080" height="1387" />

Tone things back a shot, though, and there’s no denying the CX-50’s smoothness of operation. It’s comfortable, quiet, and refined to the point that you could easily mistake it for a premium nameplate. I’ll add that power and torque from that turbocharged engine remains more than ample. There’s power at any RPM, with minimal turbo lag when punching the accelerator, making for effortless pulls.

While I do wish Mazda had given this thing more gears to shuffle, I remained impressed by the performance of its dated, yet highly precise six-speed automatic transmission. It responds to your commands quickly and holds on to revs to extract power when needed. I was even amazed by how fuel-efficient the darn thing was even with its aging drivetrain. I averaged 9.8L/100 km while I had it, during winter.

The 2023 Mazda CX-50 is therefore a little more than a play on letters and numbers. Mazda takes familiar parts and mixes them up in a blender to create an appealing family hauler with an adventurous edge. Add to that Mazda’s stellar reliability record and low running costs, and it’s fair to say that this is a no-brainer purchase for young families that are thirsty for new escapades.
<h3>2023 Mazda CX-50 GT  </h3>
BODY STYLE: Five-door compact SUV

CONFIGURATION: Front engine, all-wheel drive

ENGINE: Turbocharged 2.5L I4 (256 horsepower @ 5,000 rpm / 320 lb-ft @ 2,000 rpm with 93 octane fuel).

TRANSMISSION: 6-speed automatic

FUEL CONSUMPTION: 10.4 L/100 km (city) / 8.1 L/100 km (highway) / 9.4 L/100 km (combined).

OBSERVED FUEL CONSUMPTION: 9.8 L/100 km

CARGO CAPACITY 889 liters (1,595 liters total)

PRICE: $45,700 (as tested)

WEBSITE: <a href="https://www.mazda.ca/fr/">Mazda</a>

2023 Mazda CX-50 GT Turbo Review

2022 Porsche Macan S_front 3-4 profile

Still in its first generation, not yet a decade into production, the Porsche Macan is the brand’s sales metronome, chopping wood year in and year out for the famed Stuttgart carmaker, leading the way in company sales worldwide.

We are now long past the time when the notion of a sports car company building SUVs would be considered heresy. The purists are still out there, but they’re not heard from as much anymore, as most consider the release of the compact Macan and its larger <a href="https://www.wheels.ca/reviews/2022-porsche-cayenne-turbo-gt-review">Cayenne sibling</a> a decade earlier to be enormous successes for Porsche.

A quick glance at the company’s sales report tells the story. The Macan sold more than 88,000 units worldwide in 2021, firmly entrenching it as the company’s bestseller, and it was also the number one Porsche in Canada, where 3,657 were sold, an increase of 32 percent over 2020.

In short, since its debut in 2014, the Macan has become, at least from a business perspective, the most important car Porsche builds. Yes, the 911 is, and always be, the beating heart of the brand, but the Macan pays the bills.

<img class="aligncenter size-full wp-image-174261" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/2022-Porsche-Macan-S_side-profile.jpg" alt="Porsche Macan S" width="1920" height="1080" />

At any rate, the focus here is the Porsche Macan S, the second-highest grade in the lineup, which is now oriented thusly: <a href="https://www.wheels.ca/reviews/review-2022-porsche-macan">Macan</a>, <a href="https://www.wheels.ca/reviews/2023-porsche-macan-t-review">Macan T</a>, Macan S, and <a href="https://www.wheels.ca/reviews/review-2022-porsche-macan-gts">Macan GTS</a>. The Macan T is new for 2022, while the GTS replaces the Turbo at the top of the range. These changes coincide with a facelift that introduces several changes, both cosmetic and mechanical.

Among the exterior changes are redesigned front and rear bumpers, a new front splitter, a redesigned rear diffuser, and new wheel designs. On the inside, the Macan receives a redesigned centre console, which make use of capacitive touch surfaces instead of physical buttons. Other changes include a smaller gear shift lever, and new leather seating and contrast stitching options.

