DSC04422

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)

EV tech really shows off its advantages when applied to the ultra-luxury class of sedans and SUVs. Rolls Royce, a marque that only makes cars for the one-per cent recently announced that all their vehicles would be electric after 2030, which makes complete sense. The new 7 Series arguably one of the finest executive limos out there also has a new battery electric version called the BMW i7 and it goes head to head with Mercedes’ latest EV flagship, <a href="https://www.wheels.ca/vehicle-reviews/first-drive-2022-mercedes-amg-eqs-4matic">the EQS</a>.

In this upper echelon of vehicles, cabins are not merely places to sit and drive, they are rolling sanctuaries where quietness and isolation are key factors. The large engines traditionally mounted in the front of these heavy cars have always provided engineers with the challenge of making their noise, vibration, and harshness disappear, and that’s no easy feat.

With electric motors, this isn’t necessary. There is no noise, no harshness, and no need to balance champagne glasses on the hood to demonstrate smoothness (<a href="https://www.youtube.com/watch?v=32w76TaRaRY">sorry, Lexus</a>). EV motors are silent, powerful, and efficient, the perfect recipe for a luxury vehicle.

<img class="aligncenter size-full wp-image-175884" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/DSC04423.jpg" alt="2023 BMW i7 xDrive60" width="2048" height="1365" />

The i7 xDrive60 has two electric motors, one on each axle, and combined they make 536 hp and 549 lb-ft of instantly available torque driving all four wheels. Feeding those motors is a large 101.7 kWh (usable) battery that lives under the floor. A heat pump is standard and makes heating or cooling the cabin of the i7 much more efficient. Total range is 498 km but that’s dependent on a variety of factors including weather, and driving style.

With a maximum charging speed of 195 kW, BMW says that you can top up your i7 at a rate of up to 128 km every 10 minutes when connected to a capable DC fast charger. Level 2 or AC charging maxes out at a respectable 11 kW. While it would be nice to have seen something remotely close to those charging speeds, the Electrify Canada station I tried, supposedly rated at 150 kW, only put out about 45 kW and it still charged me by the minute.

<img class="aligncenter size-full wp-image-175887" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/DSC04451.jpg" alt="2023 BMW i7 xDrive60" width="2048" height="1365" />

Frustrating charging experience aside, which was not the fault of the car, the BMW i7 is everything you expect from a 7 Series. You can also get the 7 series as a 760i xDrive with a 4.4-L twin-turbocharged V8 that also makes 536 hp and while it’s a great engine the electric motors offer a better experience and in this class, it’s the experience that counts.

It starts with getting in because this i7 has power-operated doors, a $2000 option, and worth every penny. Pull on the fixed door handle and the door pops open, move out of its way and it will continue to swing open fully. Ultrasonic sensors will stop the door from contacting other cars, pedestrians, and cyclists. Inside there are touch buttons to open and close the doors and you can even control them from the infotainment screen.

<img class="aligncenter size-full wp-image-175874" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/DSC04438.jpg" alt="2023 BMW i7 xDrive60" width="2048" height="1365" />

<img class="aligncenter size-full wp-image-175877" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/DSC04432.jpg" alt="2023 BMW i7 xDrive60" width="2048" height="1365" />

Once seated a large curved display houses screens for the driver and centre console but the most striking aspect is what BMW calls the interaction bar. It’s a backlit clear strip with a polygon design that runs the length of the dashboard and changes colours depending on the drive mode you're in. There are capacitive touch controls built in for the defroster and defogger and to open the glove box. Most everything else is controlled through the infotainment system, including the climate control but iDrive remains one of the best systems in the business, not only because of its cutting-edge graphics and snappy responses but because it still uses a rotary controller which makes interacting with the screen easier on the move.

There are more screens in the i7. Rear passengers each get one embedded in their door armrests. These 5.5-inch screens control the sunshades, entertainment, and the climate control of which four distinct zones are available. But the real party trick and a 7 Series has always been about party tricks, is the Theatre Screen, a $4900 option. For that not-insignificant sum of money, you get a 31.2-inch 8K screen that drops down from the roof at the touch of a button and is controlled by either those rear passenger screens or the main infotainment screen.

<img class="aligncenter size-full wp-image-175871" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/DSC04443.jpg" alt="2023 BMW i7" width="2048" height="1365" />

It’s got Amazon Fire TV built-in and that means you can stream video from Netflix, Prime, or your most of your favourite services. You can even play games, stream music, or connect your Playstation to it. And since the i7 is fully electric you can charge the car while catching up on the latest episode of “Beef”.

The i7 I was driving also had the Rear Comfort Package ($4700) and the Executive Lounge Package ($2800), which adds a reclining rear seat and leg rest behind the front passenger. When you lower the Theatre screen all the sunshades also extend and with the brilliant 36-speaker, 1965-watt Bower and Wilkins Diamond Surround system ($5900), you get the full IMAX experience in a car. Not only did I watch TV while charging, but I also did it with my legs stretched out while getting a massage. It was the best charging experience I’ve had so far.

One problem with the Theatre screen that’s hard to overlook is that it completely blocks the driver’s rear view when extended, and there’s no option for a digital rearview mirror which would render that issue moot, a bit of a miss there.

Seats are epic. Big, coddling, and supportive with a built-in massage function and buttery Merino leather upholstery. They make long drives feel shorter. A 7 Series has always been a quiet and serene car to drive, but the i7 is in another league. Once the door is powered closed, because you couldn’t be bothered to close it yourself, the outside world is effectively muted and you can enjoy a relaxing escape wafting along riding on a cumulus cloud.

Cramming all this technology into a car means the i7 is monstrously big and heavy, but the electric motors make it feel weightless. And with active 4-wheel steering and active roll stabilization it still manages to balance the athleticism a 7 Series has always been known for with a magic carpet ride courtesy of the standard air suspension and adaptive dampers. BMW even puts the more powerful of the two EV motors on the rear axle giving this i7 a playful rear-wheel drive feel.

<img class="aligncenter size-full wp-image-175880" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/DSC04428.jpg" alt="2023 BMW i7 xDrive60" width="2048" height="1365" />

My last experience in a 7 Series was in the last-generation M760Li, which was powered by a 600hp V12. I missed that car and its 12 sonorous cylinders when I had to return the keys to BMW but this i7 felt even better. There’s just something so cool about being able to accelerate so quickly and so smoothly in complete silence. I might not want that in a sports car but in a luxury sedan like this, it feels perfect.

The i7 is less a car and more a full-fledged luxury experience on wheels, though with its powerful motors and sharp handling it’s also a lot of fun to drive. And if you can get over the looks, mainly the front, which is kinda hard to love, the new i7 is everything a 7 Series is supposed to be and then some.
<h3>2023 BMW i7 xDrive60</h3>
BODY STYLE: 5-door, 5-passenger full-size sedan

CONFIGURATION: Dual motor, all-wheel drive battery electric vehicle (BEV)

MOTOR: Dual current-excited electric motors, Combined Power: 536 hp; Torque: 549 lb-ft

TRANSMISSION: Single-speed direct drive

EV RANGE: estimated 496 km (21-inch wheels) from a 101.7 kWh (usable) battery

EFFICIENCY: (Le/100km); city: 2.8 ; highway: 2.6; combined: 2.7

CARGO CAPACITY: 501 litres

PRICE: $147,000 (MSRP); $194,200 (as-tested not including freight and fees)

WEBSITE: <a href="https://www.bmw.ca/en/home.html">BMW Canada</a>

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2023 BMW i7 xDrive60 Review

2023 Kia Niro ev main header

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

The Kia Niro has always had a bit of a strange spot in the line-up, hasn’t it? After all, here’s a vehicle with definite small or compact-crossover vibes, but with a body shape that was somehow reminiscent of the Kia Rondo people mover. Styling-wise, it had its moments but there wasn’t a huge variety of eye-catching details to really write home about. Sure; there was the tiger nose grille and some headlights that bore an obvious resemblance to the items on the Sportage crossover but you probably wouldn’t select the old Niro in a “which car defines our look?” query over at Kia. It has to be said that its main claim to fame was the variety of powertrain types, a list that included a fully-electrified (BEV) model. That’s great, but then the Niro’s <a href="https://www.wheels.ca/news/2024-hyundai-kona-and-kona-electric-debut-in-new-york">Hyundai Kona</a> cousin came along, eventually got a BEV variant of its own AND had a very unique look, helping it gain a massive following.

Well, Kia has set out to change that in a big way with the all-new 2023 model and by the looks of things, they are no longer content to let their cousins from ‘round the way steal all the spotlight in the BEV crossover game.

As it often is in the world of passenger cars, the new Niro’s massive headlights and vertical taillights are the defining factors that have it looking like nothing else, not even other Kias.

<img class="aligncenter size-full wp-image-175801" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/IMG_7470.jpg" alt="2023 Kia Niro EV" width="2000" height="1333" />

Oh, except one thing, and it actually has nothing to do with any other Kias, but something from a different automaker entirely. Those contrast-colour side blades you see aft of the rear doors? You can’t look at those and tell me you don’t see a Smart ForTwo – or if you really want, the ForTwo’s not-for-North-America ForFour sibling. I actually don’t mind the look, but it seems Kia is a little self-conscious of it because you can only get the two-tone look on one trim – the Limited seen here -- and only with a single base colour choice: Snow White Pearl. Personally, I’d like to see how a pair of darker carbon-coloured side blades set against a red or blue base colour would look.

Speaking of looks: the feature is actually about more than just that, as it serves as a pass-through for rushing air, providing better aerodynamics and better range, the latter of which is a claimed 407 km; I started with my battery at 97 per cent charge and 378 km of range. After driving 100 km, my computer told me I had 227 km remaining at 60 per cent charge; that’s off the pace a little bit, but range anxiety was never really an issue for me during my time with the Kia Niro EV. When hooked up to a DC fast charger, meanwhile, the Niro will go from 10 to 80 per cent charge in about 45 minutes at speeds of up to 85 kW.

For me, though, more than just how fast the Niro can charge, it was about the manner in which it does so and by that I mean how it physically hooks up to a charger. There’s no need to painstakingly dodge bollards at a Petro-Canada fast charger in order to get a side-mounted charge port aligned with the (annoyingly stiff) charge cable; just drive in nose first, and you’re good because that’s where the charge port is located, and where it should be on any EV. So thank you, Kia, for doing it right.

<img class="aligncenter wp-image-175790 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/IMG_7427.jpg" alt="2023 Kia Niro EV" width="2000" height="1333" />

While the exterior, with its flashy headlight lenses and side blades and two-tone 17-inch wheels is a head-turner, the interior can’t quite match it. For a long time, Kia’s buttoned-down interiors with their dark tuxedo-like ambience worked; now, however, times have changed and things are going brighter and a little more, well, fun. Look no further than the <a href="https://www.wheels.ca/vehicle-reviews/first-drive-2022-hyundai-ioniq-5">Hyundai Ioniq 5</a> to see just what I’m on about. Sure; Kia has tried to brighten things up a little by adding a splash of colour ahead of the front passenger and having twin digital displays for your gauge cluster and infotainment, but that’s about it. I’m also not fully sold on the dual climate control/navigation control button bank at the base of the centre stack -- you can change what it controls with the press of a button. It’s here, of course, to help reduce clutter and while other efforts in that vein such as the transmission control dial do work well, this is a little finicky.

<img class="aligncenter size-full wp-image-175789" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/IMG_7420.jpg" alt="2023 Kia Niro EV" width="2000" height="1333" />

It is a comfortable place to sit, though; that roof is high so headroom isn’t a problem either front or rear and they’ve managed to jam the wheels into the corners and stretch the cabin for some pretty good legroom, too. Add handy features like a front trunk – it’s shallow, but I’m glad it’s here – and low rear cargo floor and you have a very practical and accessible small hatch…crossover…thing.

Power is rated at 201 horsepower and 188 pound-feet of torque, fine figures for a small car but down in the torque department to the old model. That’s too bad, but the new car isn’t slow, racing to the 100 km/h mark in about 6.5 seconds and always seeming to have the juice required to not leave you hanging during highway manoeuvres, especially in more responsive sport mode.

As responsive as the powertrain is, the handling is the highlight here. With its 64.8 kWh battery stuffed neatly into the floor, the centre of gravity is low and body roll is kept to a minimum. The steering could have a little more feel – it’s a little squishy as is – but the front end is responsive so the Niro EV is a pleasure to thread through town in, as it should be.

Far as I’m concerned, the handling, the power and even the interior accoutrements have me thinking compact hatchback as opposed to compact crossover. Many – probably including Kia themselves – will argue against that but to me, it has come to 2023 with a properly fleshed-out identity and with a base MSRP of $47,844 before incentives, it is about as attainable as you get in the current EV market. That’s a lot of win, right there.
<h3>2023 Kia Niro EV</h3>
BODY STYLE: Five-door compact hatchback

DRIVE METHOD: front-wheel drive
ENGINE: front permanent magnet synchronous EV motor, 201 hp, 188 lb-ft

ESTIMATED RANGE: 407 km
TRANSMISSION: single-speed automatic

CARGO CAPACITY: 645-1,804 L

TOWING CAPACITY: N/A

Base MSRP: $47,844

WEBSITE:  <a href="https://www.kia.ca/en/vehicles/2023/niro/ev">Kia Niro EV</a>

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2023 Kia Niro EV Review

CX-90 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

For the 2024 model year, Mazda jumps into the three-row crossover game looking to ruffle some feathers in the premium segment. Clean styling, a 3.3L inline-six engine, and a finely crafted cabin are all part of Mazda’s plan to move upmarket. As an aside, know this post only refers to the mild-hybrid CX-90; perhaps we’ll write a Base Camp about the plug-in hybrid another time.

Mazda tends to offer a yaffle of trims for each model, and they’ve continued this trend with the CX-90. The least expensive one shows up for duty in GS guise, priced at an agreeable $45,900 and packing the same 280 horsepower/332 lb.-ft of torque as the pricier GS-L and GT trims. All-wheel drive is included. Safety gear includes active helpers like emergency lane keeping, smart brake support, and radar cruise control with stop &amp; go functions.

The brand’s signature Soul Red Metallic paint is not available on this entry-level CX-90, but the tasty Deep Crystal Blue Mica shown here can be selected at no charge and looks good with those 18-inch gunmetal alloy wheels. LED lamps are present front and rear, while colour-keyed door handles and heated side mirrors don’t give away the fact you’re rolling in the GS trim. We feel there’s more than a bit of BMW in those slick taillamps, by the way.

<img class="aligncenter size-full wp-image-175739" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/CX-90-interior.png" alt="Mazda CX-90 GS" width="2682" height="1800" />

Three-zone climate control does a good job of quelling complaints from the peanut gallery – even third-row riders get a set of air-conditioning vents. Keyless entry and push-button start are expected and present at this price, as are enough power points and USB ports to keep all devices fully charged. Cloth upholstery is equipped on the GS (the “L” stands for leather-type seats on the next-rung trim), though the front perches are heated and the second row can recline like an airliner for extra comfort. Infotainment shows up as a 10.25-inch colour centre display with wired Apple CarPlay and Android Auto but no satellite radio capabilities.

What We'd Choose

It is always easy to spend someone else’s money – just ask Queen’s Park – which is why we are looking heavily at the GS-L and its extra kit. Real leather on touch points like the gear selector and (heated) steering wheel, leatherette on the seats, power-operated access to the third row, and a power rear liftgate are all features most families would appreciate in their next all-wheel drive kid hauler.

An extra $3,400 isn’t exactly chump change, especially in this age of Galen Weston putting his hands in our pockets and inflation remaining stubbornly high, but a few of those extra items add tangible benefits to one’s daily travels. Adding in few extra USB-C ports and zoom-zoom paddle shifters seal the deal for a GS-L in our book.

However, if you’re even thinking about the $55,350 GT and its Bose audio system, you might as well blow sixty grand on a GT-P. Recall how the “-L” suffix denoted leather-type seats? The “-P” stands for performance, cranking the 3.3L inline-six wick to 340 horsepower and 369 lb.-ft of torque when fed a steady diet of premium fuel. Nappa leather, wireless device tools, 360-degree cameras, ventilated seats – all are part and parcel of the GT-P.

But for less than $50,000, we’ll gladly stand the comfortable and good-looking GS-L.

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: 2024 Mazda CX-90

Sentra front

Believe it or not, there are still options in the Canadian marketplace for customers seeking a compact sedan with a manual transmission. A type of rig which was once very common on our roads – Cavalier, Focus, Sunfire, et al – these affordable row-yer-own cars (not crossovers, cars) have now either vanished or lost their manual transmission option.

Nissan holds the course. In fact, the Sentra recently received a makeover, earning a front fascia which drags it in line with the rest of its family, making it appear a lot more expensive than its $20,548 price tag may imply. For that sum, shoppers will find a 2.0L four-banger making 149 horsepower and roughly a like amount of torque. The car is front-wheel drive, of course, but sprouting between its two front seats is a six-speed manual transmission just like nature intended.

<img class="aligncenter size-full wp-image-175673" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/Sentra-int.png" alt="2023 Nissan Sentra" width="2400" height="1104" />

The base S trim is only available in three shades – Super Black or Fresh Powder are $0 options while Gun Metallic costs $135 extra. Stick with the noir and save some simoleons. Those are steel wheels with old-school hubcaps, though the 16-inch rubber will keep a lid on replacement costs. Active grille shutters up front do their part for fuel economy (6.2 L/100km highway) and the body-colour power sideview mirrors are heated.

