Volkswagen ID.4 2023 001

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

Summer 2023 in Canada proved that climate change is indeed one of humanity’s most daunting challenges. If you’re one of those individuals who still doubt the validity of our planet being warmed by excessive amounts of carbon dioxide directly linked to human activity, take a few minutes to look back at the abnormal natural disasters we’ve collectively experienced since May.

When our local news outlets weren’t talking to us about massive forest fires in the Maritimes, Quebec, Ontario, Alberta, and BC all at once – causing thick smog in urban centers to the point of declaring it a state of emergency for bad air quality - they were reporting on the horrendous heat waves and record-breaking amounts of rainfall. If that wasn’t enough, Montreal, a city normally not associated with this kind of natural phenomenon, received a tornado warning, which luckily remained at the supercell level once it reached Trois-Rivières, but still ended up flooding a large chunk of southeastern Quebec in less than an hour.

Indeed, not the best time to bring a child into this world. Yet, for me, summer 2023 also signalled the birth of my first son, Magnus. Little did I know that driving him home from the hospital in an electric vehicle while the forests of northern Quebec were on fire would give me a greater appreciation for these vehicles.

Not the solution, but part of the solution

The goal here is not to make you feel bad for driving a gasoline-fed automobile, nor am I here to lecture you on why the electric car will solve our climate issues. I’m not exactly one to lead by example. I drive one, sometimes two new cars per week for my job, most of them fuelled by gasoline. And that’s not counting the times I fly to another country to drive more cars. I’m probably responsible for more CO2 emissions in a year than three Canadian families combined.

But I do at least hope to educate Canadians on the urgency of switching the entire automotive industry to electrification. No, EVs are not the solution. But they can be part of a broader solution, one of collectively reducing our carbon emissions with hopes that climate change can be slowed.

For me, seeing how these disasters are impacting the lives and health of millions of people while I was bringing a new human being into the world had me wanting to take a deep breath so I could figure out how I could make a difference.

Smooth Riding ID.4, Infuriating Ergonomics

At this point, it’s worth underlining how great of a baby-hauling apparatus Volkswagen’s electric SUV was during Magnus’ first weeks of life. The ID.4 is a smooth operator thanks to its dual-motor setup and 339 lb-ft of instant torque. It’s a car that barely has you noticing its stiff suspension (typical of all EVs due to their weight) thanks to remarkable sound deadening and a high level of refinement. Spacious and supremely comfortable, the ID.4 served as the ideal magic carpet to carry my baby during these tense first days of parenthood.

<img class="aligncenter size-full wp-image-177402" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/Volkswagen-ID.4-2023-005.jpg" alt="2023 VW ID.4 Pro AWD" width="2000" height="1125" />

<img class="aligncenter size-full wp-image-177401" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/Volkswagen-ID.4-2023-004.jpg" alt="2023 VW ID.4 Pro AWD" width="2000" height="1125" />

It also proved rather efficient while I had it. Thanks to my Level-2 home charger and the ID.4 AWD Pro’s claimed 410 kilometers of available range, I never felt the need to rely on public charging to juice up its 77-kWh battery.

I was able to go about my daily commute without zero range anxiety. The entire time, I relied solely on my home charger. After two weeks and covering a tad over 1,000 km, the onboard computer rated my driving at an average of 19.4 kWh/100 km. This would translate into a real-world range figure of 396 kilometres, very close to the carmaker’s promises.

<img class="aligncenter size-full wp-image-177408" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/Volkswagen-ID.4-2023-011.jpg" alt="2023 VW ID.4 Pro AWD" width="2000" height="1125" />
<img class="aligncenter size-full wp-image-177414" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/Volkswagen-ID.4-2023-017.jpg" alt="" width="2000" height="1125" />

That being said, I must warn you of the ID.4’s flawed user experience. Haptic feedback buttons that require multiple pushes to work, a confusing and laggy infotainment system, 2 window switches to operate 4 windows (why?), and climate and volume controls that don’t illuminate at night are just the tip of the iceberg.

Add to that a frustrating mobile app and the car’s obsession with turning everything off unless you’re sitting in the driver’s seat, and the ID.4 ended up becoming one of the most irritating automotive experiences I’ve come across.