<img class="aligncenter size-full wp-image-174255" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/2022-Porsche-Macan-S_engine-compartment.jpg" alt="Porsche Macan S" width="1920" height="1080" />

The 3.0-litre turbocharged V6 (349 hp / 354 lb-ft.) that previously powered the Porsche Macan S has been replaced with a 2.9-litre twin-turbocharged V6 that produces 375 horsepower and 383 lb-ft. of torque and is paired with a seven-speed PDK automatic transmission and Porsche Traction Management all-wheel drive. Of note, the 2.9 is also found in the GTS, albeit with more power (434 hp / 406 lb-ft.).

Porsche has also fine-tuned the Macan’s chassis for improved sensitivity and response to changing road conditions which assists the driver via better steering feedback. The Porsche Active Suspension Management System (PASM), which continuously adjusts damping force at each corner, is standard equipment on S and GTS models.

For this review, Porsche Cars Canada set me up with a Macan S tester finished in Papaya Metallic with a black leather interior. As is the case with almost every press vehicle, this Macan S carries optional equipment. Among the extras are Adaptive Air Suspension ($1,590), Sport Chrono Package ($1,390), Adaptive Cruise Control ($1,130), 20-inch Macan S wheels finished in Vesuvius Grey.

<img class="aligncenter size-full wp-image-174254" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/2022-Porsche-Macan-S_dashboard-centre-console.jpg" alt="Porsche Macan S" width="1920" height="1080" />

The biggest add-on is the Premium Plus Package ($5,470), which comes with a Panoramic Roof System, Power Seats (14-way) with Memory Package, Lane Change Assist, heated seats (front and rear), front ventilated seats and LED headlights including Porsche Dynamic Light System Plus.

From an appearance perspective, the Macan is clearly an SUV, albeit with a two-box design that looks slipperier than most. Its rearward sloping roofline, flared haunches and big 20-inch wheels give it a much sportier look than other offerings in its class, even those that carry performance badges.

But what’s really striking about the Macan’s appearance is it looks like a Porsche. Even if every one of its identifying marks were removed, it’s still unmistakably Porsche. Credit the design team for crafting an SUV so faithful to the company’s essence.

On the inside, Porsche design details have been carefully implemented into the Macan’s interior to immediately remind occupants that this is the same manufacturer that builds 911s. From a dashtop mounted analogue clock, and twist ignition on the left side of the steering wheel, to its large console with its many touch panel switches, Porsche DNA oozes out from every corner.

The Macan’s interior is quite comfortable and well-appointed, but in an all-business sort of way. This cabin, with its motorcycle pod-styled analogue instrument cluster and rather spartan dashboard, isn’t designed to dazzle but rather to help one extract everything out of the Macan’s considerable performance pedigree.

<img class="aligncenter size-full wp-image-174257" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/2022-Porsche-Macan-S_front-fender-wheel.jpg" alt="Porsche Macan S" width="1920" height="1080" />

And speaking of the drive, piloting the Macan S is simply a delight. I was confined to public roads during my test, but during my five days of mixed highway and local driving, my tester produced a lot of smiles.

Yes, dialling the optional sport chrono knob on the steering wheel to sport+ is quite satisfying, in its rev bumping, revised throttle mapping, damper-tensing ways, but what’s so fun about doing so is hearing the exhaust note change. Hearing the quad tips emit a light rumble, and then a more full-throated snarl, both at idle and under PDK-snapping acceleration, is a sublime experience.

Rarely do I wish for time on a closed course when I’m driving an SUV, but the Macan S is an exception to that notion. Its PASM-sharpened handling, quick steering reflexes and snappy throttle response work splendidly on two-lane country roads, but a winding road course where its 2.9-litre turbo V6 could really stretch its legs is where the Macan S would feel truly at home. Maybe next time.

<img class="aligncenter size-full wp-image-174259" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/2022-Porsche-Macan-S_rear-3-4-profile.jpg" alt="Porsche Macan S" width="1920" height="1080" />

In sum, there’s a lot to like here. Apart from its impressive performance, the Macan S does SUV things well too, thanks to its all-wheel drive, roomy interior and cargo area, and 4,000+ pound tow rating. The only negatives for me are its somewhat limited rearward visibility due to a smaller greenhouse and an interior that lacks a bit of pizzazz.