Inside, we hope you like black cloth upholstery because that’s the only choice. That’s not a bad thing, since it lends a sharp appearance to the place, though one should expect a decent amount of dashboard plastic at this price. Air conditioning is standard, along with the likes of power windows and keyless entry. Hooray for economies of scale. The steering wheel tilts and telescopes, the driver’s seat moves six ways, and front passengers get heated chairs. In other words, this is not the penalty box of yore.

A small display wedged between its speedometer and rev counter does the trick for showing the driver important messages, while a 7-inch touchscreen does duty for infotainment. The latter may be underwhelming since some smartphones are now approaching that dimension. Still, one cannot argue with the presence of Apple CarPlay / Android Auto in a car priced just over 20 grand, though it surely wouldn’t kill Nissan to place more than a single USB port in this cabin. Cruise control, lane departure warning, and blind spot monitoring round out the safety kit – features for which one must pay extra on some more expensive car.

<img class="aligncenter size-full wp-image-175674" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/Sentra-rear.png" alt="2023 Nissan Sentra" width="1200" height="675" />

What We'd Choose

Folks toiling in the Wheels office enjoy a manual transmission, explaining why we’re pleased Nissan still offers this drivetrain combo in an entry-level trim. Shelling out an extra $4,400 brings the SR trim with a stick, offering no extra power but upping the ante with rear disc brakes and intelligent cruise control. Also on the SR are dual-zone climate control, a heated leather-wrapped wheel, better gauges, and a larger infotainment screen. The SR can also be had in entertaining colours like Electric Blue or Monarch Orange with a black roof, the latter of which makes the Sentra look very much like big-bro Altima.

This is tempting, though adding 20 percent to a car’s bottom line is not to be trifled at this price point. However, keep an eye on interest rates since base trims are sometimes excluded from subvented rates or incentives, making the monthly payment on a more expensive car not much more than an entry-level model even though the total amount financed is higher. As this is written, rates are equal for S and SR on the Sentra, leading us to recommend the S with its healthy level of standard equipment. If good-old-days of 0% ever return on SR, we’d flip that endorsement.

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 Nissan Sentra

2023 CADILLAC XT5 SPORT AWD-MAIN

Rob Beintema is an Auto Journalist for Metroland Media

PASS-A-GRILLE, FLORIDA - The theme was supposed to be “Go Big or Go Home”, taking a <a href="https://www.wheels.ca/reviews/why-i-love-my-vehicle-2022-escalade-esv-sport-4x4">Cadillac Escalade</a> ESV - the extended version that makes Cadillac’s mothership the biggest SUV of all - on a long-haul road trip.

Fine for big families towing trailers or packing to the gunnels with golf bags and gear. But we were just a couple of snowbirds migrating south to a different flock - the Toronto Blue Jays spring training camp in Florida. And two passengers travelling light in a stretched-out, eight-passenger, V8-powered behemoth seemed like a case of overkill, unless we were planning to take the Blue Jay infield out for beers after a game.

<img class="aligncenter size-full wp-image-175665" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/2023-CADILLAC-XT5-SPORT-AWD-COLUMBIA-SC-scaled.jpg" alt="2023 Cadillac XT5" width="2560" height="2051" />

So, the theme changed to “Less is More” with a 2023 Cadillac XT5 instead - more affordable and more practical, more suitable for a smaller family.

And, actually, less is also just less, with an XT5 that is, sure, less roomy, but also less cumbersome, less difficult to fit in a garage or parking spot, less pricey at the dealer lot and also considerably less costly at the gas pumps - in this case, an approximate 190 litre reason for changing vehicles.

In fact, you could argue that the “less factor” inspired the creation of the XT5, giving Cadillac customers access to the brand with a less trucky crossover with more modest pricing, passenger, payload and towing abilities.

The XT5 (Crossover Touring 5) debuted at the Los Angeles Auto Show in 2015 as a “lean and athletic” successor to the SRX, same-sized but weighing in at almost 300 lbs less than that predecessor, and with “wheels to the corner” architecture that extended the wheelbase by two inches with a corresponding one inch wider track.

<img class="aligncenter size-full wp-image-175660" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/2023-CADILLAC-XT5-SPORT-AWD-REAR-scaled.jpg" alt="2023 Cadillac XT5" width="2560" height="1858" />

Sure, for our trip south, we’d be giving up the sheer oversized audacity of the Escalade but the XT5 exudes enough Cadillac bravado, with its modern sharp-edged styling, the angles adorned with vertical DRLs and taillight treatments that throw back to rocket fins and other heritage Cadillac cues. The XT5 has proved popular enough to spur the creation of XT4 (smaller) and XT6 (bigger) siblings - more crossover choices to slot in under the Escalade. But the XT5 remains the popular choice, with a kind of Goldilocks “just rightness’ that seems to hit the sweet spot of size, comfort, price and utility.
And despite my emphasis on “less”, there are plenty of “more” factors included in standard equipment and content packages that build through the three XT5 trim levels ranging through Luxury, Premium Luxury and Sport models.

A no-cost Argent Silver Metallic paint is supplemented by seven other optional colours ($900-$1,395) including our Sport tester’s Crystal White Tricoat. Other options in our Sport tester included Kona Brown Sauvage leather seats, 20-inch 12-spoke Diamond Cut alloy wheels and a Technology Package with an 8-inch gauge cluster, head-up display, rear camera mirror and more. And there are plenty of other optional packages and stand-alone options available.

<img class="aligncenter size-full wp-image-175668" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/2023-CADILLAC-XT5-SPORT-AWD-INTERIOR-scaled.jpg" alt="2023 Cadillac XT5" width="2560" height="1708" />

The XT5 first debuted with a 3.6-litre V6 engine making 310 hp and 271 lb-ft of torque and with a fuel economy rating of 12.9L/9.3L/100km (city/hwy). A model revision in 2020 made a new 2.0-litre turbo four-cylinder the standard engine. It makes 235 hp and 258 lb-ft of torque and is a bit thriftier at 11.2L/8.7L/100km (city/hwy). The XT5 was the first model to adopt GM’s Electronic Precision Shift system, and this weight-saving, fly-by-wire system hooks up to 9-speed automatics with both engine choices. An AWD system that can shift 100 per cent of the power to either front or rear axles also benefits from drive mode settings of Tour, AWD, Sport and Offroad.

They kept the V6 as an optional powerplant in the mid-range Premium Luxury trim and made it standard in this top-of-the-lineup Sport model. I was hoping that auto stop-start and cylinder deactivation, which effectively turns the V6 into a V4 during those long highway miles, would narrow the gap between the two fuel economy ratings. But added power for passing is always appreciated and, although we wouldn’t be hauling a trailer, the V6 also boosts towing ability to 3,500 lb from the four-banger’s 1,000 lb rating.

The 2023 Cadillac XT5 Sport complements the engine power with a little extra performance mojo, adding quicker responsive steering, red-painted Brembo brakes and a sport suspension with real-time damping control that can adjust the ride every two milliseconds depending on varying road and driving conditions. Now, we weren’t exactly slaloming through the Blue Ridge or the Tail of the Dragon on the way, but even on the interstate, added control and ride/handling responsiveness can always be appreciated.

<img class="aligncenter size-full wp-image-175666" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/2023-CADILLAC-XT5-SPORT-AWD-FLA-SUNSET-scaled.jpg" alt="2023 Cadillac XT5" width="2560" height="1793" />

<img class="aligncenter size-full wp-image-175667" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/2023-CADILLAC-XT5-SPORT-AWD-FLA-SUNSET2-scaled.jpg" alt="2023 Cadillac XT5" width="2560" height="1836" />

So, we headed south for fried green tomatoes in Charleston, strolls through the fountained parks of Savannah, the crack of the bat in Dunedin and long beach walks in Pass-A-Grille, Florida. There’s nothing like a few days in the saddle to really get to know a vehicle. And the XT5 did not disappoint. No problems, no drama, just easy cruising in a competent package of luxuries and comforts to suit any Cadillac fan.

Here are a few numbers. The 2,422 km trip to Florida -mostly highway miles with the occasional stop-and-go slowdowns and some futzing about in towns - used up 235 litres of fuel for a respectable 9.7L/100km (comb) fuel economy average. That cost $285.92 CDN. American gas is still cheaper than Canadian prices, working out to a $1.20 CDN/litre average once we did the metric and currency conversions.

We were still in Florida at the time of writing, so I expect the round trip to be about double - roughly 5,000 km, 470 litres and under $600 CDN in total.

To sum up, the 2023 Cadillac XT5 competes in a tough field against worthy rivals like the BMW X3, Volvo XC60 and Genesis GV70, to name just a few. There are rumours of a revised XT5 for 2024, possibly only available in China, but speculation about the future is rife, especially with Cadillac’s commitment to an all-electric lineup by 2030.

But, for now, the 2023 XT5 soldiers on, providing its unique Cadillac blend of styling, luxury and included content availability in a user-friendly, five-passenger crossover.
<h3>2022 Cadillac XT5 Sport AWD</h3>
BODY STYLE: two-row, five-passenger compact crossover ute
DRIVE METHOD: 9-speed automatic, AWD
ENGINE: 3.6-liter VVT V6 engine (310 hp, 271lb-ft of torque)
FUEL ECONOMY: 12.9L/9.3L/100km (city/hwy). As tested 9.7L/100km (comb).
CARGO VOLUME: 849 litres behind second row, 1,784 litres behind first row
TOW RATING: 1,588 kg (3,500 lb) when properly equipped
PRICE: 2023 Cadillac XT5 Sport MSRP $59,098 As tested $67,588
WEBSITE: cadillaccanada.ca

2023 Cadillac XT5 Sport Review

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The Toyota RAV4 doesn’t really need an introduction. It’s the best-selling compact crossover in Canada and it’s held that position for almost a decade. The reasons are simple. It’s well made, dependable, and efficient. It’s also really good value and the Toyota badge promises reliability, which on its own is an attractive proposition.

Chances are if you’re in the market for a new crossover, the RAV4 has come across your desk, but with 16 different permutations, it can still be difficult to decide on how best to spend your money.

All 2023 Toyota RAV4 trims come with Toyota Safety Sense 2.5 and a new version of Toyota’s infotainment system that’s a big upgrade over the old one. There’s also the new limited-edition Woodland trim available on the XLE Hybrid that we tested here and it adds some pretty sweet bronze wheels wrapped in all-terrain tires, an off-road-tuned suspension, roof rack cross bars, LED fog lamps, black exhaust tips, and “Woodland” badged floor mats and cargo tray.

<img class="aligncenter size-full wp-image-175514" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/DSC04303.jpg" alt="2023 Toyota RAV4 Hybrid Woodland" width="2048" height="1365" />

The Woodland trim is ultimately an appearance package, but as far as those go it’s a good one. And while the A/T tires and off-road suspension tune will give you some more confidence on mucky ground, this RAV4 isn’t intended to be a true off-roader. But for $2190 it is a good amount of kit and the bronze wheels combined with the Cavalry blue paint job made this RAV4 stand out.

The real story here is the RAV4 Hybrid. Toyota makes this fuel-sipping powertrain available right from base, which means that you don’t have to spend a lot of money to get amazing fuel efficiency. The powertrain itself isn’t anything new but it’s been upgraded over the years and is only about a $2000 premium over the regular gas models. You get more power (219hp vs 203hp) but more importantly, tailpipe emissions drop drastically.

This hybrid powertrain is extra efficient because it uses a small electric motor on the rear axle to provide all-wheel drive without any mechanical connection to the engine. I also found that in this 2023 RAV4 Hybrid I was able to stay in EV mode for longer and at higher speeds. The biggest advantage of driving a hybrid like this is that it requires zero special treatment or driving techniques. It doesn’t need to be plugged in and you’ll never run out of battery. The system works quietly in the background and it's seamless.

<img class="aligncenter size-full wp-image-175510" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/DSC04310.jpg" alt="2023 Toyota RAV4 Hybrid Woodland" width="2048" height="1365" />

That’s not to say there aren’t any downsides. The 2.5-L 4-cylinder is buzzy and coarse. It’s an unrefined power unit in an otherwise refined vehicle and it sticks out like a sore thumb. It’s there to provide power and nothing more. You do get used to it after some time behind the wheel but I can understand why some people are hesitant about hybrids.

For me personally, it’s a small price to pay for the fuel efficiency gains. Every time I drive a hybrid like this it becomes a bit of a game to score the lowest fuel consumption numbers without resorting to hardcore hypermiling techniques. Even if you drove like a maniac everywhere you went, chances of seeing over 8L/100km are slim.

<img class="aligncenter size-full wp-image-175513" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/DSC04305.jpg" alt="2023 Toyota RAV4 Hybrid Woodland" width="2048" height="1365" />

After a week my RAV4 hybrid tester registered an average of 6.2L/100 km and for a compact SUV chock full of modern amenities and all-wheel drive, you really can’t do better unless you take the next step up into a plug-in hybrid. But that will cost you much more and you have to plug it in every night to really take advantage of it, so it can also be less convenient.

Outside of the powertrain the RAV4 is a great little crossover for family duty. It has a large usable cargo area, and the rear seats are spacious enough for taller adults.

<img class="aligncenter size-full wp-image-175511" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/DSC04307.jpg" alt="2023 Toyota RAV4 Hybrid Woodland" width="2048" height="1365" />

The driver is treated to excellent ergonomics, real physical buttons for all major controls and an easy-to-approach layout that anyone will be able to figure out in a short time. The new infotainment system has nice visuals and is quicker to respond but still falls behind the systems found in Hyundai/Kia and Stellantis products. I’m still a big fan of the large textured knobs in the RAV4 for the climate control and stereo volume.

Driving the RAV4 is uneventful, to say the least. It rides well, and it’s quiet inside, and it has competent road manners but there’s nothing really class-leading to report. Likewise, this isn’t a crossover that provides any rewarding dynamic qualities, but it also doesn’t claim to. For a more rewarding driving experience look to the <a href="https://www.wheels.ca/reviews/2023-honda-cr-v-sport-review">Honda CR-V</a>.

What the Honda does not do, however, is provide you with the level of value the Toyota does, or the number of trim choices. The Toyota is also more efficient and since the Honda CR-V hybrid is a top-trim-only proposition you’ll have to spend well over $50k to get one.

So in the price for content department the RAV4 is difficult to beat and that’s reflected in its sales numbers. It’s also got that dependability factor that’s solidified customer trust over the decades. Even with new competition always arriving, the RAV4 is a highly recommended buy and it should continue to hold its top spot in the market for a while longer.
<h3>2023 Toyota RAV4 Hybrid Woodland Edition</h3>
BODY STYLE: 5-door, 5-passenger compact SUV

CONFIGURATION: -Front-engine, all-wheel drive

ENGINE:  2.5-L inline-4+hybrid drive system ; Combined Power: 219 hp

TRANSMISSION: e-CVT

CARGO CAPACITY: 1059-1977 litres

FUEL ECONOMY : (Regular-grade Gasoline in L/100 km): 5.8 city; 6.3 highway; 6.0 combined

PRICE: $42,243 (as-tested)

Website: <a href="https://www.toyota.ca/toyota/en/">Toyota Canada</a>

2023 Toyota RAV4 Hybrid Woodland Review

2023 Dodge Hornet GT in Gray Cray

For the first time in a decade, Dodge dealerships will be on the receiving end of an all-new car. Set to play in the unfathomably competitive small crossover segment, the Dodge Hornet will be a much-needed product for those hucking Dodge metal – especially after the <a href="https://www.wheels.ca/news/the-dodge-demon-170-is-the-quickest-hardest-accelerating-production-car-in-the-world">Charger and Challenger</a> are put out to pasture at the end of this year.

Base Camp readers will want to know about the $37,995 GT trim, powered by a 2.0L turbocharged four-cylinder engine making 268 horsepower and 295 lb.-ft of torque. All-wheel drive is standard in Canada, and a nine-speed automatic transmission handles shifting duties. Hewing to Dodge’s reputation as the purveyor of vehicles purporting to be sportier than average, Koni-branded frequency selective dampers are standard kit, while flashy Brembo brakes show up on the options sheet.

Visually spotting the difference between base GT and next-tier R/T is easy with the Hornet – just take a look at its rear fascia. The latter has a pair of loud-n-proud exhaust tips poking out under its bumper, while the GT’s are much more discreet. Up front, GT gets a gloss black grille (and a curiously centred red Dodge badge), plenty of LED mascara for an aggressive lighting signature, and heat extractors on its hood which are actually functional. As per Dodge tradition, a palette of wild colours are on tap, including the likes of Hot Tamale and Acapulco Gold.

<img class="aligncenter size-full wp-image-175459" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/Hornet-int-scaled.jpg" alt="Dodge Hornet interior" width="2560" height="1707" />

Inside the Hornet GT, the company has fitted a 10.25-inch infotainment touchscreen, packed with SiriusXM and integration with Amazon Alexa if you’re invested in that ecosystem. There are enough USB ports to keep all hands quiet, including rear seat passengers, though a wireless charging pad is absent. Seats move manually and aren’t heated unless you pay extra. Dual-zone automatic climate control keeps warring factions at bay. An attractive 12.3-inch reconfigurable digital gauge cluster sits ahead of the driver.