But although the Volkswagen ID.4 had me cursing at it louder than when I watch the Rocky v. Drago scene in Rocky IV, none of its ergonomic issues mattered as I drove it through what appeared to be the start of a climate apocalypse.

<img class="aligncenter size-full wp-image-177406" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/Volkswagen-ID.4-2023-009.jpg" alt="2023 VW ID.4 Pro AWD" width="2000" height="1125" />

Because if I had been driving around in an equivalent ICE SUV, say, a Mazda CX-5 for instance, I would have spewed an additional 209 kilograms of CO2 into an already carbon-saturated atmosphere. That’s 70 times more than the weight of my newborn son.

As I drove the emission-free ID.4 through wildfire-generated smog that day, I was glad that, at least in the moment, I wasn’t contributing to compromising my son’s future on this beautiful, yet fragile planet.
<h3>2023 VW ID.4 Pro AWD</h3>
BODY STYLE: Compact SUV

CONFIGURATION: Dual motor all-wheel drive

ENGINE: 77-kWh usable (82 kWh total) liquid-cooled lithium-ion battery powering two electric motors (295 horsepower / 339 lb-ft).

TRANSMISSION: N/A

ENERGY CONSUMPTION: 20.1 kWh/100 km (city) / 22.6 kWh/100 km (highway) / 21.2 kWh/100 km (combined).

OBSERVED FUEL CONSUMPTION: 19.4 kWh/100 km

CARGO CAPACITY 858 liters (1,817 liters total)

PRICE: $58,160 (as tested)

WEBSITE: <a href="https://www.vw.ca/en.html">Volkswagen</a>

2023 Volkswagen ID.4 Pro AWD Review

2023 Toyota SupraMT main header

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

Well, here it is. This is what we wanted. This is what we all asked for.

Toyota listened to us. And now you can finally shift your own gears in the newest GR Supra. No messing about. Let’s just answer the only question you really have.

Yes, shifting your own gears in the latest Supra feels good. Damn good.

Improvements over the Launch Edition go beyond just the third pedal. The 0 - 100 km/h times are lower. The engine note is louder. There are turbo noises. The tires are stickier. The chassis is stiffer. Gone are those confused chrome / black chrome faux lux rims — in place are race-y, flat black GR multi-spokes.

This is the Supra we wanted. This is the no-compromise real deal.

<img class="aligncenter size-full wp-image-177394" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/SupraMT23-scaled.jpg" alt="Toyota Supra A91 MT" width="2560" height="1920" />

And honestly? It’s almost too much. The A91 MT especially feels like nothing if not an over-correction to all the earliest criticism of the A90 GR Supra.

Back in 2020, some said the A90 was a little too soft, a little too BMW, a little too… automatic.

Even I’ll admit that my first impression of the A90 was just that. I remember thinking in the first 100 feet, “Oh, this is just a soft, lazy BMW in disguise.” Of course, my impression changed once I hit “Sport” mode and got the GR Supra on some back roads.

My first impression of the manual A91, however, could not have been more the opposite. The first 100 feet felt… aggressive. The engine note on start-up is much more pronounced. The throttle, even in normal drive mode, is far more immediate in its power delivery. The action on the shifter is snappy. The throws are incredibly short and the sync seems happiest when you’re stomping the clutch and banging the shifter into gear.

<img class="aligncenter size-full wp-image-177393" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/SupraMT21-scaled.jpg" alt="Toyota Supra A91 MT" width="2560" height="1920" />

The manual variant of the A90 Supra is a no-cost option. However, as mentioned, my tester was the limited edition A91 MT.

The most notable addition in the A91 MT package is additional chassis bracing in the form of a red strut tower brace. Also included are tan leather seats, red badging, and an Alcantara shift knob. It’s a tempting offer as a $1,580 option. Though since production is limited to just 50 units in Canada, dealer markup may harm the value proposition.

That big highlight, the additional chassis bracing, translates every imperfection in the road up through your spine, but also serves to keep the front end much more grounded… less floaty and unwieldy feeling under hard acceleration. The Pilot Super Sport tires, especially when hot, feel like driving around with super glue on your ties. With proper heat in the tires, just tapping the brake pedal rips your face off.