But these are minor nits. The Macan S is a fine performance SUV that is every much a Porsche as its two-door brethren, and whose presence should guarantee the latter’s existence for years to come.
<h3>2023 Porsche Macan S</h3>
BODY STYLE: premium subcompact SUV
DRIVE METHOD: front engine, all-wheel-drive, seven-speed PDK automatic transmission
ENGINE: 2.9-litre twin-turbocharged V6 (375 hp / 383 lb-ft.)
FUEL ECONOMY: (Premium 91+) 13.8 / 10.1 / 12.2 L / 100 km city / highway / combined
CARGO VOLUME: 1,503 / 488 litres (53.1 / 17.2 cu ft.) (behind first / second row) 
PRICE: $70,600 base / $89,800, as tested, incl. freight, excl. taxes
WEBSITE: <a href="http://www.porsche.ca">www.porsche.ca</a>

2023 Porsche Macan S Review

DSC04121

The Kia Sportage has always been an underdog in the compact crossover class even when compared to its corporate cousin, the <a href="https://www.wheels.ca/vehicle-reviews/first-drive-2022-hyundai-tucson-ultimate-hybrid">Hyundai Tucson</a>, which sells at nearly double the rate of the Kia. And that’s not even mentioning the sales juggernauts that are the <a href="https://www.wheels.ca/reviews/head-to-head-toyota-rav4-prime-vs-ford-escape-phev">Toyota RAV4</a> and the Honda CR-V which use up most of the oxygen in what is likely the most popular segment in Canada.

So when it came to the <a href="https://www.wheels.ca/reviews/2023-kia-sportage-first-drive">redesign</a> Kia didn’t play it safe. And in order to get people to notice it a bit more they give it one of the most distinctive faces of any crossover you can buy today. Stretching from end to end, Kia’s “tiger nose” grille is framed by unique boomerang DRLs with the headlights situated at bumper level. It’s about as alien as it gets.

<img class="aligncenter size-full wp-image-174214" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/DSC04126.jpg" alt="2023 Kia Sportage PHEV" width="2048" height="1365" />

Kia has also added two hybrid models to the Sportage lineup for the first time and the timing couldn’t be better as the Honda CR-V, one of the segment leaders, just <a href="https://www.wheels.ca/reviews/first-drive-2023-honda-cr-v-touring-hybrid-awd">brought its own hybrid</a> to Canada this year. The Kia Sportage hybrid has a few big advantages over the CR-V hybrid, though. It’s significantly cheaper and you can get it in a plug-in version. The plug-in hybrid (PHEV) also has the distinction of being the most powerful version of the Sportage.

We spent a week with new Sportage PHEV and it didn’t take us long to become fans. It starts with the drivetrain. A 1.6-L turbocharged 4-cylinder is augmented by a 66.9 kW electric motor. Combined power is rated at 261 hp and 258 lb-ft of torque. All-wheel drive is standard and a 6-speed automatic handles gear changes. A 13.8 kWh battery pack under the floor provides juice for the e-motor and up to 51 km of electric range. When the battery is depleted the Sportage PHEV operates like a standard hybrid. Charging takes about 2 hours using a Level 2 public plug or home charger.

These are all fairly standard numbers but the Kia’s electric range falls on the lower end of the plug-in hybrids in this group, which includes the <a href="https://www.wheels.ca/reviews/head-to-head-toyota-rav4-prime-vs-ford-escape-phev">Ford Escape PHEV</a> (60 km) and the <a href="https://www.wheels.ca/vehicle-reviews/review-2021-toyota-rav4-prime">Toyota RAV4 Prime</a> (70km). The RAV4 Prime has the most muscle here with just over 300 hp and it certainly feels the quickest but at a starting price of $53,234 it’s also the most expensive by a long shot.

<img class="aligncenter size-full wp-image-174205" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/DSC04144.jpg" alt="2023 Kia Sportage PHEV" width="2048" height="1365" />

The Sportage earns top marks for the refinement of its drivetrain, and the remarkable efficiency you can get even when you don’t plug it in. Thanks to a severe lack of reliable charging infrastructure in Ontario even within the dense city core of Toronto, it’s common to show up to a charger that’s either occupied or not working.