What We'd Choose

Making a $6,000 hike to the GT Plus trim retains the 2.0L gasoline-powered engine but brings many of the features missing on the standard GT. Navigation shows up in the 10.25-inch dashboard tablet, wireless charging sprouts from the centre console, and its rear liftgate gains a power-operated function. Better seats (covered in leather with heat and ventilation) are on tap for yer extra cash as well.

The $50,495 R/T is similarly equipped in terms of toys as the GT but brings an electrified powertrain to the table in the form of a plug-in hybrid system. Its 15.5-kWh battery pack permits roughly 50 kilometres of all-electric driving when conditions are right, a trait which may be very attractive to some shoppers. It qualifies for iZEV rebates, meaning some provinces will shave 10 stacks off its sticker price.

If you live in one of those provinces, the R/T is an easy choice since its net price of just over 40 grand compares well to the GT since it includes features – heated leatherette seats and heated steering wheel, for example – which are extra cost on the base model. The rest of us will have to either make the math work in terms of extra cost versus fuel saved, or simply go for the base GT and add the $995 Cold Weather package.

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 Dodge Hornet

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The Porsche Cayman is a survivor, isn’t it? After all, the 911 is just a rung or two up in the line-up but with the amount of prestige the 911 has garnered over the decades, those rungs represent a darn steep climb. Indeed, one might say that Porsche choked the Cayman a little bit because it didn’t want to hurt the 911’s feelings. The Cayman’s mid-engine layout is inherently better for balance than the 911’s rear-engine layout and Porsche needed to ensure the two stayed in separate orbits.

It worked for a while, but then someone at Porsche must’ve said “OK, that’s enough. This car has earned its stripes. Now, let’s see how far we can take it” and from that came this: the Cayman GTS 4.0, one of just a few naturally aspirated gas-powered Porsche models.

The Cayman GTS’s 4.0-litre flat-6 is good for 395 horsepower and 310 pound-feet of torque and while that puts it at the bottom of the power spectrum when it comes to the GTS range, you’d never know it. That’s because this is such a free-revving screamer of an engine with a 7,800 rpm redline (and one that makes peak power through to 7,000 rpm) that the speed is almost a by-product to the livewire feeling you get when you open the taps. It’s a fantastic look at what made Porsches oh-so sought after before the turbo wave broke: the smooth, progressive and altogether unique power delivery of a flat NA motor.

<img class="aligncenter size-full wp-image-175329" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/IMG_7806.jpg" alt="Porsche Cayman GTS 4.0" width="2000" height="1333" />

0-100 km/h takes just 4.0 seconds on cars equipped with the seven-speed dual-clutch (as seen here), on to a top speed of 288 km/h.

All this before we even get to the real nut of this thing, the real “Gran Turismo Sport” (not the game; this is what Porsche says their “GTS” stands for) aspects of what this car is all about, its mannerisms through the corners.

In addition to the power boost you have over the four-cylinder 718 Cayman S (about 45 hp and a colossal one lb-ft), GTS spec provides a host of standard chassis features. The Sport Chrono package with its clock atop the dash, for example, is standard here. It adds a Sport Plus mode for even faster gearshifts, active engine mounts, torque vectoring and a mechanical limited-slip differential. In addition to the Sport Chrono, you also get Porsche Active Suspension Management (PASM) and the ride height drops by 20 mm.

<img class="aligncenter size-full wp-image-175330" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/IMG_7808.jpg" alt="Porsche Cayman GTS 4.0" width="2000" height="1333" />

Of all that, though, those active drivetrain mounts are what really do it for me. They help reduce vibrations caused by everything from the surface below to the running engine and they really do make it so that with the Cayman GTS, you feel like you’re piloting one solid as-one piece of machinery that makes no excuses. It rewards confident steering and throttle inputs with whip-snap response and a game attitude to spear you down your favourite road – or track – with gumption, with panache, with confidence. How this car can make it seem like it’s tapped directly into your cerebral cortex is a feeling few others out there can replicate.

Traditionally for a car like this, the manual would be the obvious choice. It’s better for driver involvement, you get a higher top speed and the 718’s shift linkage is one of the best in the biz. Plus, you save yourself the $4,250 required to get the PDK auto. However; the PDK provides a faster 0-100 km/h time and is incredibly responsive so the choice isn’t quite as black-and-white as you might think.

Speaking of “panache”; there’s plenty of it on the styling front here, too. You get fantastically dark 20-inch wheels as standard (unfortunately switched for more basic rims wrapped in winter rubber on my tester), which are made to look even more eye-catching if you select the ceramic brakes and their yellow calipers. Which, along with the PDK transmission, comprise two-thirds of the performance options you can select for the GTS.

Those wheels manage to ground the GTS even more – as if it needed it, what with its lower ride height and just its overall shape, which is muscular but European in all the right ways. The best way to describe it is how proportional it is; from the angle of the windshield to the ducktail-like rear spoiler, to the rear diffuser and its two fat tailpipes, to the side intakes and low-profile front splitter, the GTS is an example of what a modern sports car should look like. And Yes, I will have my tester’s Python Green paint, thank you very much. Fits the theme of the car oh-so-perfectly.

<img class="aligncenter size-full wp-image-175332" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/IMG_7812.jpg" alt="Porsche Cayman GTS 4.0" width="2000" height="1333" />

<img class="aligncenter size-full wp-image-175338" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/IMG_7830.jpg" alt="Porsche Cayman GTS 4.0" width="2000" height="1333" />

Inside, highlights include the red central tach and red seatbelts both part of the GTS Interior Package that I’d most definitely opt for. Also: I will caution that while cool-looking and supportive, the carbon bucket seats on my tester are very snug. I think I’d opt for the standard 2-way adjustable Sport Seats or the 18-way Adaptive Sports Seats Plus, which cost less than full buckets.

We still have Porsche’s last-generation infotainment system on board, and it’s nowhere near as slick as Porsche’s new system. The buttons around it are small and somewhat finicky, while the auto shift lever is big and somewhat ugly. The paddle shifters are crafted from cheap plastic not entirely befitting of the marque (something a little more substantial crafted from, say, carbon fibre would be welcome) and we also have the weird, flimsy dash-mounted cupholders that look like afterthoughts. At least they retract entirely from view. Indeed, while Porsche’s sports cars have grown over the years, their cockpits are still snug places to sit and there’s only a select amount of real estate for extraneous pieces like cupholders.

A cupholder extraneous? Heck yes. These are driver’s sports cars, they are not grand tourers and the 718 GTS is probably the purest example of that in a pond full of purity over at Porsche.

Perfection in car form? It’s up there. With a bullet.
<h3>2023 Porsche Cayman GTS 4.0</h3>
BODY STYLE: two-door sports coupe

DRIVE METHOD: mid-engine, rear-wheel drive
ENGINE: 4.0-litre flat-6, 395 hp, 310 lb-ft of torque

FUEL ECONOMY CITY/HIGHWAY/COMBINED: 12.3/9.8/11.1 L/100 KM
TRANSMISSION: seven-speed dual-clutch automatic

CARGO CAPACITY: 150 L front, 275 L rear

TOWING CAPACITY: N/A

Base MSRP: $103,400

WEBSITE:  <a href="https://www.porsche.com/canada/en/modelstart/all/">Porsche Cayman</a>

2023 Porsche Cayman GTS 4.0 Review

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The BMW 230i might be the least powerful of the 2 Series coupes but it’s an excellent introduction into the world of sporty BMWs. And it feels nothing like its base model designation might suggest. It’s also the second most affordable BMW on sale right now. Only the <a href="https://www.wheels.ca/reviews/2023-bmw-x1-first-drive-review">X1 crossove</a>r is cheaper.

With the recent discontinuation of the <a href="https://www.wheels.ca/vehicle-reviews/review-2020-bmw-228i-xdrive-gran-coupe">2 Series Gran Coupe</a>, the “real” coupe is now the entry point into BMW’s non-crossover lineup. I can’t say I’m sorry to see the Gran Coupe go because a front-wheel drive based BMW never sat well me.

This new 2 Series Coupe can be seen as a window into BMW’s past, when it’s lineup was much smaller and made up of sedans and coupes, exclusively. It was all function over form, with a focus on athletic handling and unfiltered driving pleasure.

<img class="aligncenter size-full wp-image-175239" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/DSC04291.jpg" alt="2023 BMW 230i xDrive" width="2048" height="1365" />

Now, the very idea of a small coupe like the 2 Series is also quickly fading, with only a handful of relatively affordable ones left. You’ve got the soon to be discontinued <a href="https://www.wheels.ca/vehicle-reviews/review-2019-dodge-challenger-scat-pack-392">Dodge Challenger</a>, the <a href="https://www.wheels.ca/reviews/2022-toyota-gr86-review">Toyota GR 86,</a> and the Mini Cooper. You can stretch it to say that the BMW 4 Series and C-Class Coupe also fit the bill, but really none of these are direct comparisons, and so the 2 Series Coupe needs to be judged on its own merits.

Out of all the new polarizing BMW designs, which have broken away from tradition, the 2 Series stands out. Its got a blunt nose with boxy fenders and that classic long hood/short rear deck synonymous with rear-wheel drive sports cars.

We reviewed the <a href="https://www.wheels.ca/vehicle-reviews/review-2022-bmw-m240i-xdrive">M240i</a> last year and its performance is not far off the <a href="https://www.wheels.ca/vehicle-reviews/review-2021-bmw-m2-cs">previous M2</a>. It felt like a personal German muscle car in the best of ways. In some respects, the 230i is even better. For one the starting price ($47,950) is much more palatable and the Melbourne Red Metallic paint, an $895 option, is exactly the type of colour a small BMW Coupe needs. Even better, the Cognac Sensatec (read leatherette) interior will have you living Ferrari fantasies at a large discount.

<img class="aligncenter size-full wp-image-175245" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/DSC04284.jpg" alt="2023 BMW 230i xDrive" width="2048" height="1365" />

All new 2023 2 Series’ come with the new curved display seen in many new BMWs. This large curved panel is actually 2 screens under a sheet of glass. The 14.9-inch main screen and 12.3 inch driver display have some of the sharpest and most appealing visuals in the car world today. The screens are augmented by an optional head-up display that’s large and colourful and really good at keeping your attention on the road when changing radio stations or looking for navigation instructions, among other things. The latest version of iDrive is fast, and super easy to use and I also applaud BMW’s decision to stick with the rotary control knob as it’s still the least distracting way to interact with a large screen while driving.

The biggest difference between the 230i and M240i is the engine. The 230i gets a turbocharged 2-litre 4-cylinder that produces 255 hp and 295 lb-ft of torque from just 1600 rpm. It’s not the silky-smooth straight-6 but the 4-cylinder has plenty of power and character of its own. It’s enough that you’ll probably never even notice the missing horses.

The smaller engine is also lighter, and when you reduce weight over the front axle the effect on driving dynamics is very positive. And indeed the steering feels even better in the 230i. There’s a light, chuckable feel that will immediately bring a smile to your face. This car gives you the confidence to push harder in the corners and explore the higher regions of the rev counter more often. And that’s makes it more fun more of the time. The M240i can sometimes feel almost too powerful and too restricted on public roads.

<img class="aligncenter size-full wp-image-175248" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/DSC04280.jpg" alt="2023 BMW 230i xDrive" width="2048" height="1365" />

Like the M240i, the 230i is only available in xDrive all-wheel drive format, but it still feels rear driven as power only gets sent to the front wheels when necessary.

Both cars share that same delicate handling balance, and near 50/50 weight distribution. The BMW 230i also rides really well for what it is. It’s a small car with a relatively short wheel base and a stiff suspension but it shrugs off the worst roads, translating impacts into muffled thunks that never seem to intrude into the cabin. It doesn’t have a luxury car ride, but it’s also not so stiff that you’ll regret taking it on a road trip.

<img class="aligncenter size-full wp-image-175241" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/DSC04288.jpg" alt="2023 BMW 230i xDrive" width="2048" height="1365" />

In fact, a road trip is where this 230i will shine brightest. Its 390 litre trunk is larger than you think it is and its back seat can be used to transport actual humans. It’s also efficient, returning less than 8L/100 km on the highway, and its small footprint means that you can park it just about anywhere.

It’s also quiet, and unlike the M240i it doesn’t have a shouty exhaust. The seats are also very comfortable and supportive and they don’t break down on a long drive, which greatly reduces driver fatigue behind the wheel. And since road trips are supposed to be about the journey and not the destination, the 230i will enhance every journey, guaranteed.

<img class="aligncenter size-full wp-image-175247" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/DSC04281.jpg" alt="2023 BMW 230i xDrive" width="2048" height="1365" />

My biggest gripe is that this is the perfect example of a car that’s just begging for a manual transmission. I understand why it’s not offered on the M240i but the base model BMWs were where you’d historically find the three-pedal cars. Not here, though. If you want a 2 Series with a manual you’ll have to wait for <a href="https://www.wheels.ca/news/2023-bmw-m2-gets-m4-levels-of-power">the M2</a>, which won’t be cheap.

The 2 Series coupe gives us hope that enthusiast cars are still alive in Munich but we just don’t know how much longer that’s going to last. If the new i4 is any indication, however, we should actually be pretty stoked for the future. But for us that crave a bit of BMW nostalgia right now, the 230i is here and it’s great.
<h3>2023 BMW 230i xDrive</h3>
BODY STYLE: 2-door,  4 passenger compact sedan

CONFIGURATION: -Front-engine, all-wheel drive

ENGINE:  2.0-L turbocharged inline-4 ; Power: 255 hp @ 4500 rpm  Torque: 295 lb-ft @ 1600-4000 rpm

TRANSMISSION: 8-speed automatic

CARGO CAPACITY: 390 litres

FUEL ECONOMY : (Premium-grade Gasoline in L/100 km): 9.6 city; 6.9 highway; 8.4 combined

PRICE: $ 47,950 (base); $58,395 (as-tested)

 Website: <a href="https://www.bmw.ca/en/home.html">BMW Canada</a>

2023 BMW 230i xDrive Coupe Review

Guillaume Fournier Photographe-GFV_3402

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

When thinking about luxury sport sedans, it’s easy to default back to the classics: BMW 3 Series, <a href="https://www.wheels.ca/features/the-mercedes-benz-c-class-is-better-than-ever-does-anyone-care">Mercedes-Benz C Class</a>, Audi A4, Alfa Romeo Giulia and, perhaps, even the<a href="https://www.wheels.ca/vehicle-reviews/first-drive-2022-genesis-g70-3-3t-sport"> Genesis G70</a>. Some carmakers have attempted to penetrate this segment with very little luck, while others, like Cadillac with its excellent CT5, seem to constantly stay in the shadows, no matter how good their car is.

The Acura TLX is sort of out of place in this segment as it’s mostly perceived as a glorified Honda Accord. While capable and attractive, it never really managed to convince a BMW buyer that it can be better at being sporty than, say, a BMW 3 Series.

But with the Type S, Acura may have a sport sedan ace up its sleeve. As a matter of fact, the week prior to driving this car, I spent the week driving a <a href="https://www.wheels.ca/reviews/2023-bmw-m340i-review">BMW M340i</a> press unit, arguably the queen of the sport sedans. Believe it or not, the Type S had me wondering if I should buy an Acura over a BMW.

<img class="aligncenter size-full wp-image-175204" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/Guillaume-Fournier-Photographe-GFV_3403.jpg" alt="Acura TLX Type S" width="2080" height="1387" />

The Odd One

It’s fair to say that from a technical standpoint, the Acura TLX Type S doesn’t speak to enthusiasts like a German sport sedan does. It’s the oddball. For instance, its V6 is mounted transversely in the engine bay, meaning it prioritizes power to the front wheels, even if there’s an SH-AWD logo slapped on its trunk.

And although its 3-litre V6 has the same displacement as the M340i’s straight-six, horsepower and torque figures in a Acura TLX Type S are considerably lower, cranking out a meager 355 horsepower and 354 lb-ft of torque versus 382 and 369 in the BMW. Even the underdog Genesis G70 Sport flexes bigger biceps (365 hp/376 lb-ft).

<img class="aligncenter size-full wp-image-175206" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/Guillaume-Fournier-Photographe-GFV_3399.jpg" alt="Acura TLX Type S" width="2080" height="1387" />

Then there’s the sheer size and weight of the darn thing. The TLX Type S is a full 8.9 inches longer than a BMW M340i, 3.3 inches wider and 374 pounds heavier. It must be asked: how can it possibly compete?

This is where Honda shows what it’s truly worth. Very much like the Honda Civic Type R, the TLX Type S isn’t about sheer numbers, but rather how it makes you feel behind the wheel. And boy does it deliver.

Punch the accelerator pedal in the TLX Type S when it’s set to Sport + mode (this mode is exclusive to the Type S), and it delivers a tsunami of power and torque. There’s a noticeable delay from the 10-speed automatic transmission’s reaction times – which simply can’t match the precision of the German gearbox – but once it’s settled on the proper gear, this behemoth of a sport sedan charges forward like a raging bull. It’s ruthless and feels strong. That V6 also makes glorious induction and exhaust sounds, courtesy of the four missile silos hidden underneath its rear bumper.

<img class="aligncenter size-full wp-image-175199" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/Guillaume-Fournier-Photographe-GFV_3438.jpg" alt="Acura TLX Type S" width="2080" height="1387" />

Perhaps where the Type S truly shines the brightest is in the balance of its chassis when tackling a corner. Yes, this is a heavy car, and the weight is immediately felt in between apexes. It requires more focus than in the European competition. You essentially need to grab the car by the scruff of the neck to really have it show you its personality. If the BMW M340i is James Bond kicking butt wearing a suit and tie, the TLX Type S is Luke Hobbs in the Fast and the Furious franchise. It’s relentless brute force.