It’s all great for track work, but a serious compromise for use in the real world. Navigating the A91 through a merciless stop-and-go traffic jam I thought, “Wow, maybe they overdid it a bit…”

<img class="aligncenter size-full wp-image-177395" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/SupraMT24-scaled.jpg" alt="Toyota Supra A91 MT" width="2560" height="1920" />

The car feels twitchy and on edge. It teems with frustration. As if Toyota engineers tuned the whole car whilst in a bad mood. Honestly, it feels like they read the YouTube comments. All of them. And then just put it in their minds to shut everyone up for good.

Finally, I got the A91 MT out on some back roads and all the frustration was the most welcome thing in my life. All of the vicious acceleration of the automatic variant is present here, but the additional pleasure of shifting your own gears, with a clutch pedal, cannot be overstated.

It felt like the car and I were blowing off steam together.

<img class="aligncenter size-full wp-image-177388" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/SupraMT11-scaled.jpg" alt="Toyota Supra A91 MT" width="2560" height="1920" />

In Sport mode, there’s additional exhaust burble and noticeable turbo whistle over the automatic variant. Power is so abundant, at times it feels like the car is giving you a little too much. The GR Supra was always a little unwieldy at the limit, as if it was trying to escape your control. But with the manual, that limit is much lower and occurs so much more frequently.

By now, we all know that the claimed 382 horsepower from the 3.0-litre twin-scroll turbocharged BMW-derived inline six is a big fat lie. Actual output is around 420 at the wheels and the manual allows you to feel every bit of that power all the time, not just at the top end like in the automatic variant. With a manual, you have to constantly manage the power. You’re not just accessing it when you want it, you’re learning to tame it when you don’t need it.

At the limit, I had trouble keeping up with the car. It felt just a little bit faster, a little bit sharper than my brain or body could manage. Even after logging so much time with previous GR Supras, I had to spend time to re-learn the car before I felt I could trust it.

In that respect, the MT Supra is a totally unique offering within Toyota’s GR lineup. Where the GR 86 and GR Corolla feel like they were made for you to be able to access and enjoy the limit with ease, this new GR Supra challenges you to stay there.

I did eventually get the A91 to settle down a bit and gently scythe it through traffic and downtown streets. Actually, once you feel out how to gently short-shift the car it becomes fairly well behaved as a commuter. But I do have to say, it wore me out a little in those traffic jams. The suspension, the clutch, the power progression. The engineers just didn’t have Toronto traffic in mind.

<img class="aligncenter size-full wp-image-177385" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/SupraMT6-scaled.jpg" alt="Toyota Supra A91 MT" width="2560" height="1920" />

There are other nitpicks. The GR Supra is still impossible to see out of. I hit my head on the roof every time I get into it. If you put both windows down on the highway, there is a nagging thumping of air that drives into the back of your skull. The BMW infotainment system has become overly irritating to navigate through using anything but the hotkeys and wheel located next to the shift knob.

Still, these are minor grievances, because what this car is about, what it demands from you, is that you drive it. It’s where this car absolutely excels over its closest competitor, the <a href="https://www.wheels.ca/reviews/review-the-new-nissan-z-doesnt-live-up-to-the-hype">Nissan Z</a>. And that was before the addition of a third pedal.

Where the Z feels soft, floaty, forgiving, passive, and overall underdamped, the Supra, now more than ever, feels tight, focused, demanding, aggressive, and buttoned up.

Yes, I know there is a Nismo variant of the Z on the way, and I’m very eager for it. But I’m judging the current landscape of these vehicles.

<img class="aligncenter size-full wp-image-177386" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/SupraMT8-scaled.jpg" alt="Toyota Supra A91 MT" width="2560" height="1920" />

If I was taking a road trip cross country, or even just selecting a daily commuter, I’d have the Z with the 9-speed automatic, hands down. But if I was buying something because I wanted to have fun, I’d have the GR Supra MT — and in fact at its MSRP of about $74,000… I think I’d rather have it over just about anything else. Sure it’s a lot of cheddar. But it’s still an almost $10,000 savings over the starting price of a Porsche 718 Cayman. Good luck touching a C8 at that price point.