Thankfully it was fully charged when I picked it up, and I was able to charge it once more during my time with it. With a fully charged battery you have the choice of running the Sportage PHEV in hybrid or electric-only mode but it always defaults to hybrid on start-up. There’s also a smart mode but I didn’t spend much time using it.

<img class="aligncenter size-full wp-image-174212" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/DSC04130.jpg" alt="2023 Kia Sportage PHEV" width="2048" height="1365" />

With temps around 3 degrees Celsius, the Sportage PHEV travelled 40 km before it lit the engine. Not too bad considering the cold weather. When the engine did fire up it did so smoothly and without the coarse ruckus usually associated with PHEVs. The 6-speed automatic shifted through its gears smoothly and the transition from gasoline to electric propulsion and back was nearly imperceptible. Toyota’s hybrids are similarly good but they’ve been producing them for a much longer time, so kudos to Kia for getting this right.

Even better, the brakes were not grabby or touchy, but had a normal linear pedal feel that wasn’t squishy on initial application. Kia uses something they call an Integrated Electronic Brake (IEB) that combines hydraulic and regenerative braking functions and it works really well. I recently drove a <a href="https://www.wheels.ca/reviews/2023-jeep-grand-cherokee-4xe-review">Jeep Grand Cherokee 4xe</a>, a mid-size plug-in hybrid SUV nearly double the Kia’s price, and its hybrid system and brakes were nowhere near as refined.

<img class="aligncenter size-full wp-image-174207" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/DSC04140.jpg" alt="2023 Kia Sportage PHEV" width="2048" height="1365" />

There are other good things about the Sportage PHEV. With the electric motor and gasoline engine combined, it feels zippy in town and there’s more than enough passing power on the highway, a big improvement over the <a href="https://www.wheels.ca/reviews/2023-kia-sportage-first-drive">base models</a> and even the regular hybrid. It rides really well on rough roads, it’s quiet and smooth and it’s roomy for up to 5 passengers with a large cargo area that’s only slightly compromised by the underfloor battery. It also has the best tech in its class with a 12.3-inch digital instrument cluster and a 12.3-inch touchscreen infotainment system integrated under one large piece of curved glass giving it a high-end feel without the high-end price tag. One downside is that using Apple Car Play or Android Auto still requires you to tether your phone to the car. A small price to pay for all the tech you’re getting.

With an empty battery, I was still doing under 7L/100 km and I wasn’t driving in a particularly efficient manner. The Sportage PHEV is also priced well, with my EX Premium tester coming in at $45,595, not including the $5000 federal rebate.

There’s little to complain about here. It’s not particularly sporty or fun to drive but a family crossover doesn’t need to be. And while it doesn’t have the highest electric range it’s still enough to cover the average commute and also deliver remarkable efficiency if you can plug it in every day. If you’re looking for a fuel-efficient crossover with plug-in capability the Kia Sportage PHEV is one of the best buys currently on the market and we highly recommend it.
<h3>2023 Kia Sportage PHEV EX Premium</h3>
BODY STYLE: 5 door, 5-passenger compact crossover

CONFIGURATION: Front-engine, all-wheel drive

ENGINES: 1.6-L turbocharged 4-cylinder + 66.9 kW electric motor and 13.8kWh battery: Combined power: 261 hp; Torque: 258 lb-ft

TRANSMISSION: 6-speed automatic

CARGO CAPACITY: 977-1855 litres

FUEL ECONOMY: 2.8 Le/100 km combined; gas-only: 6.7L/100 km

PRICE:  $44,595 + taxes and fees

WEBSITE: <a href="https://www.kia.ca/en">Kia Canada</a>

2023 Kia Sportage PHEV Review

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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.

With the Atlas Cross Sport, Volkswagen takes a solid concept – the high-selling, sturdy and roomy Atlas SUV – and gives it a nip here and a tuck there for a more sporty-looking, more unique take on the idea. The roofline gets a sharp rake at the rear and that’s matched by a more aggressive windshield, the third row is dropped and the Atlas gains a bit of a different vibe. My tester, meanwhile, came powered with the 3.6-litre V6 good for 276 horsepower and 266 pound-feet of torque, but you can have a 2.0-litre turbo-four good for 235 hp and 258 lb-ft – both engines make the same power here as they do in the standard Atlas and all models come standard with 4Motion AWD.