But never does the car exhibit unwanted understeer. A simple stab at the throttle will allow this sedan to quickly rotate thanks to that excellent and quick-reacting all-wheel drive system, while adaptive dampers help quell the excess fat. And gosh does it generate grip on a snowy surface. Acura’s SH-AWD has more than once been awarded for its mechanical brilliance, and the TLX Type S showcases this engineering tour de force brighter than all other models within the brand’s lineup.

A Strangely Compromised Interior

Inside, the TLX Type S carries on the theme of exclusivity thanks to beautiful red sport bucket seats covered in leather and suede. Red leather stretches all the way to doors and center console and white-faced gauges with red font and needles add to the car’s sporty pretentions, all while harkening back to Acura models of yore.

<img class="aligncenter size-full wp-image-175214" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/Guillaume-Fournier-Photographe-GFV_3382.jpg" alt="Acura TLX Type S" width="2080" height="1387" />

In typical Acura fashion, build quality and fit and finish are second to none, with utmost comfort up front thanks to those impeccable seats. The steering wheel is also thick and enjoyable to grab, while the subtle Type S logo on the bottom of it reminds you that you’re behind the wheel of something special.

Sadly, the TLX suffers from some ergonomic downfalls, notably its ridiculously complicated infotainment system. For starters, none of it can be touch-operated. Instead, Acura forces you to use a trackpad installed on the center console. Not only does the trackpad occupy a good chunk of the console’s available space, it’s downright impossible to operate while driving.

<img class="aligncenter size-full wp-image-175210" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/Guillaume-Fournier-Photographe-GFV_3391.jpg" alt="Acura TLX Type S" width="2080" height="1387" />

Acura wants you to understand that it mimics the screen, meaning that if you hit the bottom right corner of the pad, you’ll hit the bottom right corner of the screen. That’s all fine until you activate Android Auto, in which case It just becomes some other lame trackpad that requires you to drag your finger to toggle between menus and apps. What you end up with is a car that’s notoriously complicated to use and dangerously distracting while driving.

Then there’s the rear seat room. It’s cramped back there, which doesn’t make sense considering how big a TLX is. Yet, none of that size helps improve rear cabin space. It’s a missed opportunity for a car that borders on full-size sedan proportions.

Different and Exclusive

At the end of the day though, it’s hard to argue against the highly exclusive nature of an Acura TLX Type S. These things aren’t being built in large quantities, and Acura doesn’t plan on selling it for a long time, so expect this model to hold its value well in the second-hand car market.

Behind the exclusive badge lies a highly capable sport sedan that dares to dance to the beat of a different drum. This allows Acura to settle into the luxury sport sedan segment with confidence, as no other carmaker offers what a TLX Type S has to offer. If you’re looking for something that comes with its own charismatic personality, the Acura TLX Type S is definitely a keeper.
<h3>2023 Acura TLX Type S</h3>
BODY STYLE: Four-door midsize sedan

CONFIGURATION: Front engine, all-wheel drive

ENGINE: Turbocharged 3.0L V6 (355 horsepower @ 5,500 rpm / 354 lb-ft @ 1,400 rpm).

TRANSMISSION: 10-speed automatic

FUEL CONSUMPTION: 9.4 L/100 km (city) / 12.3 L/100 km (highway) / 11.0 L/100 km (combined).

OBSERVED FUEL CONSUMPTION: 11.8 L/100 km

CARGO CAPACITY 396 liters

PRICE: $67,505 (as tested)

WEBSITE: <a href="https://www.acura.ca/en/">Acura</a>

2023 Acura TLX Type S Review

EQE front

Mercedes-Benz is well on its way to stuffing its showrooms full of all-electric vehicles from each vehicle segment, now home to SUVs of several sizes plus a couple of sedans. The subject of this week’s Base Camp is the latter – and we’ll go on record as saying it’s pleasant to see car makers continuing to produce this body style instead of being blindly laser-focused on crossovers and SUVs.

The <a href="https://www.wheels.ca/news/first-look-mercedes-benz-eqe-suv-mercedes-amg-eqe-suv">EQE</a> is Merc’s midsize all-electric sedan, mashing the brand’s “EQ” nomenclature with the familiar “E” from the long-running gasoline-powered E-Class sedan. Hey, at least it gives customers a known anchor point on which to find their footing. A trio of trims are on offer in Canada, starting with the $85,600 EQE 350 4Matic. To put this vehicle in perspective, its size straddles the gulf between Tesla’s compact Model 3 and larger <a href="https://www.wheels.ca/reviews/why-i-love-my-vehicle-2022-tesla-model-s-long-range">Model S</a>. There are a host of paint colours available, including the tasty Patagonia Red shown above.

Canadian customers will find all-wheel drive on every new EQE sedan, which is not the case in many other markets. Its electric motors are good for 288 horsepower and 564 lb.-ft of torque, while its 90-kWh battery has an estimated range of just over 400 kilometres on a full charge. When it’s time to replenish those electrons, the EQE should be able to hoover up electricity from a 170kW Level 3 fast charger with sufficient vigor to juice the thing from 10 to 100% in about half an hour.

<img class="aligncenter size-full wp-image-175115" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/EQE-int.jpg" alt="Mercedes benz eqe interior" width="1800" height="938" />

In its Exclusive trim, the EQE 350 comes standard with MB-Tex upholstery, a material which looks and feels much like real leather but historically has been so durable that it’s likely to outlive the car itself. A 12.3-inch instrument cluster serves up key information to the driver while a separate 12.8-inch OLED media display in the centre stack serves as party central for infotainment and ventilation controls. It is also host to wild and wonderful animations about the car’s power delivery and 4Matic all-wheel drive operation.

What We'd Choose

As with nearly all Mercedes-Benz vehicles, trim levels and option packages can quickly swell the EQE’s price tag faster than you can say auf wiedersehen to your bank balance. Stepping up to the EQE 500, with 402 horses and 633 lb.-ft of electric twist is nearly a $10,000 proposition – we’re not sure $87.50 per pony is a sensible spend of cash.

Sticking with the EQE 350, moving from the Exclusive to Pinnacle trim is approximately half that premium but does bring a host of excellent features such as a heads-up display, quad-zone climate control, and Mercedes’ trick interior ambient lighting system. It’s the latter which is most tempting, since it turns the cabin into an event of illumination, responding to changes in ventilation temperature and even subtle beats of music – yet manages to do so in a way that isn’t devastatingly distracting. For this author, selecting that trim on the EQE 350 is an easy choice.

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 Mercedes-Benz EQE 4Matic Sedan

GR Corolla front

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.

It’s been ages since one could mention Toyota in the same breath as ‘GTI’ or, indeed, any variant of true hot hatch. That’s changed of late, with the appearance of cars like the tasty GR86 and fun Supra. Now, the company’s speed demons – spurred on by CEO Akio Toyoda who soon moves into a chairman’s role – have introduced the <a href="https://www.wheels.ca/features/does-the-gr-corolla-live-up-to-the-hype">GR Corolla</a>.

Under its stubby hood is a 1.6L three-cylinder turbocharged engine making 300 horsepower which works out to a stupefying 185.4 horsepower per litre. To put that in perspective, a V8-powered Ram 1500 pickup truck would have to make over a thousand ponies to equal that figure (it doesn’t even make 400, if you’re wondering). Tied to this frenetic little mill is an all-wheel drive system and a six-speed manual transmission sorting out power.

There will be three trims of the GR Corolla, explaining why a specific variant of Toyota’s little hatch qualifies for its own Base Camp post. Kicking things off is the Core, priced at $45,490 plus fees and coming equipped with a few unique features compared to American examples. Atop that list is a Torsen limited-slip differential which helps tidily sort out power during spirited track sessions. This goodie isn’t on the American base car, so take note if you’re researching yer purchase using sites from that country.

<img class="aligncenter size-full wp-image-175047" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/GR-Corolla-int.jpg" alt="toyota gr corolla" width="1800" height="900" />

A trio of colours are on tap for the Core trim, including an extra-cost Supersonic Red. Black, shown here, does a good job of showing off the car’s boxy flared rear haunches and permits the maw-like grille to blend easily. It’s to trouble to pick out the Core compared to the next-level Circuit trim since the latter has a hood with flared nostrils and some other styling cues which are immediately identifiable.

Inside, heated seats are also Canadian-spec on the Core, though the 8.0-inch touchscreen and six-speaker stereo are becoming universal in most Toyota models of this ilk. The brand’s Safety Sense 3.0 suite of driver aids inspire confidence on messy days with gear like lane keeping and auto dimming headlamps plus a dynamic cruise control system which accounts for road speed whilst negotiating some curves. The driver’s perch adjust six ways and all seats are wrapped in fabric (different upholstery options appear further up the food chain).

What We'd Choose

It is a significant $8,500 jump to the Circuit edition, especially given the fact there is no extra horsepower in the engine bay (not that we’re complaining; 300 ponies in a car this size is tremendous). It’d be a different conversation in markets where the Core does not have the limited-slip diff, but that’s not an issue in Canada. Snazzier seats upholstered in a suede material, better audio gear, and a heated steering wheel – plus the exterior visual addenda – are the bulk of this trim’s claims to fame.

Worth making the leap, then? We’d be more inclined to save the cash and budget that cheddar for items which pair well with GR Corolla ownership. A sum of $8,500 would buy a lot of tires, for instance, not to mention several track days and perhaps a few lessons from any number of schools in the country. With the Torsen diff on board the Core in Canada, it is easy to recommend that trim.

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 Toyota GR Corolla

043A7465

She thinks about him a lot when she is driving. Tom O’Brien was a high school teacher with a hot-red Toyota Tercel stick shift. In the years before he retired, having become chaplain of Senator O’Connor College School in North York, the father of four, who was born in Ireland, decided he needed to size up his set of wheels. There was but one requirement for the new vehicle: extra space.
Space to transport the many things that might keep a community close-knit: food for a communal dinner, equipment for a Sunday singalong, a back seat ready to give any neighbour a ride.
Perhaps Tom O’Brien was not thinking of himself when he bought his 2011 <a class="text-block__link" href="https://www.toyota.ca/toyota/en/vehicles/rav4/overview?gclid=CjwKCAiAl9efBhAkEiwA4TorikomGLKd_vza7ZzLUf9NMNwT8VXFsjhzNMUItfarkgrTgyfl8yGjjRoCgdoQAvD_BwE">Toyota RAV4</a>, but of everyone else.
<img class="aligncenter size-full wp-image-174993" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/043A7380-scaled.jpg" alt="why i love my car rav4" width="2560" height="1708" />
His daughter Wanda, who now owns the SUV, agrees and adds that was just her dad.
“I remember back then being really excited to see this new car that my dad had bought.
“And then I saw it,” recalls Wanda O’Brien, whose late father Tom bought the 2011 Toyota RAV4 second-hand.
“I saw this brown machine in my parents’ driveway and I thought, ‘Ew, dad! If you’re going to spend money on a new car, first of all, why brown?’ I was living overseas at the time, and, on the occasion that I’d be home, I’d use the RAV for errands and such.
“It just felt too big, too uncomfortable. It wasn’t for me, but my dad.
"He just loved it.

<div class="image article-content__image image__has-rightrail pure-image hideRegistration image--flush-sides">
"A few years later — three years ago now, this January — my dad died unexpectedly at the age of 72. He had gone in for a routine surgery and things just went very wrong.
"The loss of my father has been the first major grief I’ve experienced in my life. The pain of it has been so vast and enormous.
"My family and I feel it was a grace that my father passed away right before the pandemic hit. I feel terrible for those who suffered a loss during that chaotic time. But then there I was, stuck in Toronto and in deep grief from the loss of my father. I desperately needed an escape and I discovered one, that same summer, in camping.
"I had a Mazda at the time, but it was always just so tight to pack it up for those trips into the wild that I needed so badly. My thoughts started turning to the RAV for the same reason my dad had considered it: for its sheer amount of space. I put my hand up to say that I wanted it and took over the ownership in 2022.
"The first time picking it up and getting into it as my own was in my childhood driveway. I remember getting into it and feeling a bit emotional. Sitting there in the driver’s seat I thought, ‘Hey, Dad. Thanks! I really appreciate it.’
<img class="aligncenter size-full wp-image-174994" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/043A7462-scaled.jpg" alt="why i love my car rav4" width="2560" height="1708" />
"The car, in I suppose more ways than one, enabled me to move again. I’ve learned that grief doesn’t just have to be painful. And now having this vehicle available to me, and having experienced this slow burn of coming to absolutely love it … I feel so safe and comfortable in that car and I know that’s so clearly linked to the safety and comfort that he always provided. I even love the colour now.
"I think whenever the time inevitably comes that it’s time for this car to go — will that be hard? Yes, but I almost feel like I’m at a different stage where I’m thinking it is just a thing and I’m so grateful I had it. I’m genuinely just really grateful to have it for the time that I do.
"One of the last things my father said, in the hospital before he passed away was, ‘Ah life, there’s great pain, but there’s great joy, too.’ With grief, I’m at that point where, yes, there is pain, but there is so much joy.

<div class="image article-content__image image__has-rightrail pure-image hideRegistration image--flush-sides">
"This car, in its connection to my father, brings me so much joy."
<img class="aligncenter size-full wp-image-174992" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/043A7371-scaled.jpg" alt="why i love my car rav4" width="1708" height="2560" />
<div></div>
<div class="text-block-container">“I listen to my dad sing while I drive”</div>
Being an older car, this RAV has a CD player. My dad was a very humble singer and guitar player who had actually written some of his own songs. As a retirement gift, we had purchased him some studio time and when he passed away we used those recordings to produce a CD. I listen to it often when I drive, and I do cry sometimes. But it helps ground me in the loss, because, although no one I meet going forward will ever have a chance to truly know him, we have his voice and his words. They can get to know him through his music.

<div class="text-block-container">“There’s room enough for anything”</div>
The fact that you can bring the seats fully down in this car means you can really load it up. It has made packing for camping so much easier and does things like enable me to have easy access to my cooler while I’m out there — I like to keep it safely tucked away as I’m a bit bear-paranoid. My mom actually said to me recently, ‘You know, they don’t make them like that anymore.’ Apparently the new RAVs are much shorter than this one. She said, ‘That’s why your father got it’ and I thought, ‘That’s why I love it.’
<img class="aligncenter size-full wp-image-174996" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/043A7560-scaled.jpg" alt="why i love my car rav4" width="2560" height="1708" />
<div></div>
<div class="text-block-container">“Who knew how fast it could go?”</div>
Several times since his passing, friends of my father’s have found out he drove this particular car and been shocked that he would drive something so speedy. This car, I’ve discovered, has a 3.5-litre 2GR-FE V6 engine, which means it can go very fast. But it surprises everyone, because my dad presented as such a gentle man. I actually wonder if he ever really knew the capability of it. Me, I’m a pedal-to-the-metal person, and often when I drive now I can hear him saying, ‘Wanda, would ya slow down?’ and I say with a loving eye roll, ‘Yes dad. I see that car, Dad. Thank you.’ ”
Do you love your vehicle? Email us at <a class="text-block__link" href="mailto:wheels@thestar.ca">wheels@thestar.ca</a> with “Why I Love My Car” in the subject line and tell us, briefly, why you do!
Correction — March 8, 2023: Tom O’Brien was a high school teacher and chaplain at Senator O’Connor College School in North York, and he drove a Toyota Tercel. A previous version of this article misstated the location of the school the and the model of the car.

</div>
</div>

A daughter finds her own road to healing in dad’s car

DSC04249

BMW is still betting on the sport sedan as an essential part of its lineup even though the general public seems to have <a href="https://www.wheels.ca/features/the-mercedes-benz-c-class-is-better-than-ever-does-anyone-care">forgotten about them</a>. Sales of the 3 Series, which was once BMWs best-selling model, have dipped year after year despite it being one of the best driving sedans you can buy today. Within the current 3 Series lineup, the M340i sits at the top and for the 2023 model year it gets a big list of upgrades including a hybrid power boost.

The 382 hp from the 3-litre turbocharged inline-6 is unchanged but a 48V mild hybrid system integrated into the 8-speed automatic transmission add an 11 horsepower kick during acceleration. It works with the gasoline engine to eliminate any semblance of turbo lag (not that there was much to begin with), increase efficiency, and refine the auto stop/start system to the point where it’s seamless.

While this might seem like a minor change the effects of the system are immediately noticeable. Throttle response is immediate and the M340i feels like it’s taken notes from its electric sibling the BMW i4. The wave of torque from this powertrain is so linear and so relentless, it must be the closest thing to surfing a tsunami. Capable of blasting from a 0-62 mph in just 4.1 seconds, this M340i xDrive is astoundingly quick.

<img class="aligncenter size-full wp-image-174955" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/DSC04260.jpg" alt="2023 BMW M340i" width="2048" height="1365" />

The M340i has standard all-wheel drive, so all that power has no problem finding the ground. With so much traction and power at your disposal, my immediate impressions are that it’s basically an <a href="https://www.wheels.ca/vehicle-reviews/first-drive-2021-bmw-m3">M3 without the wide body kit</a>, quad-exhaust tips, and extra fuel consumption. The M340i also gets a limited-slip differential something that was exclusive to M models at one time.