The only thing that would give me pause from buying a GR Supra would be a BMW M2 — because a back seat might be nice sometimes and driving with the windows down is nice all the time.

So, I don’t know what more anybody could really want from the GR Supra at this point. It’s phenomenal fun to drive. It’s aggressive enough to turn off the layman. It looks the part. It sounds the part. It outperforms its closest competitors and is a bargain over the bourgeois alternatives. It’s rebellious in all the best ways and that’s what the Supra should always be about.

If you’re still upset by the whole BMW thing, then, whatever. Good for you. Honestly, at this point, we’re done trying to convince you and you’re missing out.

2023 Toyota Supra A91 MT Review

Polestar 3 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

Fledgling Polestar decided to launch itself with a brace of sedan-ish vehicles, with the all-electric Polestar 2 serving as the beachhead onto which many Canadians first heard of this Swedish brand with kinda-sorta ties to Volvo. Now, its next act involves this nation’s favourite style of vehicle: the SUV.

Called the – you guessed it – Polestar 3, this near-six-figure all-electric vehicle is offered in Canada as two different trims. Both deploy dual motors and a long-range battery pack but the Performance variant trades a bit of road trip legs for outright speed. At a base MSRP of $97,400 we find a machine with up to 482 kilometres of driving range, 483 horsepower, and the ability to hit highway speeds in a tick under 5 seconds. Towing capacity is 3,500 pounds if you dare.

For now, all Polestar 3s get a 400V lithium-ion battery with a 111-kWh capacity and the ability to hoover up enough electricity at 250kW DC fast chargers to re-juice from 10 – 80% in an estimated half hour. Brembo-branded performance brakes, an option on other Polestars, are standard with the calipers painted a so-called Swedish gold. Alright, then. Active air suspension and mode-selectable electric power steering help handling.

<img class="aligncenter size-full wp-image-177376" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/Polestar-3-int.png" alt="Polestar 3" width="1800" height="1246" />

In an apparent homage to IKEA and other whip-tidy Swedish items, the interiors of Polestar vehicles are decidedly minimalist – but that’s not to say they are poorly equipped. A fixed panoramic roof is part of the deal, as are tri-zone climate control, ample device charging spots (one of them wireless), and a jumbo 14.5-inch centre infotainment screen. A Bowers &amp; Wilkins sound system with 25 speakers belts out your favourite tunes or grim news from the CBC.

One can splash out $7,000 for different interior upholstery, replacing the charcoal-hued cloth or MicroTech seat coverings with “animal welfare” perforated Nappa leather. The upgrade brings ventilated front seats and massaging functions, so it’s not all for looks. Zooty 22-inch wheels can be swapped in for about three grand but the stock 21’s look just fine to our jaundiced eyes.

It is fortunate Polestar sees fit to splash a bit of colour on those brake rotors since the 3’s exterior paint palette is bleaker than a Swedish crime drama show. Only the dark blue Midnight adds any sense of non-grayscale to the car, with all other options – Magnesium, Snow, and even the entertainingly named Jupiter – residing squarely in the “non-colour” category. At least they are all $0 options.

What We'd Choose 

A grand total of $7,000 for the performance pack is a lot of cheddar for adding just 27 horsepower and shaving 0.3 second off the highway sprint. That’s almost $260 per horse, or the average bet per equine at Churchill Downs. Torque fares better in comparison, jumping up 51 to 671 lb.-ft. Still, that’s a big ask – especially knowing the extra power blunts total driving range by about 10 percent.

With that in mind, we’ll stick with the standard Polestar 3 – just be aware that less-expensive trims may be in the pipeline for 2025.

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 Polestar 3

DSC04620

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)

When you think of the Jeep brand it’s probably not the Compass that comes to mind. This compact car-based crossover might have the familiar Jeep grille but it’s a far cry from the mud-slinging <a href="https://www.wheels.ca/reviews/2024-jeep-wrangler-first-drive-review">Wrangler</a> that turned the brand into a worldwide cultural icon.