<img class="aligncenter size-full wp-image-174130" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/IMG_4032.jpg" alt="Volkswagen Atlas Cross Sport" width="2000" height="1333" />

Of course, once you step inside this Atlas Cross Sport – especially in top drawer Execline spec seen here – any ideas of “Sport” kind of take a back seat to well, not “luxury”, necessarily – the VW group has the <a href="https://www.wheels.ca/reviews/2024-audi-q8-e-tron-first-drive-review">Audi Q8</a> for that – but “near luxury”, anyway. Two-tone heated and cooled leather seats, digital gauge cluster, aluminum pedals, eight-inch touchscreen display with wireless Apple CarPlay – you’ve got it all here, and it’s very good.

Why it doesn’t quite get the full marks required for a “luxury” moniker – in, I admit, somewhat oxymoronic fashion – is because it just feels aged. What’s endearing when it comes to the powertrain feels off-putting here; I feel like I’ve be sitting in these seats for over a decade and they’re too flat, the climate controls remind me of those seen on my dad's Passat – great car, that—circa 2003 and the native infotainment interface is still using fonts that are too small, too tame-looking – too Windows 98. No, scratch that: too MS-DOS. There is a digital gauge cluster, though, which adds some modernity to the proceedings.

<img class="aligncenter size-full wp-image-174125" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/IMG_4015.jpg" alt="Volkswagen Atlas Cross Sport" width="2000" height="1333" />

One aspect from VWs past that you do get in the Atlas Cross Sport that I appreciate, however, is the 12-speaker Fender audio system. VW is transitioning their cars to a Harman/Kardon set-up and I’ve experienced that and it’s fine, but the Fender’s system is just so crisp, clear and bassy that it really is a shame that it’s being cast asunder. The audio in here is so good that I swear I’m hearing notes and instruments for the first time in songs I’ve listened to for decades.

Space-wise, though, I take no issue; the seats may not be as supportive as they could be, but the driving position is good and the view out is right-on. The back-seat passengers get about the same headroom as they do in the standard Atlas, which is a lot. And since there’s no third row to worry about, you don’t lose much storage space to the more aggressive roofline and shorter overall length. The full-length moonroof, meanwhile, adds a nice touch of airiness that you wouldn’t expect when looking at the slightly more-aggressive-than-normal styling. The Atlas Cross Sport is big, and inside, you’ll know it. By the way: unlike some other manufacturers have done, VW is not calling this a “four-door-coupe”; it's an SUV, through and through, and that’s fine by me because I still can’t get over the fact that the four-door-coupe body style is somewhat nonsensical.

<img class="aligncenter size-full wp-image-174121" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/IMG_3995.jpg" alt="Volkswagen Atlas Cross Sport" width="2000" height="1333" />

Speaking of that roofline; it is just one of the differences you’ll see between the Atlas Cross Sport and standard Atlas. You have different taillight lenses, different exhaust outlet shapes, the three-bar grille is more prominent and LED headlights come as standard and they are able to “look” around corners. It’s a finely handsome vehicle and it’s not hard to see why the Atlas is still one of VW’s biggest sellers.

While it looks big, chunky and heavy (the wheels measure 21 inches, for goodness sakes), that engine is big and chunky as well and it gets you off the line in a hurry. Being naturally aspirated, power delivery is immediate and even though the Atlas doesn’t get VW’s popular DSG dual-clutch auto ‘box, shift times are quick and paddles or not, it is fun to snap through with the gearlever nevertheless. I used manual mode way less than I would have had I had paddle shifters, but for most folks, this is probably not that high on their punch lists.

There may be no paddle shifters but there in addition to the normal, eco and custom drive modes there is a sport mode and it’s quite effective. In that mode, power delivery is sharper, the shifts are snappier and the revs are held on to for much longer for some nice and zippy progress. At 2,000-plus kilos the Atlas Cross Sport is no lightweight so I wouldn’t call it “fast”, necessarily – “zippy”, however, is about right.