The performance might bring to mind the M3, but this is a 3 series and something the 3 Series has always done well is keeping a low profile. Most will think it’s a perfectly fine sedan, not really anything special. Its styling is inoffensive, and purposeful, there are no aero appendages or massive cooling ducts, and even the exhaust note is rather muted. If you only went about your day using 25 per cent of the throttle, never really venturing away from the “Comfort” drive mode, you’d still be perfectly happy with your refined luxury sedan. And that’s because the 3 Series in any form is just a really good all-rounder. It can carry up to 5 passengers in comfort, has a big trunk, and gets good gas mileage.

<img class="aligncenter size-full wp-image-174949" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/DSC04246.jpg" alt="2023 BMW M340i" width="2048" height="1365" />

It has a really nice interior too. Like the i4, the 3 Series now gets a giant curved display as standard equipment. It’s actually 2 separate screens housed under a pane of glass and they look spectacular. The driver’s display measures 12.3-inches and the central display is 14.9-inches of pin sharp graphics and rich colours. The latest version of iDrive called BMW Operating System 8 is intuitive and a pleasure to use. I’m happy to see that BMW is sticking with the iDrive control knob first introduced over 20 years ago on the 7 Series. It makes using the system easier and safer when on the move as you don’t have to take your eyes of the road for as long as you do with a touchscreen. I’m less enthusiastic about the climate controls having migrated over into the screen as well, meaning that turning on the A/C or the heated seats requires you to dive into the infotainment, which isn’t ideal, at least for me.

<img class="aligncenter size-full wp-image-174952" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/DSC04253.jpg" alt="2023 BMW M340i" width="2048" height="1365" />

The seats are comfortable, supportive and great for long drives. Even the driving position is just about perfect with great visibility all around. These are 3 Series hallmarks and it sets the stage for the drive, which doesn’t disappoint. It’s not the outright power but the balance of all the controls that sticks with me. Everything is in harmony. The brakes, steering, and throttle have a similar weight and feel to their operation and it makes the M340i a predictable and easy car to approach, regardless of driving skill.

For those that want to push it a bit, the M340i is more than capable of compressing your kidneys into the back of the seat under acceleration but prodigious brakes keep things from getting away from you. With sharp turn in, a finely balanced chassis, and minimal body roll this is a sedan that thinks it’s a sports car.

<img class="aligncenter size-full wp-image-174947" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/DSC04244.jpg" alt="2023 BMW M340i" width="2048" height="1365" />

There’s no getting around the stiff ride, which is the price you pay for the sharp handling. You will feel the road in any of the drive modes but that’s sort of the point of the 3 Series. It’s not uncomfortable by any means but it does help you form a better connection to the road. It’s one of the reasons why sport sedans like the 3 are so engaging to drive.

On the highway it swallows miles like free beer with effortless passing power and a solid composure that makes it feel like it’s on rails. When it’s done being a commuter, taking the long way home in a 3 Series is reason enough to justify your purchase over just about any luxury crossover.

<img class="aligncenter size-full wp-image-174956" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/DSC04264.jpg" alt="2023 BMW M340i" width="2048" height="1365" />

You do have to pay a lot. My tester was just over $80,000 and that’s basically last-generation M3 money and while things have gotten much more expensive it’s hard to look at that figure when we’re only talking about a 3 Series here.

The chances are that most customers entering a BMW showroom will end up leaving with a new crossover, and while there’s nothing wrong with that, the exceptionally good to drive 3 Series will speak to those who put driving pleasure at the forefront. In the sport sedan segment the 3 Series has always been the yardstick by which the competition is measured. The new updates we see here will ensure that it holds that title for years to come.
<h3 class="p1">2023 BMW M340i xDrive</h3>
BODY STYLE: 4-door,  5 passenger compact sedan
CONFIGURATION: -Front-engine, all-wheel drive
ENGINE:  3.0-L turbocharged inline-6 ; Power: 382 hp @ 5000 rpm  Torque: 369 lb-ft @ 1600 rpm
TRANSMISSION: 8-speed automatic
CARGO CAPACITY: 481 litres
FUEL ECONOMY : (Premium-grade Gasoline in L/100 km): 10.3 city; 7.4 highway; 9.0 combined 
PRICE: $ 66,000 (base); $80, 925 (as-tested)
 Website: <a href="https://www.bmw.ca/en/home.html">BMW Canada</a>

2023 BMW M340i Review

IMG_8357

While news of the upcoming CX-90 crossover is just breaking, let’s not forget that vehicle owes much of what it’s made of to the Mazda CX-9; after all, it was the CX-9 that represented Mazda’s first foray – way back in 2007 -- into what has become one of the busiest sectors in the passenger vehicle world.

While matte exterior paint – especially grey tints -- have become quite popular in the car and light truck world these days, it remains a somewhat specialized shade and I’m not sure it works on the massive body panels of a three-row SUV. Yes, it makes perfect sense and looks fantastic on, say, the Mazda3 Sport hatchback but it just seems like they’re trying a little too hard slapping it on the CX-9. Which is why the Soul Red Crystal Metallic tint on my tester is a unique and incredibly classy look. Mazda has been refining the tint for a while, to the point where they now lay it on even thicker than before and it looks incredibly rich and upmarket as a result. I love it, and I wouldn’t have my CX-9 – or, for that matter, my <a href="https://www.wheels.ca/reviews/2023-mazda-cx-50-gt-turbo">CX-50</a>, my <a href="https://www.wheels.ca/vehicle-reviews/review-2022-mazda3-sport-gt-turbo-hatchback">Mazda3</a>, my MX-5 etc. – any other way.

<img class="aligncenter size-full wp-image-174938" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/IMG_8396.jpg" alt="2023 Mazda CX-9 Signature" width="2000" height="1333" />

The Pure White interior on my tester is just the right amount of classy and cool. There is a darker Deep Chestnut brown option, but that’s the extent of it; it seems that the Nappa leather that comes standard on the Signature trim is a pricey piece of kit, and adding too many variations of it probably wouldn’t have been great business, although not having a black or charcoal of any kind is a strange choice. If you want something a little flashier, you actually have to go downmarket to the Kuro version which comes standard with a Garnet Red interior as its only choice.

So the cabin looks nice and even with the flowing lines and somewhat aggressive roofline that punctuates the exterior styling, it’s roomy inside the CX-9. Front passengers get 1,041 millimetres of legroom and 1,019 mm of headroom with the moonroof, while second-row passengers get a generous 1,001 mm of legroom and 978 mm of headroom. The door openings are such that it’s pretty easy to get in and out of the CX-9 though I did strike my knee on the centre console a few times during my test. Once in, though, I found the driver’s seating position to be right on, and the 10-way power adjustable seat to be comfortable.

<img class="aligncenter size-full wp-image-174936" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/IMG_8384.jpg" alt="2023 Mazda CX-9 Signature" width="2000" height="1333" />

I think I was even more impressed with the third row of seating, though. There’s room for two in the third row and since the second row is made up of two captain’s chairs, getting back there is doable even for taller folk. Once in, meanwhile, the seating area suits adults just fine for shorter drives and it’s perfect for the kids. There are cupholders and storage bins on either side, too, as well as two of the six USB ports found inside. All this points to a third row that’s meant to be used pretty regularly. Dropping those seats to the floor, meanwhile, provides 1,082 litres of cargo space while folding all the seats allows for 2,017 L.

Being the Signature trim, my tester came fully equipped with heated front and second-row seats, ventilated front seats, Android Auto and Apple CarPlay as well as wireless charging – it should be noted, however, that the CX-9 now gets Mazda’s latest infotainment system but has lost wireless Apple CarPlay and Android Auto in the transition.

Otherwise, you get a larger 10.25” display, a faster OS and a new interface. It’s still not the flashiest piece of kit you’ll find in this sector, however, as Mazda continues to lag behind when it comes to their native infotainment interface. In addition to the somewhat tame graphics, the fact that every time you want to change a radio station you have to press a number of buttons is annoying and even then, it always ends up dumping you to the top of the list, which is especially challenging when it comes satellite radio. Getting to your favourites list, however, only takes a single press of a traditional hard button so that’s a workaround I made regular use of. You do get good 12-speaker Bose audio, though, as well as three-zone climate control and a heated steering wheel. There is very little more that I’d ask for from my three-row SUV.

Power comes from Mazda’s very good turbocharged four-cylinder that puts out 227 horsepower and 310 pound-feet of torque, fed to the wheels via a six-speed automatic transmission with paddle shifters.

<img class="aligncenter size-full wp-image-174937" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/IMG_8389.jpg" alt="2023 Mazda CX-9 Signature" width="2000" height="1333" />

Even though the CX-9 weighs in at just a hair under 2,000 kilos, this powerplant makes short work of highway entry ramps and passing manoeuvres as it is a great balance between engine and transmission and I didn’t miss having a larger, naturally-aspirated V6 as is so often the case with vehicles of this type. Not the most frugal of runners, though; we saw 11.2 L/100 km in the combined cycle, which is a little more than what NRCan found during their testing. Blame an icy few days in late February, perhaps, for the discrepancy.

It took Mazda a little while to get on the turbo train, but obviously they weren’t twiddling their thumbs and they’ve managed to deliver a smooth powertrain with low turbo lag and a pleasingly flat torque curve; peak torque arrives at just 2,000 RPM so there’s always power on-tap.

Acceleration and highway speeds are nice and all, but the CX-9 remains a Mazda and the manufacturer’s “zoom zoom” tagline isn’t lost on it, even though it’s a sizeable three-row SUV. Turn in once you add some lock to the (surprisingly small) steering wheel is responsive and immediate, and well-tuned dampers mean body roll is minimal. It all combines to make for a large three-row SUV that drives more like its smaller CX-5 two-row sibling – I should know, having spent time in every iteration of the CX-5 over the years.

Perhaps I shouldn’t be spending so much time discussing the drive characteristics of a non-performance three-row SUV. but the CX-9 really does have the goods to justify that angle. It has the space and interior features that most SUV buyers need, too, so you’ve got a great mix of two worlds here.
<h3>2023 Mazda CX-9 Signature</h3>
BODY STYLE: five-door three-row crossover

DRIVE METHOD: front-engine, all-wheel drive
ENGINE: 2.5-litre inline-4 turbo, 227 hp, 310 lb-ft of torque

FUEL ECONOMY CITY/HIGHWAY/COMBINED: 11.6/9.1/10.5 L/100 KM
TRANSMISSION: six-speed automatic

CARGO CAPACITY: 407-2,017 L

TOWING CAPACITY: 1,588 kg (3,500 lbs.)

Base MSRP: $54,050

WEBSITE:  <a href="https://www.mazda.ca/en/vehicles/cx-9/">Mazda CX-9</a>

2023 Mazda CX-9 Signature Review

Kia Niro front

Setting aside conversations about the impact of electric cars and the state of public charging infrastructure in many parts of this country (those are rows we can save for another day) there’s no arguing there are more choices in the market than ever before. Kia has taken an interesting tack by offering multiple options in similar segments, one of which is the  Kia Niro EV.

Occupying a unique space in terms of size – larger than a <a href="https://www.wheels.ca/reviews/2022-hyundai-kona-n-review">Hyundai Kona</a>, smaller than a Toyota RAV4 – the Niro is available as either a hybrid, plug-in hybrid, or all-electric. It’s the latter we’ll focus on today. Starting at $44,995 for an entry level Premium trim, it has an advertised range of 407 kilometres when its 64.8 kWh battery is full of juice. Its electric motor is capable of making just over 200 horsepower and 188 lb.-ft of torque, all of which is available the instant its driver flexes their big toe. Kia says the Niro can hoover enough electrons from a Level 3 100kW fast charger to replenish its battery in 45 minutes (bank on 9hr overnight charge if using a Level 2 you’ve installed at home; figure about 2.5 days when plugged into a standard 120V household outlet).

Only the midnight-hued Aurora Black is offered as a $0 colour on the Niro Premium, with Snow White Pearl and Steel Grey costing an extra 250 bones. The absence of roof rails is a dead giveaway to this trim’s base status but features like heated sideview mirrors and 17-inch alloy wheels are present. And if anyone mistakes those towering LED tail lamps for something out of a Cadillac catalogue, Kia won’t argue.

<img class="aligncenter size-full wp-image-174921" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/Kia-Niro-int.png" alt="Kia Niro EV" width="1800" height="986" />

Inside, customers will find heated seats up front (important in an EV since they help occupants warm up quickly but don’t use much juice), automatic climate control, and a steering wheel that adjusts for reach and rake. That wheel is peppered with buttons, some of which control the brand’s intelligent cruise control system which can act as a useful anti-fatigue device on long journeys. Infotainment is taken care of by a 10.25-inch multimedia interface which features built in nav and the ability to haul in satellite radio stations. It also works well with Apple CarPlay and Android Auto. Another 10.25-inch screen sits ahead of the driver as a gauge cluster and may be configured umpteen different ways.

What We'd Choose

It’s a $3,000 walk to the Premium+ trim, a level which sounds like a soup cracker but actually adds a few key features – some of them important to the EV ownership experience. Atop this list is a heat pump, a piece of kit which warms the cabin more efficiently than a resistive heater and should be considered a must-have in order to stretch the driving range of any EV. It’s tempting to recommend the Premium+ for this feature alone.

But there are a few extra goodies included for yer extra 3 large, such as a power liftgate at the rear and wireless device charging in the cabin. Seats are upgraded to a cloth/synthetic (read: fake) leather mix, the steering wheel gains heat, and urchins in the peanut gallery are #blessed with an armrest in the centre of their bench.

Toss in the newfound ability to select tasty colours like Runway Red or Mineral Blue (for $250, natch), and the Premium+ trim becomes an easy recommendation.

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 Kia Niro EV

Guillaume Fournier Photographe-GFV_9910

Before being an automotive journalist, I worked as a technical writer. My job essentially consisted of writing end-user documentation to help users better understand a given product. I, along with my colleagues, would put together user manuals, instruction booklets, shop manuals for mechanics, service bulletins and even recalls.

Among the different fields I did this in, I was once employed by a company called True Key. Over there, I’d often work with the UX (user experience) department. Together, we would ensure the smoothest, most seamless operation of our app. We would spend weeks working on a single menu, streamlining it, overthinking it, and writing the correct sentences so the user could enjoy using our service.

That job has gotten me highly critical about UX in general, even to this day. That’s probably why I’ve been giving the eight-generation Volkswagen Golf – only sold in Canada as the Golf GTI and <a href="https://www.wheels.ca/search?search=golf+r&amp;author=&amp;date=365&amp;tab=articles#:~:text=Apr%2022%2C%202022-,REVIEWS,2022%20Volkswagen%20Golf%20R%20Review,-ADVERTISEMENT">Golf R</a> – a hard time. Since its release in 2022, I, along with other automotive journalists have been ranting away about how bad its ergonomics have become. And that’s too bad, because underneath the GTI’s skin lies what could have been the best hot hatchback on sale.

An Opus That’s Hard to Beat

To Volkswagen’s defense, it had a steep hill to climb when given the task of replacing the last-generation Golf (MK7), arguably the best in the car’s history.

Under Ferdinand Piëch’s supervision, Volkswagen became an overachieving, engineering-driven carmaker. Between building W8 Passats and developing the record-beating Bugatti Veyron, everyone at the Volkswagen group worked overtime at exceeding the boss’ expectations, or else.

The <a href="https://www.wheels.ca/vehicle-reviews/review-2021-volkswagen-golf-gti">seventh-generation Golf</a>, sold in Canada from 2015 to 2021, was born in that kind of environment. It was not only a very good car, but it was also disrupting segments that had nothing to do with it. Here’s a fun fact about the MK7: when VW put it to market in Europe in 2013, Mercedes-Benz delayed the launch of its C-Class luxury sedan to improve it. That’s how strong the Golf’s ripples were.

It's fair to say then that the MK8 had big shoes to fill, which is why Volkswagen didn’t alter the overall package much. It’s about the same size as the old car but with a slightly more contemporary design language. It remains one of the cleverest hatchbacks on sale. Neither too big, nor too small, the GTI fits four comfortably, albeit having a slightly small rear seat. Its hatchback configuration also makes it ultra practical, yielding cargo space that’s on par with some small SUVs.

<img class="aligncenter size-full wp-image-174901" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/Guillaume-Fournier-Photographe-GFV_9994.jpg" alt="2023 Volkswagen Golf GTI" width="2080" height="1387" />

<img class="aligncenter size-full wp-image-174900" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/Guillaume-Fournier-Photographe-GFV_9986.jpg" alt="2023 Volkswagen Golf GTI" width="2080" height="1387" />

Volkswagen understands not messing with a good recipe, which is why the car’s hardware is mostly carried over from before. The platform, an evolution of the old car’s (MQB Evo), was reinforced in key areas to improve chassis rigidity and solidity during a crash. Underneath the hood sits the same turbocharged 2.0-liter four-cylinder engine as before (EA888 Evo 4), but with significant improvements and more power.

Horsepower climbs from 228 to 241 and torque, from 258 to 273 lb-ft. The drivetrain can still be mated to either a 6-speed manual transmission or, in this case, a 7-speed dual clutch automatic. Yes, the GTI is still front-wheel drive only via an electro-mechanical limited-slip differential. All-wheel drive is reserved for the almighty Golf R. But since the Golf GTI is a lighter car and its horsepower figures have gone up, its level of performance is almost in the same league as the R’s now.