Jeep may be cashing in on the Wrangler’s reputation but in this age, compact crossovers are what consumers want, and adding a dose of off-road character to what is otherwise a humble commuter can do wonders on the sales floor.

For 2023 the Compass gets some noteworthy upgrades. The first and most important one is a new 2-litre turbocharged 4-cylinder engine and a new 8-speed automatic. With 200 hp and 221 lb-ft of torque the Compass’ newfound power is exactly what it needed.

<img class="aligncenter size-full wp-image-177357" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/DSC04631.jpg" alt="2023 Jeep Compass Altitude" width="2048" height="1365" />

All Compass trims also include Jeep Active 4x4, an on-demand system that can fully decouple the rear axle for fuel efficiency. Trailhawk models are Trail-rated meaning they can handle more off-road abuse than 99 per cent of customers would ever subject one to.

The 2023 Compass also bundles more safety and driver assistance features into all models including drowsy driver alert and a rear seat reminder alert. Active blind-spot monitoring, active lane management, and full-speed forward collision warning with active braking are also standard fare.

I admit that the Compass wasn’t exactly high on my list of cars that I wanted to drive in 2023. My last experience with one left a bit of a sour taste in my mouth but approaching with lower expectations might just be a good thing in this case.

<img class="aligncenter size-full wp-image-177359" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/DSC04628.jpg" alt="2023 Jeep Compass Altitude" width="2048" height="1365" />

My red Altitude tester looked pretty good and wears its slotted Jeep grille well but some angles, like the rear three-quarter view, aren’t as flattering. It’s also on the smaller end of the scale in its class. Look at the spacious Honda CR-V and the Compass feels at least a full size smaller. Its tough-looking exterior, however, does up the coolness factor and image does well to move cars on the sales floor.

This time, driving the Compass was a pleasant surprise. The new motor is punchy and imbues it with a spunky and playful attitude that wasn’t there before. The 8-speed automatic dishes out quick gear changes and is a marked improvement over the outgoing 9-speed unit.

Turn the steering wheel and there’s more good news. The Compass, thanks to its small size is light on its feet and eager in the corners. With the new engine and transmission, you can even call it fun-to-drive. A <a href="https://www.wheels.ca/reviews/2023-honda-cr-v-sport-review">Honda CR-V</a> or <a href="https://www.wheels.ca/reviews/2023-toyota-rav4-hybrid-woodland-review">Toyota RAV4</a> feel like more sensible choices but for the lifestyle crowd the Compass makes sense.

<img class="aligncenter size-full wp-image-177371" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/DSC04613.jpg" alt="2023 Jeep Compass Altitude" width="2048" height="1365" />

The Altitude trim falls in the middle of the Compass lineup and adds navigation, leather, a power driver’s seat, nicer 18-inch wheels, and more for about $6000 over a base model.

The Compass isn’t cheap starting at $38,695, which is more expensive than a CR-V or RAV4, but it lines up well with a <a href="https://www.wheels.ca/reviews/2022-ford-bronco-sport-outer-banks-review">Bronco Sport</a> and I can see that being its main rival.

The Jeep is certainly nicer inside than the Bronco, and the Uconnect infotainment is one of the better systems out there with sharp graphics, snappy response times, and an easy-to-use interface. The digital gauge cluster is another nice touch here and general material quality and fit and finish are also quite good. Passenger and cargo space aren’t class-leading but still fine in this class, however, the back seats are probably a better space for kids.

<img class="aligncenter size-full wp-image-177362" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/DSC04624.jpg" alt="2023 Jeep Compass Altitude" width="2048" height="1365" />

If you opt for the more expensive Trailhawk trim ($45,190), you get more ground clearance, a better 4x4 system with a 20:1 crawl ratio and rock mode, and skid plates to protect the underbody. The little Compass Trailhawk can also ford up to 19-inches of water and gets “Trail Rated” badges on its fenders to prove it. While that’s likely more off-road cred than anyone buying a Compass needs, it’s nice to know that a logging trail or unpaved cottage road will pose no issue.