<img class="aligncenter size-full wp-image-174126" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/IMG_4017.jpg" alt="Volkswagen Atlas Cross Sport" width="2000" height="1333" />

In this class, a comfortable ride is very important. And, for the most part, you’ll get it; it’s quiet inside thanks to its more slippery shape and unstressed engine, we’ve talked about the interior space and the dampers are well tuned. Unfortunately, you can only cheat physics so far and with rolling stock that big, bigger bumps send a shudder through the chassis. Other trims do get smaller wheels but if you’re going all the way to Execline, you’ll have to have a chat with your dealer if you want something smaller since the 21s are standard fare here.

Still, though; all that aside, the Atlas Sport Cross remains a pretty good buy. It starts at just over 42 grand and even when fully-equipped, doesn’t eclipse the 60 grand level before taxes. There’s a lot of content here, it’s handsomely styled and I just keep coming back to how good that engine is. Add the fact that you have to really bend the truth-slash-stretch the facts when it comes to vehicles that compete with the Sport Cross (the <a href="https://www.wheels.ca/vehicle-reviews/review-2020-honda-passport-touring">Honda Passport</a> and <a href="https://www.wheels.ca/vehicle-reviews/winter-drive-2019-nissan-murano">Nissan Murano</a> come to mind, but both are smaller than this) and you have a nice level of uniqueness – even if it is slightly old school – to boot.
<h3>2023 Volkswagen Atlas Cross Sport</h3>
BODY STYLE: five-door full-size SUV

DRIVE METHOD: front-engine, all-wheel drive

ENGINE: 2.0-litre inline-4, 276 hp, 266 lb-ft of torque

FUEL ECONOMY CITY/HIGHWAY/COMBINED: 13.1/10.0/11.7 L/100 KM

TRANSMISSION: 8-speed automatic

CARGO CAPACITY: 1,141-2,203 L

TOWING CAPACITY: 2,268 kg (5,000 lbs.)

Base MSRP: $59,372

WEBSITE:  <a href="https://www.vw.ca/en/models/new-vehicles/2023-atlas-cross-sport.html#MOFA">VW Atlas Cross Sport</a>

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2023 Volkswagen Atlas Cross Sport Review

Guillaume Fournier Photographe-GFV_6345

Let’s face it: even ten years after its appearance in the automotive landscape, Tesla is still the player to beat in the EV game. Indeed, it seems mainstream brands still haven’t managed to crack the code to Tesla’s untouchable energy efficiency, range, performance, and downright quirkiness. Perhaps BMW has an ace up its sleeve though with the equally bizarre and mind-blowingly fast iX M60. Curious to see if it has what it takes to convince a Model X owner to switch over to a German carmaker, I took BMW’s high-performance electric SUV out for a week’s drive, during winter, to see how it performs.

Hyperpop Styling, Perhaps?

BMW doesn’t say this publicly, but there could be a link between the iX’s strange design and the Hyperpop genre that manifested itself during the early to mid-2010s. The styling is characterized by a maximalist and often exaggerated appearance, blending contrasting shapes and colours, taking the beholder out of their comfort zone during the process.

<img class="aligncenter size-full wp-image-173976" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/Guillaume-Fournier-Photographe-GFV_6313.jpg" alt="2023 BMW iX M60" width="2080" height="1387" />

I personally don’t hate the way the iX M60 looks, but I don’t love it either. I qualify it as intriguing. From the rear, it looks like a very modern BMW crossover, but from the side profile, it just appears like a block. The stubby nose gives it awkward proportions, while the quintessential BMW kidney grille is no longer an actual grille, but rather a slab of plastic on a tapered snout.

It’s unusual. Like the <a href="https://www.wheels.ca/reviews/why-i-love-my-vehicle-2022-tesla-model-s-long-range">Tesla</a> Model X, it appears like something that has warped in from another dimension. I’ll even add that at $139,802 including freight, this rather loaded iX M60 is a bargain next to the $156,000 Tesla.

Equally Strange Inside

That weirdness is carried over inside where the iX’s front seating area reminds me of a Ford Econoline panel van in the sense that you sit upright in it, with a commanding view of the road and lots of legroom underneath the dashboard. This is one of the many benefits of a platform that’s dedicated to building electric vehicles. Since you delete most of the mechanical components, you end up with greatly improved cabin space.