A Frustrating Interior

Strapping yourself inside a Golf GTI is still a bit of a squeeze if you’re tall due to narrow door openings. Once inside however, the sport bucket seats offer great bolstering and lumbar support, albeit giving you an awkward feeling of kissing the ceiling. Visibility is however top notch in a GTI.

<img class="aligncenter size-full wp-image-174886" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/Guillaume-Fournier-Photographe-GFV_0002.jpg" alt="2023 Volkswagen GTI" width="2080" height="1387" />

This is where things sadly start falling apart. Not only is build quality not on par with what VW has accustomed us to in the past, the entire car’s controls are a total mess. For instance, the steering wheel is smeared with haptic feedback buttons that never seem to operate consistently. Sometimes they respond to the slightest touch, other times you might need to smash it.

On the centre stack, VW has eliminated pretty much all physical buttons, but left four quick keys to access various areas of the infotainment system, like climate, drive modes and driver assistance technology. Hitting a button will take a few seconds to open the desired screen, because it lags, especially when the car is cold.

<img class="aligncenter size-full wp-image-174885" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/Guillaume-Fournier-Photographe-GFV_0001.jpg" alt="2023 Volkswagen GTI" width="2080" height="1387" />

Volkswagen does at least leave a haptic slider to adjust audio volume and cabin temperature. The problem is that the slider doesn’t illuminate at night, so you’re forced to operate everything from that awful system. What’s more, removing the very intrusive driving aids will require you to repeat the operation each time you turn on the car. Because, no, it’s doesn’t remember your prior settings. After spending a week with the GTI, I was about to rip the screen out of the dashboard from frustration. It’s that bad. Luckily, Volkswagen announced that an update is coming to fix all of that.

The Drive is Still Sweet

Thankfully, once you’ve set everything to your liking in the cabin, the GTI lets you unwind by letting it loose on an open piece of tarmac. And my gosh does it deliver. The formula is still just right. The GTI pulls strong in any gear, with ample low-end torque and a willingness to rev to redline. The dual-clutch gearbox is a gem. It’s quick to respond, always knows what to do, and disappears in the background during casual driving. It’s so good, that I would consider choosing it over the manual.

Chassis tuning remains this car’s best asset. The Golf GTI’s suspension damping is both compliant during casual driving and stiff enough when pushing it through a mountain. That’s because it has adaptive dampers that alter their characteristics according to the selected drive mode. But even in the stiffest setting, the GTI rides smoothly, with a solid and mature feeling overall.

<img class="aligncenter size-full wp-image-174898" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/Guillaume-Fournier-Photographe-GFV_9963.jpg" alt="2023 Volkswagen Golf GTI" width="2080" height="1387" />

Throw the GTI hard into a corner, and it claws the tarmac. The limited-slip differential allows you to gracefully carve your way around the bend. The GTI allows you to drive it like a hero, all the time. It’s a companion that’s always willing to follow you in your next crazy adventure. Once you’re done hooning it around, it becomes just another Golf. It’s discrete, comfortable, practical, and surprisingly thrifty. During my time with the car, in winter, I recorded a 9.0L/100 km average. For a powerful hot hatch, that’s more than decent.

The 2023 Volkswagen Golf GTI feels like it was designed by two different departments that didn’t speak to each other until the end of the development process. On one side, the engineers developed a fantastic hot hatchback that’s quick, fun and composed. On the other, the people at the UX department appear to have never driven a car in their life. What I learned in my past career is that bad UX has the potential to ruin even the best products. The MK8 Golf GTI perfectly makes that point.
<h3>2023 Volkswagen Golf GTI</h3>
BODY STYLE: Five-door compact car

CONFIGURATION: Front engine, front-wheel drive

ENGINE: Turbocharged 2.0L I4 (241 horsepower @ 5,000 rpm / 273 lb-ft @ 1,750 rpm).

TRANSMISSION: 7-speed dual clutch automatic

FUEL CONSUMPTION: 9.7 L/100 km (city) / 7.0 L/100 km (highway) / 8.5 L/100 km (combined).

OBSERVED FUEL CONSUMPTION: 9.0 L/100 km

CARGO CAPACITY 564 liters (977 liters total)

PRICE: $42,159 (as tested)

WEBSITE: <a href="https://www.vw.ca/en.html">Volkswagen</a>

2023 Volkswagen Golf GTI Review

Tonale front

Alfa remains a bit player in the Canadian car market, having sold just 167 units through the first quarter of this year. That’s approximately 56 fewer than the number of Ram pickup trucks sold every day, on average, during the same timeframe. In other words, Alfa Romeo is a solid choice if you’re looking for reasonably affordable exclusivity.

Fresh out of the gate is their new Tonale, an Italian-built compact (some would argue subcompact) crossover packing all-wheel drive as standard equipment. An iZEV-eligible plug-in hybrid powertrain will be available as an option in Canada later this year but, for now, the Tonale moves itself with a 2.0L turbocharged four-cylinder engine making a reasonable 256 horsepower and 295 lb.-ft of torque. A 9-speed automatic handles shifting duties.

Up front we find a trademark Alfa Romeo grille, stretching from the hood’s leading edge and dramatically diving towards the pavement. At each corner are so-called ‘phone dial’ wheels which are perfectly suited to duty on an Alfa; LED lamps are standard all around and there are washers for the front peepers. The sole no-charge paint selection is Alfa White but tasty Alfa Rosso is only a $200 proposition. Meanwhile, metallic options like Misano Blue are $900 extra.

<img class="aligncenter size-full wp-image-176338" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/Tonale-int.jpeg" alt="Alfa romeo tonale sprint" width="1801" height="1128" />

The brand chooses to include several handy interior features on the $47,190 Sprint trim, such as a wireless charging pad for yer devices and enough charging ports to keep everyone happy (and quiet). Air conditioning with dual-zone climate control is present, along with a leather-wrapped heated steering wheel. Infotainment is handled by a 10.25-inch touchscreen packing navigation and Apple CarPlay/Android Auto plus satellite radio. Another 12.3-inch display sits ahead of the driver to pull duty as a colourful instrument cluster. The power 8-way front seats are heated and there’s a universal garage door opener for those of you with covered parking.

What We'd Choose

The leap to a Veloce trim is only $1,500 and brings functional items like an adaptive dual-stage valve suspension system for entertaining handling plus zooty red Brembo-branded brakes and 19-inch wheels. A power liftgate is also nifty, as are ventilated front seats and interior ambient lighting. These five items are more than enough to warrant the extra cash – particularly the suspension and liftgate.

By now, know-it-all eggheads are surely bleating that the Dodge Hornet, a close cousin to the Alfa Romeo Tonale with the same structure and powertrain options, starts at $40,190 – making the Dodge a significant $7,000 walk from the zesty Italian. However, while the bones are similar, the content level is not. Hornet GT customers do without wireless charging, power/heated seats, 18-inch wheels, remote start – and the list continues. Jumping to the GT Plus brings those features but jacks the sticker to $46,190, at which point one is back into Alfa territory. The GT Plus also includes a sunroof as standard, ruining headroom; that feature is optional on both the Sprint and Veloce trims of the Tonale.

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.

&nbsp;

Base Camp: 2023 Alfa Romeo Tonale

DSC04479

Better late than never is a good way to sum up Toyota’s first entry into the rapidly growing high-demand BEV segment that’s poised to replace internal combustion cars as we know it. Whether you think this whole EV thing is going to succeed or fail, nearly all major automobile manufacturers have invested big money into it, and the train isn’t stopping for anyone. Toyota, one of the largest and most recognized automakers in the world is late to the EV party, especially when compared to the Koreans and Americans who already boast many excellent choices. And Toyota’s first electric car, the bZ4X hasn’t exactly enjoyed the smoothest of launches.

Now that the issues are largely behind them, what’s the Toyota bZ4X like?

<img class="aligncenter size-full wp-image-176269" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/DSC04481.jpg" alt="2023 Toyota bZ4X" width="2048" height="1365" />

It feels very similar to the <a href="https://www.wheels.ca/reviews/2022-volkswagen-id-4-review">VW ID.4</a> though it has less power and range. Base models get a single 150 kW motor driving the front wheels, and the bZ4X XLE, the top trim, gets two 80 kW motors, one on each axle, giving it all-wheel drive. Toyota loaned me an LE, which is a single motor trim with about 200 hp and a similar amount of torque. The dual motor version isn’t much more powerful but has 248-lb-ft of combined torque.

If you make it a numbers game, the bZ4X has less power and less range than the <a href="https://www.wheels.ca/reviews/first-drive-2022-kia-ev6">Kia EV6</a>, <a href="https://www.wheels.ca/vehicle-reviews/first-drive-2022-hyundai-ioniq-5">Hyundai IONIQ 5</a>, <a href="https://www.wheels.ca/reviews/2023-nissan-ariya-e-4orce-first-drive-review">Nissan Ariya</a>, and the ID.4. The Toyota can charge at a maximum rate of 150kW (100kW for AWD models) which is also slower than some of its rivals, but that’s assuming you can find a charger capable of reliably supplying that output, and in my experience that happens far less than it should.

<img class="aligncenter size-full wp-image-176270" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/DSC04482.jpg" alt="2023 Toyota bZ4X" width="2048" height="1365" />

I’m not a fan of the bZ4X’s unpainted fenders, but on my dark blue tester, they blended in and weren't very noticeable. Its design is definitely EV-forward with a grille-less front end and styling and proportions that sit somewhere between the Tesla Model Y and the Kia EV6. If you took the badges off it would be hard to identify what brand it came from.

Inside the bZ4X looks and feels high quality with its fabric-covered dashboard panels, large centre screen, logically laid out controls, and large windows lending to great outward visibility. The 12.3-inch infotainment touchscreen is standard equipment and runs the latest Toyota software, which is easy to use and quick to respond. A strangely placed gauge cluster high and far away from the driver is said to be better for keeping your eyes on the road but I found the steering wheel cut some of it off. It’s still better than consolidating everything into a large centre screen. Rear-seat passengers get lots of legroom and the cargo area is generous for a compact crossover.

<img class="aligncenter size-full wp-image-176276" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/DSC04491.jpg" alt="2023 Toyota bZ4X" width="2048" height="1365" />

By Toyota’s estimates, a fully charged front-wheel drive bZ4X can travel 406 km, which is mid-pack. All-wheel drive models are rated for 367 km. My tester was at 100 per cent charge when I picked it up and the range estimate was sitting at 390 km on a chilly spring day. However, turning off the climate control system added an extra 100 km to that range, a rather shocking jump that I haven’t encountered on any other EV.

Toyota spent a lot of time making the bZ4X as efficient as it could be, so a heat pump comes standard, which heats and cools the cabin much more efficiently and also greatly conserves range in colder weather. The climate control can also be configured to only send warm or cool air to the driver when there aren’t any passengers. Then there are radiant foot well heaters (on LE and up), which I haven’t seen before. They’re basically pads affixed to the bottom of the steering wheel and where a glove box would be and they quickly warm up the driver and passenger footwells when switched on. Between these, the heated seats, and the heated steering wheel, I found little need to run the climate control system even when it was below zero outside, except for windshield defogging purposes.

<img class="aligncenter size-full wp-image-176273" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/DSC04486.jpg" alt="2023 Toyota bZ4X" width="2048" height="1365" />

The bZ4X isn’t the fastest EV in its class, but even with its modest power figures it feels quicker than a RAV4 or Toyota Venza, which are both similar in size. It also handles really well for what it is and a big part of that can be attributed to its low centre of gravity and a suspension that absorbs most lumps and bumps but still exhibits excellent body control through a corner. The steering has no feel but it is precise and to be fair no one buying a bZ4X is going to care about steering feel. I found it rather fun to drive and the thought of more power didn’t cross my mind. Neither did the fact that my tester didn’t have all-wheel drive. I would personally be happy with a good set of winter tires and the additional range you get with a front-wheel drive bZ4X.

.At the end of the week, I was averaging 20 kWh per 100 km, a good figure that should only improve as the weather warms up. That near 500 km range estimate was actually pretty accurate providing the climate control was switched off, which I did about 50 per cent of the time.

<img class="aligncenter size-full wp-image-176268" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/DSC04480.jpg" alt="2023 Toyota bZ4X" width="2048" height="1365" />

Toyota’s goal for the bZ4X was to balance power, battery size, and range, and I’m fully behind it. Big batteries and big power make EVs heavier and less efficient, and they take longer to charge. Toyota wants to ensure the bZ4X is as reliable and as long lasting as its famously bulletproof cars and trucks.

Toyota may have been late to the EV game but the bZ4X, despite its initial teething problems, is a solid effort and another excellent BEV for consumers to choose from. And if you’re already a fan of the Toyota ecosystem, it’s absolutely worth checking out.
<h3>2023 Toyota bZ4X LE</h3>
BODY STYLE: 5-door, 5-passenger electric crossover

CONFIGURATION: Single motor (150kW), front-wheel drive battery electric vehicle (BEV)

POWER:  200 hp; TORQUE: 196 lb-ft

BATTERY: 71.4 kWh lithium-ion

EV RANGE: 406 km

EFFICIENCY (Le/100km): 1.8 city; 2.2 highway; 2.0 combined

CARGO CAPACITY: 784 litres

PRICE: $49,990 (base); $52,006 (as-tested)

WEBSITE: <a href="https://www.toyota.ca/toyota/en/">Toyota Canada</a>

2023 Toyota bZ4X LE Review

Guillaume Fournier Photographe-GFV_4561

You may think a sport utility vehicle is what your family needs, but as far as available cargo space, practicality, and family-hauling common sense goes, nothing comes close to a minivan. Carmakers understand this as all who still sell them have injected newfound vigour into their models to make them more competitive.

The Honda Odyssey, on the other hand, hasn’t changed much this year as it nears the end of its lifecycle. But the current recipe is so darn good there’s little reason for Honda to fiddle with it.

<img class="aligncenter size-full wp-image-176180" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/Guillaume-Fournier-Photographe-GFV_4562.jpg" alt="2023 Honda Odyssey" width="2080" height="1387" />

End of the road

Going by the Odyssey’s typical 6 to 7-year production run, 2023 should be the final year for this fifth-generation model. Expect Honda to present a fully revamped minivan based on the recently updated Honda Pilot, before the end of the year.

Until we get there, the bones on the current one are still as solid as a rock. The Odyssey has the essentials to make it a reliable family conveyance. Underneath its hood sits Honda’s tried and proven naturally aspirated 3.5-liter V6. It’s good for a class-competitive 280 horsepower and 262 lb-ft of torque.

Power is sent only to the front wheels via a 10-speed automatic transmission. Sadly, all-wheel drive isn’t available like it is in a <a href="https://www.wheels.ca/vehicle-reviews/review-2021-chrysler-pacifica-hybrid">Chrysler Pacifica</a>. Neither is a hybrid drivetrain.

<img class="aligncenter size-full wp-image-176176" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/Guillaume-Fournier-Photographe-GFV_4579.jpg" alt="2023 Honda Odyssey" width="2080" height="1387" />

The Enthusiast-friendly Minivan

So yes, this Honda could cost you quite a bit at the pump. During my week with the Odyssey, the best fuel consumption average I could muster was 11.5L/100 km. I’ll even add that at 248g of CO2 per kilometer, this minivan isn’t exactly kind to the environment.

But if none of that stuff matters to you and you’d rather prioritize reliability and power delivery, then you might really like this van. None of the Odyssey’s competitors perform like this. Stomp the accelerator pedal in Sport mode, and the Odyssey quickly drops a few gears and starts inhaling gobs of air through its massive air intake.

<img class="aligncenter size-full wp-image-176169" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/Guillaume-Fournier-Photographe-GFV_4603.jpg" alt="2023 Honda Odyssey" width="2080" height="1387" />

The entire experience is felt through one of the most entertaining automotive soundtracks this side of a late-nineties Acura Integra Type R. That’s because VTEC just kicked in yo! Yes, this minivan has it. Hearing that switchover noise when its most aggressive cam profile activates at around 5,800 rpm is always music to this driver’s ears.

Then there’s the way the Odyssey tackles a corner. No minivan should handle this well and no minivan should feel so sedan-like from behind the wheel, yet this Honda delivers, making you enjoy each drive. The Odyssey is old-school Honda in all the wonderful ways. It delivers on the kind of driving experience that Gen Ys have grown up loving behind the wheel of their Civics, Preludes, and Integras.

The Intelligent Van

Of course, none of what you just read makes any sense for a minivan, but that’s just part of the several bonuses of owning an Odyssey. That nature is felt in every nook and cranny inside its cabin as well.

For instance, while that dashboard design won’t win any beauty contests, it’s built to take all the family hits, from applesauce to angry dad punches or even your dog’s untrimmed paws. The Odyssey is built like a tank, rock solid, impeccably well put together, and as silent as a library when driven over heavily broken roads.

<img class="aligncenter size-full wp-image-176177" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/Guillaume-Fournier-Photographe-GFV_4576.jpg" alt="2023 Honda Odyssey" width="2080" height="1387" />

Honda proves it masters ergonomics thanks to the Odyssey’s clever storage solutions and nifty in-cabin technology that helps ease the duties of being a parent. The super rad Cabin Talk technology allows you to talk to your children mimicking the tone of Darth Vader’s voice, while Cabin Watch lets you see who really threw that first booger. A handy Blu-ray DVD player integrated directly into the centre console makes sure your little brats are nice and quiet during that long road trip back from grandma’s.

Everywhere you look in an Odyssey, there’s clever engineering. That said, I still don’t understand why Honda hasn’t looked at Chrysler’s Stow-N-Go feature and attempted to engineer something similar. Removing the second row of seats in an Odyssey is time-consuming and, well, very heavy. They’re also cumbersome and not that easy to reinstall.

At least, the entire third row can be conveniently stowed inside the floor within seconds, and once this van is transformed into a tiny cargo van, it’ll give way to almost 4,000 liters of total cargo space. This makes it one of the most spacious minivans currently on sale; the second most practical in the segment. Sorry Honda, <a href="https://www.wheels.ca/vehicle-reviews/review-2022-kia-carnival-sx">Kia</a> has you beat on this one.

Perhaps where Honda has the entire segment beat though is in its near-perfect reliability record and incredible resale value. Along with its arch nemesis, the Toyota Sienna, the Honda Odyssey is a van that just keeps on running. Even old beaten-up ones with more than 200,000 km on the odometer still sell for hefty sums.

<img class="aligncenter size-full wp-image-176179" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/Guillaume-Fournier-Photographe-GFV_4568.jpg" alt="2023 Honda Odyssey" width="2080" height="1387" />

Of course, such great qualities come at a price. We all know that Honda is doing everything but deals on its cars these days and the Odyssey is no exception. It kicks off at a rather steep $47,705 and tops out at $60,705 for the range-topping Black Edition. My tester, a Touring, stickered at a whopping $58,905. Add taxes and high interest rates and you’re knocking on the door of $70,000 for a Honda minivan. Ouch!

One must wonder if the next Odyssey will be as good as this one and, perhaps more importantly, if it’s worth waiting for. If the new Pilot can serve as a hint, then the next Odyssey will probably be much larger, and it will probably lose its VTEC system.

So, if you’re in the market for a van with glorious intake snarls as it climbs through the revs, one that rewards spirited driving – as ironic as that may sound – then I say get your hands on one of these bad boys now before they’re gone.
<h3>2023 Honda Odyssey Touring</h3>
BODY STYLE: Five-door minivan

 CONFIGURATION: Front engine, front-wheel drive

ENGINE: 3.5L V6 (280 horsepower @ 6,000 rpm / 262 lb-ft @ 4,700 rpm).

TRANSMISSION: 10-speed automatic

FUEL CONSUMPTION: 12.2 L/100 km (city) / 8.5 L/100 km (highway) / 10.6 L/100 km (combined).

OBSERVED FUEL CONSUMPTION: 11.5 L/100 km

CARGO CAPACITY 929 liters (3,984 liters total)

PRICE: $58,905 (as tested)

WEBSITE: <a href="https://www.honda.ca/en/">Honda</a>

2023 Honda Odyssey Touring Review

DSC04469

With 25 different variations of the Porsche 911 choosing the right one can seem a bit of a daunting task. The Carrera 4 GTS, however, is one the easiest recommendations in the lineup with its perfect mix of features and bits from Porsche’s extensive options list.

A GTS slots above the Carrera S and under the atomic-powered Turbo. It has 473 hp and 420 lb-ft of torque which is 30 more hp and 30 more torques than an S. If you want something track-capable but don’t want to step up into the <a href="https://www.wheels.ca/vehicle-reviews/review-2022-porsche-911-gt3">racier GT3</a>, you can order a GTS with carbon bucket seats and a lightweight package that deletes the rear seats among other things. Perfect for casual track days.

The GTS gets a host of performance enhancements standard. Like a sports suspension with a 10mm lower ride height, PASM which is Porsche speak for adaptive dampers, the Sport Chrono package, blacked out trim, and Race-tex microfibre material covering the seats, lower dashboard, and steering wheel.

<img class="aligncenter size-full wp-image-176134" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/DSC04457.jpg" alt="2023 Porsche 911 Carrera 4 GTS" width="2048" height="1365" />

<img class="aligncenter size-full wp-image-176131" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/DSC04462.jpg" alt="2023 Porsche 911 Carrera 4 GTS" width="2048" height="1365" />

Optional extras are numerous and can inflate the price quickly and my tester included quite a few of them. The lightweight package was the most expensive at $9910 and saves up to 25kgs (55lbs) of weight with carbon bucket front seats, a rear seat delete, lightweight glass, and less sound insulation. The package also includes rear-axle steering, which enhances agility even further, and front-end lift is reduced through the use of aerodynamic optimization in the front section of the underbody. You can opt to keep the more comfortable sport seats if you find the carbon buckets uncomfortable.

The Carrera GTS is a sweet spot in the 911 lineup. The optional Bose Surround sound system, a part of the premium package, was excellent and one of the best I’ve heard in a 911. Mixed with luxurious feeling Race-tex fabric surfaces and the Carmine red stitching that matched the Carmine red tachometer and dash clock and, of course, the Carmine red paint job, the 911 GTS I got to drive for a week was stunning inside and out.

<img class="aligncenter size-full wp-image-176136" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/DSC04454.jpg" alt="2023 Porsche 911 Carrera 4 GTS" width="2048" height="1365" />

Even without the badging on the back, the lower stance and black wheels give the 911 GTS presence for days. The car has grown larger over the decades but its elegant shape and simple design are equal parts beautiful and purposeful. It’s a car that gets attention but this is still a bit of an undercover supercar (whether or not it’s actually a supercar is up for debate).

Getting in and finding the perfect seating position is easy. The hood drops down and away from sight giving you an expansive view of the road in the front of you. Like every new 911, you twist a plastic stub resembling a keyfob to the left of the steering wheel and the 3-litre turbocharged flat-6 grumbles to life and settles into that characteristic gravelly idle that could only come from the back of a 911.

<img class="aligncenter size-full wp-image-176127" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/DSC04466.jpg" alt="2023 Porsche 911 Carrera 4 GTS" width="2048" height="1365" />

The grippy Race-tex surfaces on the steering wheel and seats have become a GTS hallmark. They make the car feel a bit more special as do the Carmine red accents in this tester. It’s a good place to be with minimal distractions or gimmicks to get in your way of driving.

I’ve driven many different variations of the 911 from mild to racy, and the GTS truly feels the most balanced. It might seem like a bit of a spreadsheet car with only incremental improvements over a Carrera S but in the real world it feels like a lot more.

The Carrera 4 GTS is noticeably quicker than a 4S. So much quicker I had to check if Porsche hadn’t mistakenly given me the keys to a <a href="https://www.wheels.ca/vehicle-reviews/review-2021-porsche-911-turbo-s">911 turbo</a>. It accelerates more brutally than the much more expensive GT3, and while it might not sound as raw, the flat-6 behind your back still generates a mechanical symphony of the highest order and it's even more audible here thanks to less sound insulation.

The 8-speed PDK is still the best automatic gearbox on the planet. In any condition, or situation it does exactly what you want it to do. It shifts faster than you can think and is always in the correct gear. If you blip the throttle sharply or pull the left paddle, the resulting downshift is instantaneous and perfectly rev-matched. This and the Carrera 4’s all-wheel-drive system work together to deliver breathtaking levels of thrust especially when blasting out of a corner.

<img class="aligncenter size-full wp-image-176123" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/DSC04475.jpg" alt="2023 Porsche 911 Carrera 4 GTS" width="2048" height="1365" />

Crisp and clear electric power steering feels alive in your hands. It’s precise and reactive and together with the perfect driving position, epic brakes, and sublime gearbox, it’s one of the best driving experiences to be had. There’s so much confidence gained through just the feel of the controls that it’s one of the easiest and most approachable sports cars to drive but in the hands of a pro it becomes a tool through its consistency and predictability. The sports suspension makes it noticeably stiffer and the ride gets rough over crappy roads but that comes with the territory.

Really, much of the above can be said of any 911, but the GTS is just a bit sharper without getting too extreme. It’s all the best bits of the 911 in one convenient package and that's why it’s one of the easiest to recommend regardless of how many other variants exist.
<h3>2023 Porsche 911 Carrera 4 GTS</h3>
BODY STYLE: 2-passenger compact sports car

CONFIGURATION: Rear-engine, all-wheel drive

ENGINE: 3.0-L twin-turbocharged boxer-6; Power: 473 hp @6500 rpm; 420 lb-ft @ 2300-5000 rpm

TRANSMISSION: 8-speed dual-clutch automatic

FUEL ECONOMY: (Premium Gasoline in L/100 km):13.8 city; 10.1 highway; 12.2 combined

CARGO CAPACITY: 132+64 (frunk) litres

PRICE: $166,600 (base); $202,340 (as-tested) not including fees, taxes

WEBSITE: <a href="https://www.porsche.com/canada/en/">Porsche Canada</a>

&nbsp;

2023 Porsche 911 Carrera 4 GTS Review

Prius front

It doesn’t happen often, but there are occasions in which a vehicle model goes through an impressive overhaul to the point where its fresh styling wholly and thoroughly erase sins (and jokes) of the past. Enter the new-for-’23 Toyota Prius, sheathed in slinky new bodywork whilst retaining the type of efficiency which made the car so popular in the first place – only now, you don’t have to be embarrassed if seen in one.

This year’s car is available in two trims, starting with the XLE. A 2.0L four-cylinder engine lives under the curvaceous new hood, tag-teamed with a hybrid powertrain to deliver a system total of 196 horsepower – roughly 60 percent more than last year. A brace of electric motors means even this sub-$40,000 XLE is equipped with all-wheel drive. This is good for an estimated 4.8L/100km in combined city and highway driving.

Toyota makes plenty of noise about their Safety Sense suite of driver aids, and version 3.0 is found on the new Prius. This means gear like pre-collision with pedestrian detection is on board plus lane tracing assist and dynamic radar cruise control. Lane departure alert with a steering assist now has enhanced lane recognition which includes detection of certain 3D objects such as guardrails that can be used to help define the lane. In other words, the council’s refusal to paint new lines shouldn’t be as much of an issue with this system.

<img class="aligncenter size-full wp-image-176116" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/Prius-interior.jpg" alt="Toyota Prius interior" width="1800" height="900" />

All ’23 Prius trims get the same snazzy headlamps and 19-inch alloy wheels. A good-looking Reservoir Blue is available for $0 on the XLE, though we won’t begrudge anyone paying $255 for Supersonic Red. If you must, Wind Chill Pearl is on offer for those who want their new Prius to look like something from the Apple Store.

Inside the XLE is an 8-inch infotainment tablet featuring goodies like satellite radio capability, wireless Apple CarPlay/Android Auto, and no fewer than six USB-C charging ports. Having more outlets in which to plug in than places to sit is a good thing these days. The front seats are heated, the driver’s perch is eight-way power adjustable, and the rear bench folds 60/40 for those times you have underestimated that IKEA purchase. Automatic climate control and a heated steering wheel should keep most occupants comfy.

What We'd Choose

One of the biggest, literally and figuratively, differences between the XLE and Limited is the latter’s 12.3-inch infotainment screen, a thoroughly modern unit packing wireless smartphone mirroring and an 8-speaker JBL sound system. The $4,500 walk also brings comforts like ventilated front seats, heated rear seats, wireless device charging, and a fixed glass roof panel. The price spread is not chump change – but at least the extra feature count seems worth the cash if those items are important to you.

The rest of us should probably bank the $4,500 spread, a sum which will purchase approximately 2,800 litres of regular-grade gasoline as of this writing. At the Prius’ fuel-sipping rate, that’s enough to travel roughly 58,000 kilometres – or almost 3 years of average driving. Combined with its attractive new styling, choosing the XLE is the easiest decision Prius shoppers will ever make.

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 Toyota Prius

ux250 (1 of 19)

Sometimes making one key change transforms a vehicle into something special. Other times, that one key change just highlights the other parts of the model that need changing. Adding the wonderful Lexus Interface infotainment system to the 2023 Lexus UX falls firmly into the latter camp.

Lexus changed more than just that one thing for the 2023 UX. It dropped the gas engine, for example. Now the 181 hp hybrid system and its 2.0L four-cylinder engine is the only model of the UX available. It's called the UX 250h and was such a substantial increase in power and fuel economy (with little change to price) that the UX 200 made little sense.

The luxury automaker also adds a new F-Sport trims to the UX for the first time. F-Sport trim models come with adaptive performance shocks, sports seats, paddle shifters, active sound control and a unique mesh grille on the entry grade, with a 12.3-inch screen with nav, adaptive lights, leather dash, front seat adjustment memory, and more on the F-Sport 2 grade. F-Sports even have a steering rack brace, an effort to help improve steering feel and response, because Lexus is convinced that sport is what its buyers want.

<img class="aligncenter size-full wp-image-176061" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/ux250-2-of-19-scaled.jpg" alt="2023 Lexus UX 250h" width="2560" height="1707" />

How convinced? The 2023 Lexus UX is more rigid than last year because the company added 20 new spot welds. A lot of time, effort, and probably cost for a change that average buyers might never even notice. We appreciate it, though, because a stiffer vehicle chassis is also one that is quieter and generally more comfortable.

My tester is not either of those F-Sports. This is the new one, the F-Sport Design trim, which gets fog lights, the F-Sport grille and side skirts, and 18-inch wheels. It doesn't have fancy shocks, but it does have ventilated front seats, which might be the smarter move in this category.

Lexus has also added some new safety systems for 2023. The Lexus Safety System 2.5+ gets an upgraded camera as well as tweaked radar that lets the pre-collision system better detect cyclists and pedestrians in low-light conditions. The exact conditions where you are most likely to have trouble spotting them yourself.

<img class="aligncenter size-full wp-image-176075" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/ux250-16-of-19-scaled.jpg" alt="2023 Lexus UX 250h" width="2560" height="1707" />

The lane recognition function has been tweaked as well. The system is meant to keep you centred in your lane and now it has a smoother operation. But it still wasn’t smooth enough for me to keep it on.

Lastly, the radar cruise control has a new curve speed control function that slows it down based on the upcoming corner. I'm going to get back to this new feature later, but I'll warn you I don't have many nice things to say.

First, back to that one key change. Lexus swore by its touchpad-based infotainment system, while reviewers swore at it. The system is gone, replaced in nearly all Lexus models by a new touch-based system.

The UX is one of the last to get the new system, but it's still extremely fresh. It rolled out from launch to nearly every model in less than two years.

More than new, the system is good. Clear and crisp graphics and plenty of processing power to make sure it is responsive.

<img class="aligncenter size-full wp-image-176074" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/ux250-15-of-19-scaled.jpg" alt="2023 Lexus UX 250h" width="2560" height="1707" />

The system has natural voice response commands, and they'll make most of the changes you want to make. If the system can't make the change, it will usually at least deposit you in the right menu.

There's Google cloud-based points of interest data, live traffic, and live agent destination assistance. I can't say enough good things about this system.

Remember how I said that can just bring attention to the rest of the vehicle's issues? In the 2023 UX that starts immediately beside the big new screen.

The Lexus UX has a mostly digital dash (it's fully digital on the top trims). The text and graphics match those of the old infotainment interface. They do not match the new one. So the two sets of screens are very clearly mismatched. It's a shocking lack of attention to detail. Was it overlooked, or a cost-cutting measure? Either way, it is not what we expect from luxury vehicle.

<img class="aligncenter size-full wp-image-176071" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/ux250-12-of-19-scaled.jpg" alt="2023 Lexus UX 250h" width="2560" height="1707" />

Inside the UX is cramped. This is a small cabin, and that's not just because of my well-known large size. A lack of head, knee, and shoulder room will have even smaller passengers wishing for more space. Yes, this is a subcompact crossover, but there are others that don't have tiny cabins.

Trunk space is at a premium, too. Competitors in the segment have 50 percent greater (or even more) space behind the rear seats than the 487 L Lexus offers. Yes, there is a bit more available below the removable floor, but it isn't much. A high load floor and narrow opening make it tough to make the best of the room you do get.

<img class="aligncenter size-full wp-image-176067" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/ux250-8-of-19-scaled.jpg" alt="2023 Lexus UX 250h" width="2560" height="1707" />
So back to how it drives.

While the UX's driveline makes 181 hp, the little crossover never feels as quick as that would suggest. In my experience, that's common to hybrids, especially models with an eCVT like this one. The same transmission effect means loads of drone when you're hard into the throttle, and that increases cabin noise.

Toyota (the parent of Lexus) has largely remedied this in its latest hybrid system, which debuted in the 2023 Prius. But this model is still on the older system.

Ride and handling are distinctly just to the wrong side of average. The UX 250h is comfortable enough to not be noteworthy, but not enough to coddle. Its handling is predictable enough to ignore, but not enough to inspire confidence. Were it not for the cramped cabin and the noise levels, it would be a completely unremarkable experience.

While that sounds like a criticism, a largely unremarkable experience is likely exactly what the brand's buyers are looking for. A model that gets you from A to B with zero trouble for 10 years.

In the case of Lexus, they want that with some more premium finishes and that L badge on the grille. This one has the L on the grille, but the new screen highlights finishes that aren't quite up to segment standards.

<img class="aligncenter size-full wp-image-176066" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/ux250-7-of-19-scaled.jpg" alt="2023 Lexus UX 250h" width="2560" height="1707" />

Forget about BMW, Acura, Cadillac, and Lincoln, the UX has trouble keeping up with Buick and even Mazda. The fit and finish offered in a <a href="https://www.wheels.ca/vehicle-reviews/review-2022-mazda-cx-30-turbo">Mazda CX-30 GT</a> tops this UX, and it's many thousands of dollars less. On the other hand, it's unlikely that a Mazda dealer will touch the level of service offered by a Lexus showroom and its legendary customer experience. There's more to a brand than just its vehicles.