<img class="aligncenter size-full wp-image-173988" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/Guillaume-Fournier-Photographe-GFV_6288.jpg" alt="2023 BMW iX M60" width="2080" height="1387" />

<img class="aligncenter size-full wp-image-173984" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/Guillaume-Fournier-Photographe-GFV_6299.jpg" alt="2023 BMW iX M60" width="2080" height="1387" />

In the iX’s case, this added room gives way to more technology, such as the massive BMW Curved Display screen that’s bolted onto the dashboard and controls everything on the car. There’s also a floating center console with the rotary knob dial that serves as the operating apparatus to the always excellent iDrive infotainment system. And in typical BMW fashion, the ergonomics in this vehicle are on point.

Everything is easy to find, with a nearly seamless user experience as you surf through the iX’s various menus and apps. I’m not sure about the flimsy wood finish on that console, however, nor the seat controls that appear to have been cut out of a diamond. It’s all very kitsch. And don’t get me started on the shape of the steering wheel. Is that even a shape? Everything is unsettling when you’re driving an iX, but that also seems to be the point.

And the iX is massive inside considering its size. While it’s technically smaller than a Model X or even, a <a href="https://www.wheels.ca/reviews/2023-mercedes-benz-eqs-suv-first-drive">Mercedes-Benz EQS SUV</a> – offering no third-row seating – the rear seating area has fantastic leg and head clearance, even for tall passengers. 

Fast and Efficient

History has shown us that when BMW slaps the M letter onto one of its vehicles, it isn’t messing around. In that respect, the iX is no exception.

For a 5,697-pound electric SUV to be qualified as a high-performance machine, it needs a ton of power. BMW grabs the bull by the horns by fitting a massive 105.2 kWh usable (111.5 kWh total) liquid-cooled battery underneath the iX’s body. It powers two electric motors, one installed on each axle, for a combined output of 610 horsepower and 749 lb-ft of torque, allowing this behemoth to launch from 0 to 100 km/h in an impressive 3.4 seconds using launch control. I repeat: three point four seconds. That’s downright insane.

<img class="aligncenter size-full wp-image-173980" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/Guillaume-Fournier-Photographe-GFV_6307.jpg" alt="2023 BMW iX M60" width="2080" height="1387" />

<img class="aligncenter size-full wp-image-173982" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/Guillaume-Fournier-Photographe-GFV_6305.jpg" alt="2023 BMW iX M60" width="2080" height="1387" />

Range, according to Natural Resources Canada, is rated at 441 km in ideal conditions. The iX will accept up to 190 kW of charging power on a compatible level 3 fast charger, which translates into a 39-minute 10 to 80 per cent charge.

When I unplugged the iX from my level 2 home charger during a chilly early December morning at which the thermometer read -6 degrees Celsius, its onboard computer displayed a range estimate of 363 kilometers. That was without pre-heating its cabin. However, after a 158 km highway run, I recorded a consumption average of 26.7 kWh/100 km. This is excellent efficiency considering the weather in which I was driving the darn thing. It’s on par with a Tesla Model X even and it all translates to a real-world range of 394 kilometers, better than what the car had promised when I had unplugged it at home.

Of course, these numbers drastically climb when fiddling around with the iX M60’s available performance. Launching this machine from a standstill never gets old. It’s bloody fast! What’s particularly entertaining about accelerating hard with this SUV isn’t the neck-snapping G-force it’ll generate, but rather the synthesized engine sounds that were composed by none other than famous movie composer Hans Zimmer.

<img class="aligncenter size-full wp-image-173975" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/Guillaume-Fournier-Photographe-GFV_6319.jpg" alt="2023 BMW iX M60" width="2080" height="1387" />

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Honestly, it felt like I was piloting some sort of futuristic time-travelling device. It was super cool up until I attempted to attack a corner quickly with the M60, at which point its chassis tuning had more in common with a block of concrete.

But hey, at least it’s highly entertaining to drive, meaning BMW’s M division managed to safeguard its excellent reputation for performance. The iX M60 also happens to be a fantastic EV in the sense that it’s very efficient and wonderfully practical. So if you’re not too keen in encouraging Mr. Musk these days for obvious reasons, then BMW will be happy to sell you an electric SUV that’s just as appealing as a Tesla.
<h3>2023 BMW iX M60</h3>
BODY STYLE: Five-door midsize SUV

CONFIGURATION: Dual electric motors all-wheel drive

ENGINE: 105.2 kWh usable (111.5 kWh total) liquid-cooled lithium-ion battery powering two electric motors installed on each axle (front motor: 190 kW or 258 hp / rear motor: 360 kW or 489 hp. Total combined output of 610 hp and 749 lb-ft of torque.