I said I would circle back to the curve speed control function, and here it is. The idea sounds great; if the Lexus system detects you're coming in hot to a sharp corner, the adaptive cruise control slows down ahead of time.

In practice, that's not how it worked. Instead, on divided highways, the system would decide that the speed limit was at least 20 km/h too quick for the bend in the road. In response, it would slam on the brakes.

The kicker was that not only was the braking action abrupt and severe, but it was also nearly always too late. On the majority of occasions, the UX would slow down only after the apex of the corner. The vehicle had already navigated the sharpest part of the bend before deciding to slow down. The feature was irritating, but also completely unhelpful.

I was not happy, my passengers were not happy, and the vehicles behind me were absolutely not happy. They let me know, expressing their displeasure with an extended finger or a horn. Lexus is normally at the forefront of adding driver assists, but this one needs some work.

<img class="aligncenter size-full wp-image-176064" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/ux250-5-of-19-scaled.jpg" alt="2023 Lexus UX 250h" width="2560" height="1707" />

My sentiments about the UX 250h can be summed up by its fuel economy; looks good on paper, but the experience didn't quite measure up. The official rating is 5.7 L/100 km city, 6.2 highway. My mixed driving returned an indicated 7.8. I'm used to beating the official figures, not falling well below them.

The 2023 Lexus UX 250h will no doubt appeal to buyers who want the easy ownership experience and excellent customer service they've come to expect from the brand. It looks good from the outside, and it has that wonderful new screen. But it is cramped, noisy, and just not good enough in such a competitive arena.

This UX is trading on the equity of its badge, and Lexus can do better. Whether it has to in order to keep bringing in buyers is another issue altogether.
<h3>2023 Lexus UX 250h</h3>
BODY STYLE: Five-door subcompact luxury CUV

DRIVE METHOD: front-engine, all-wheel drive
ENGINE: 2.0-litre I4, hybrid, 181 hp

FUEL ECONOMY CITY/HIGHWAY/COMBINED: 5.7/6.2/6.0 L/100 km

TRANSMISSION: eCVT

MIN. CARGO CAPACITY: 487 L

TOWING CAPACITY: N/A

Base MSRP: $41,500

As tested MSRP: $43,800

2023 Lexus UX 250h Review

2023 Nissan Pathfinder Rock Creek_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.

When it comes to original SUVs, there are few that are more OG than the Nissan Pathfinder.

First introduced way back in 1986, the Pathfinder is not only Nissan’s first SUV, but it’s one of the oldest utilities in continuous production on the market today.

And while it’s come a long way since its body-on-frame, built on the Hardbody compact pick-up platform of its rough and ready heyday, the Pathfinder exhibits many of the same characteristics as its 1980s forebears. In fact, Rock Creek, which is a new Pathfinder grade for 2023, bears a strong resemblance to its ancestors. More on that shortly. First a primer on the Pathfinder as it exists in 2023.

The current fifth-generation R53 model was all-new in 2021 and is built on Nissan’s D platform which is shared with its corporate cousin, the Infiniti QX60. Both vehicles are built at the company’s sprawling assembly plant in Smyrna, Tennessee.

<img class="aligncenter size-full wp-image-175951" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/2023-Nissan-Pathfinder-Rock-Creek_engine-compartment-scaled.jpg" alt="2023 Nissan Pathfinder" width="2560" height="1440" />

All Pathfinders are powered by Nissan’s 3.5-litre double-overhead cam V6 that produces 284 horsepower and 259 lb-ft. of torque, which is paired with a nine-speed automatic transmission and standard four-wheel drive (4WD). Six grades are available for Canada: S, SV, Rock Creek, SL, SL Premium, and Platinum.

Now if you figured that Rock Creek is Nissan code for off-road, you’re right on the money. While it’s not in Jeep or Toyota TRD rock-crawling territory, the Pathfinder Rock Creek is more suited to the rough stuff than other SUVs designed primarily for pavement duty.

Standard kit for the Pathfinder Rock Creek includes an off-road tuned suspension with a 16 mm (5/8- inch) lift, 18-inch beadlock-style wheels wrapped in 265/60R18 all-terrain tires, a tubular roof rack with 100 kg (220-pound) load capacity, and Intelligent Around View Monitor with Off-Road mode.

<img class="aligncenter size-full wp-image-175953" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/2023-Nissan-Pathfinder-Rock-Creek_front-fender-wheel-scaled.jpg" alt="2023 Nissan Pathfinder" width="2560" height="1440" />

Cosmetic additions include model-specific front fascia with dark V-motion grille and mesh insert, Rock Creek badging, leatherette and fabric seats with Rock Creek embroidery, and orange contrast stitching (seats, steering wheel, instrument panel, and door panels).

Other standard equipment with the Pathfinder Rock Creek includes LED headlights and taillights, heated front seats, heated leather steering wheel, heated outside mirrors, 10-way power driver’s seat, ProPILOT Assist, 8-inch multimedia display, wired Apple CarPlay / Android Auto and more.

Of note, the tester Nissan Canada loaned me for this review comes with no optional equipment apart from a $300 paint charge for its Baja Storm exterior finish.

From an appearance perspective, the off-road kit the Pathfinder Rock Creek is outfitted with exudes a ruggedly handsome, yet capable vibe. When I first drove the fifth-gen<a href="https://www.wheels.ca/vehicle-reviews/first-drive-2022-nissan-pathfinder"> Pathfinder</a> in 2021 I thought that its boxier, more upright proportions and 1980s call-backs (three-slot grille, blister fenders, diagonal C-pillar) were a welcome departure from its rather anonymous predecessor, and that feeling grew as I spent time in the Rock Creek.

<img class="aligncenter size-full wp-image-175950" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/2023-Nissan-Pathfinder-Rock-Creek_dashboard-centre-console-scaled.jpg" alt="2023 Nissan Pathfinder" width="2560" height="1440" />

This Pathfinder looks like it really wants to get away, preferably to a place where there aren’t any paved roads. While it is also available in Obsidian Green Pearl ($300), Glacier White and two-tone Baja Storm/Super Black Metallic ($950), I think Baja Storm suits the Rock Creek aesthetic best.

On the inside, the Rock Creek’s spacious cabin is well-equipped with an attractive and straightforward layout that puts everything within easy reach of both driver and passengers. Its finishes, including leatherette seating trim, are nice to look at and pleasing to interact with, as are the other plastics and soft-touch surfaces that line my tester’s console, dashboard, and door trims. Much like its exterior design, I was impressed with the design and functionality of the Pathfinder’s cabin when I first encountered it, and my feelings haven’t changed. It’s one of the best in its segment, in my view.

As for content, because it lands exactly in the middle of the Pathfinder range, the Rock Creek is well stocked, but it isn’t loaded, per se. If one is in search of items such as leather seating, heated second-row seats, a wireless charge pad and wireless Apple CarPlay or Android Auto, they’re not available on the Rock Creek.

<img class="aligncenter size-full wp-image-175956" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/2023-Nissan-Pathfinder-Rock-Creek_rear-3-4-profile-scaled.jpg" alt="2023 Nissan Pathfinder" width="2560" height="1440" />

However, all of these, except for wireless Apple CarPlay and Android Auto, can be had on Pathfinder grades above Rock Creek.

Space, comfort, and utility are strong suits for the Pathfinder generally, and they remain so with Rock Creek. With a 6,000-pound towing capacity and up to 2,280 litres of cargo space with second and third row seats folded flat, plus seating for up to eight, Rock Creek offers just as much practicality as other Pathfinder grades. Third-row seating remains tight for adults, but getting back there is relatively easy.

On the road, the Pathfinder Rock Creek delivers robust performance that can be enhanced when its 3.5-litre V6 is running on premium fuel. On 91 octane, the V6 produces 295 hp and 270 lb-ft., an increase of 11 hp and 11 lb-ft., respectively.

Even without splurging for pricier gas, the V6 delivers strong acceleration and hauls the 2,089 kg (4,605-pound) Rock Creek with plenty of zip, at least as far as a three-row, eight-passenger SUV is concerned. Handling in everyday driving situations feels responsive with direct steering and a stiff body structure that rides quietly and doesn’t become floaty or willowy over rougher tarmac.

One aspect that I really love, as I noted in 2021, is Nissan’s decision to ditch the CVT from the outgoing Pathfinder and replace it with a traditional automatic transmission. The nine-speed gearbox used in the current Pathfinder delivers quicker acceleration, more precise shifts, better fuel efficiency, and is much easier to modulate with the accelerator pedal than the whiney, rubber-banding CVT of old. Once again, I commend Nissan for doing the right thing for Pathfinder customers.

A few caveats before wrapping up here. First, a lack of time, unfortunately, prevented me from testing the Rock Creek off-road, and two, because I drove it in mid-winter, my tester wasn’t equipped with all-terrain tires which diminished my interest in taking it off-road.

<img class="aligncenter size-full wp-image-175959" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_E0518-scaled.jpg" alt="2023 Nissan Pathfinder" width="2560" height="1440" />

The next time I drive one, however, I’ll be sure to pick a warmer spot in the calendar for some off-roading fun. With that said, my test coincided with some snow-covered roads, which the Rock Creek’s 4WD, snow mode setting, and Michelin winter tires handled with ease.

My notes reveal few complaints. Do I wish the Rock Creek came with wireless CarPlay and a wireless smartphone charger? Yes, and ventilated seats would be nice to have also, but the absence of these items are not deal-breakers, and they’re not the focus of Rock Creek, besides. Off-roading is the appeal here, not modern automotive conveniences.

Overall, I think the Pathfinder Rock Creek should find a lot of favour with shoppers in the mid-size SUV segment, who may not be off-road enthusiasts, but perhaps own a cottage, or tow a trailer or a boat, and are looking for a vehicle that can handle moderate dirt roads and trails.

The Pathfinder may be approaching 40, but with the addition of Rock Creek, the rugged, go (almost) anywhere attitude of its youth is very much alive.
<h3>2023 Nissan Pathfinder Rock Creek</h3>
BODY STYLE: mid-size SUV
DRIVE METHOD: Front-engine, four-wheel drive, 9-speed automatic
ENGINE: 3.5-litre V6 (284 hp / 259 lb-ft.; 295 hp / 270 lb-ft. w/ premium fuel)
FUEL ECONOMY: (Regular 87) 11.9 / 10.0 / 11.1 L / 100 km (city/highway / combined)
CARGO VOLUME: 2,280 / 1,274 / 470 litres (80.5 / 45 / 16.6 cu ft.) (behind first/second/row third row)
MAXIMUM TOWING: 6,000 pounds (2,722 kg)
PRICE: $51,998 / $54,218 base /as tested, incl. freight, excl. taxes
WEBSITE: <a href="http://www.nissan.ca">www.nissan.ca</a>

2023 Nissan Pathfinder Rock Creek Review

IMG_9514

The 2023 Genesis G90 is the latest evolution of the brand’s flagship and the latest take on the original Hyundai Genesis sedan, a car that serves as the literal genesis of Hyundai’s luxury brand.

Put simply, it’s an absolute stunner. It has a presence that many try to achieve, but few do and just looking at it is a testament to how far the car – and the brand – has come. I mean, when a dyed-in-the-wool car guy (and movie lover) like myself can’t identify your car throughout the massive chase in the DiCaprio/Nolan film Inception, you may have a bit of an identity problem.

<img class="aligncenter size-full wp-image-175932" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_9512.jpg" alt="2023 Genesis G90" width="2000" height="1333" />

Well, the ’23 Genesis G90 has the tools to dispel that notion. The spidery 21-inch rims, the dual headlights, and matching side grilles, the massive front grille and the almost Kamm-back tail are all perfectly proportioned. Not to mention that at over 17 feet long and stretching six feet wide, the footprint alone is enough to stop you in your tracks. I was surprised, however, that upon closer inspection it appeared the taillight lens didn’t fully align with the light bar on the trunk lid. A strange oversight for an otherwise very well-designed car.

<img class="aligncenter size-full wp-image-175940" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_9541.jpg" alt="2023 Genesis G90" width="2000" height="1334" />

Stepping inside reveals that quality is far more than skin deep; the materials used are absolutely exquisite. The metallicized buttons on the dash, on the trim around the gear select dial (which gets a real glass insert) and the leather gracing most every surface you can imagine make for a first-class cabin. The interior lighting did well to match the bright lights of Ocean Drive during the car’s launch in Miami, FL last year and the dual digital displays for your gauges and infotainment are hi-def sharp.

Speaking of “hi-def” sharp; the G90 comes in only one trim in Canada – Prestige – and there aren’t any upgrade packages. Heck, there aren’t even any accessories to add past rear seat coat hangars, a special air filter for the cabin and a few other bits and bobs. That means all the good stuff comes as standard: spectacular 23-speaker Bang and Olufsen audio that didn’t suffer from the volume issues I often encounter when driving Hyundais and Kias; heads-up display; 8” armrest rear touch display; massaging front seats; rear/side window sunshades; every electronic driver aid you can imagine and a heck of a lot more.

<img class="aligncenter size-full wp-image-175927" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_1664.jpg" alt="2023 Genesis G90" width="2000" height="1333" />

The rear seat reclines and has a footrest and there’s a chauffeur drive mode to prevent the driver – or should we say “your driver” – from being overly generous with throttle. Forget imagining a first-class cabin; this puts many of those to shame. Chauffeur mode also adjusts steering inputs and reduces the effects of the rear-wheel steering, which rear seat passengers can find a little off-putting—proof positive that Genesis understands that you can drape all the fine cowhide you want throughout a cabin, but it’s all for naught if you don’t back it up with the dynamics and ride quality to match. Oh, and said rear passengers can open the massive doors – remember; this car is seventeen feet long – with the press of a button. Which is nice. There are no massaging seats in the back, however, which is somewhat disappointing.

The front doors open the same way, and they won’t go all the way if they sense there’s something blocking their path. They do take some getting used to, however, especially when it comes to closing them on your way out. You can press the button to do so, but make sure you jump quickly out of the way before the door clips you with the pointy corner of its window. You can of course close them the traditional way by, you know, pushing the door closed, but since they’ve been engineered to “help” you along during the arduous task of using your muscles, those motors override your ability to simply thrust them shut as you depart. In the end, I preferred the “new” way of just hitting that button and performing an Elaine Benes dance move to get out of the way.

<img class="aligncenter size-full wp-image-175928" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_9499.jpg" alt="2023 Genesis G90" width="2000" height="1333" />

The last bugaboos I have with the G90’s interior surround the tech; there is no wireless Apple CarPlay or Android Auto (even though wireless charging comes as standard), nor is there a digital rear-view mirror. Of course, while wireless smartphone mirroring apps are becoming more and more mainstream today – making their absence here that much more surprising – digital rear-view mirrors still occupy some pretty rare air. Having said that: this seems the perfect application for this car, especially if chauffeur driven because it provides a better view out and more privacy. For the majority that aren’t going to have a chauffeur, it’s just nice to be able to look back there and have nothing obstruct your vision, a de-stressor that fits well with the rest of the G90 motif.

Of course, in addition to all those interior niceties, you need the power and handling, too. While the older model’s V8 is gone, the twin-turbo V6 that now sits underhood makes a hearty 409 horsepower and 405 pound-feet of torque and gets an added boost with an electric supercharger for a better launch as well as less of a power interruption when shifting gears. The eight-speed automatic with paddle shifters, meanwhile jives well with the motor which has it feeling even faster than the numbers suggest, but with the smoothness required to match the chassis dynamics.

<img class="aligncenter size-full wp-image-175936" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_9524.jpg" alt="2023 Genesis G90" width="2000" height="1333" />

Ahh, the chassis dynamics. These are number one with a bullet in my book when it comes to the G90’s drive experience. It starts with the ride, which is perfectly enhanced and balanced by the standard fitment of a four-corner multi-chambered air suspension. Bumps both small and big, singular or repetitive are swallowed up by the Genesis G90, with only the XL rolling stock causing a few jitters here and there. Otherwise, it’s just a serene, comfortable, predictable drive – that, in no false terms, rides on air. It’s right up there with the best in the full-size luxury sedan and SUV segments.

Then, when it comes time to start threading the corners, the G90 feels a little like it shrinks around you thanks to a direct steering rack and of course, the aforementioned rear-wheel steering. What that does is rotate the rear wheels in the opposite direction of the fronts as you slither slowly through town and into parking spots and then in the same direction as the fronts when changing lanes at highway speeds. That last aspect is fine, but it’s more the low-speed benefits it provides because this is a car that will spend 95 per cent of its time in the city.

And it feels absolutely, 100 per cent luxuriously tailor-made to do just that.
<h3>2023 Genesis G90</h3>
BODY STYLE: four-door full-size sedan

DRIVE METHOD: front-engine, all-wheel drive
ENGINE: 3.6-litre twin-turbo V6 with electric supercharger, 409 hp, 405 lb-ft of torque

FUEL ECONOMY CITY/HIGHWAY/COMBINED: 13.6/9.6/11.8 L/100 KM
TRANSMISSION: Eight-speed automatic

CARGO CAPACITY: 445 L

TOWING CAPACITY: 454 kg (1,000 lbs.)

Base MSRP: $115,000

WEBSITE:  <a href="https://www.genesis.com/ca/en/models/luxury-sedan-genesis/g90/highlights.html">Genesis G90</a>

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