TRANSMISSION: Single-speed direct drive

CHARGING POWER ON LEVEL 3 FAST CHARGER (400 VOLTS): 195 kW or 10 to 80% in 39 minutes.

ENERGY CONSUMPTION: 26.8 kWh/100 km (city) / 27.2 kWh/100 (highway) / 26.17 kWh/100 km (combined).

OBSERVED ENERGY CONSUMPTION: 26.7 kWh/100 km

CARGO CAPACITY 1,019 liters (1,750 liters total)

PRICE: $139,802 (as tested)

WEBSITE: <a href="https://www.bmw.ca/en/home.html">BMW</a>

2023 BMW iX M60 Review

EQB front

Like most automakers, Mercedes-Benz is wading headlong into the EV arena, introducing all-electric takes on their legacy wares faster than one can say “übergehen das auto.” Kicking off with some of their larger offerings, as most companies are wont to do, M-B has now lifted the covers off its EQB 350 4MATIC, an all-electric crossover that’s right-sized for many city dwellers where traffic is snarled and parking is tight.

At present, the EQB is offered in one flavour to Canadians – the<a href="https://www.wheels.ca/reviews/2023-mercedes-benz-eqb-350-4matic-first-drive-review"> EQB 350 4MATIC</a>. It is priced at $75,700 and powered by two electric motors, meaning all-wheel drive is part of the deal. A 70.7 kWh battery has a targeted driving range of 365 kilometres on a full charge. This number aligns with our testing of a unit in Germany where we found the EQB quick to harvest electrons under regenerative braking.

A grand total of two colours, Polar White and Night Black are $0 items, with most other options like the nifty Rose Gold costing $890. Popping for the Patagonia Red will add $1,400 to yer bill. The EQB, like the GLB, is decently handsome and has the squared-off air of a mini G-Wagen about it. There are two appearance packages on tap. Priced at roughly $3,000 each, they imbue the EQB with AMG-like styling cues including a ‘grille bar’ which does liven up the nose but will confound the logic-thinkers in your circle of friends since an electric car does not need a grille, simulated or otherwise. Note that customers must add a $1,900 leather trim package on top of these styling options, driving the price northward even further.

<img class="aligncenter size-full wp-image-173955" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/EQB-int.jpg" alt="mercedes eqb 350 4matic" width="1440" height="600" />

Besides, it’s not like the EQB comes with downmarket cloth seats. The brand’s ARTICO upholstery does a dandy job of simulating the real thing without the need to peel cows and is available in a smattering of colours. A brace of metal-like dashboard trim is on offer but those looking for the warmth of wood will need to spend extra on that detail. A jam-them-in-there set of third-row seats are $1,300 and not recommended.

Two options packages are on the docket for this year’s EQB. First is a Premium Package costing $5,000 which adds a dandy Burmester surround sound system and augmented reality overlays for the satnav. A heads-up display and 360-degree camera rounds out the tech. Choosing to layer on the $3,000 Intelligent Drive Package will add the likes of evasive steering assist, active brake assist, and other driving helpers designed to ward off fatigue on long journeys.

What We'd Choose

This is a rare Base Camp, insofar that our musings broaden to encompass the gasoline-powered variant of our subject. If a customer is bound and determined to go fuel-free with their next Mercedes compact crossover, stick with the EQB 350 4MATIC as presented and resist the urge to add frippery like the $3,500 AMG styling package.

But the EQB’s main competitor is, arguably, its GLB cousin. Plunked on comparable bones, the two vehicles even look similar – though their prices are a world apart. An entry-level GLB 250 starts at $48,900, but it’s worth noting that car’s power and feature count are lacking compared to the loaded-as-standard EQB 350. All the same, even bumping up to the AMG GLB 35 dents one’s wallet for only $61,700 which is a large chunk of cheddar less than its all-electric relative.

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