It’s shocking how much of a difference a new engine, transmission, and some tuning can make to the overall driving demeanour of a car. In the Compass’ case, it takes it from a near fail in my books to a vehicle that I would happily recommend to those that want a bit of adventure in their commuter crossover.
<h3>2023 Jeep Compass Altitude 4X4</h3>
BODY STYLE: 5 passenger, 5 door compact crossover

CONFIGURATION: Front-engine, all-wheel drive

ENGINE: 2.0-L turbocharged inline-4; Power: 200 hp @5000 rpm; 221 lb-ft @1750-4250 rpm

TRANSMISSION: 8-speed automatic

FUEL ECONOMY: (Premium Gasoline in L/100 km): 9.9 city; 7.4 highway; 8.8 combined

CARGO CAPACITY: 770-1693 litres

PRICE: $ 42,395 (base); $48,775 (as-tested)

WEBSITE: <a href="https://www.jeep.ca/en">Jeep Canada</a>

2023 Jeep Compass Altitude Review

Crosstrek front

Canadians looking for an affordable way to get all-wheel drive under their feet have often sought out Subaru dealerships in search of a new machine. These days, every model – save for the BRZ – has its power meted out to all four corners.

Towards the entry-level end of the Subaru menu, we find the 2024 Crosstrek which is priced at $28,995 when shod with its Convenience package. Under its hood is a 2.0L boxer-type four-cylinder engine making 152 horsepower and 145 lb.-ft of torque, all lashed to a continuously variable transmission marketed by Subaru under the Lineartronic name. There are a couple of drive modes and, of course, all-wheel drive is standard.

You’ll do without fog lamps in the entry-level Crosstrek, though at least Subaru has the decency to offer a couple of blue paint options instead of limiting choice to greyscale. Headlights are snazzy steering-responsive LED units as found on more expensive trims, a spoiler juts from the back hatch, and a rear wiper is present unlike base trims of some competitive models. Tires are 17 inches in diameter.

<img class="aligncenter size-full wp-image-177313" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/Crosstrek-int.png" alt="2024 Subaru Crosstrek" width="1800" height="842" />

At this price, the Crosstrek is saddled with twin 7.0-inch touchscreens in its centre stack instead of the jumbo 11.6-inch tablet-style slab found in costlier trims. However, given the latter only makes use of part of its screen for functions like the backup camera, this may not be a wholly bad thing – if you can get over the odd appearance. At least there are physical dials for radio volume and tuning, plus dedicated buttons for temperature and defroster controls. CarPlay is onboard, plus a USB port and satellite radio. The latter is notable since some competitors force upgrades to access that capability.

Air conditioning is present, as it is in just about every new car these days. Black interior trim is found on the dashboard and door handles, though a skiff of colour appears by way of silver stitching on the manually adjusted heated cloth seats. Analog gauges flank a small colour multi-information display ahead of the driver, serving up basic information and a digital speed readout if desired. Cost cutting for the base trim shows up in the lack of illumination in the glovebox and visor mirrors, absent armrest for rear seat urchins, and binned heated steering wheel.

What We'd Choose 

Perhaps ironically, the least expensive Crosstrek shares several visual cues with the far more expensive Onyx trim, including blacked-out mirrors, grille, and similar wheels. The Onyx gets a power boost to 182 ponies, a sum which better fits the Crosstrek’s lot in life, but its $5,000 price walk is not to be trifled, generally representing $100 or more per month depending on terms of the loan. At that price, one could easily find themselves in the much larger Forester or Outback at entry-level trim, cars which also have 182 horses.

All of which leads us to what is probably our first dual Base Camp recommendation. If the base Crosstrek’s power levels are sufficient to yer tastes, jump on that trim. But if one desires a bit more grunt and wishes to stay in a Subaru showroom, the smart play would be to sample a Forester or Outback instead.

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: 2024 Subaru Crosstrek

IMG_9529

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 Honda Civic Si continues to carry the flag for those that want the practicality of the big-selling Honda Civic, but with just that much more oomph in terms of performance. Even with the arrival in North America of the Type R model, the Si has soldiered on and that’s music to the ears of may an affordable performance car enthusiast.

The Si separates itself from the likes of the Touring model by adding matte-black 18” wheels, black window trim, enlarged exhaust tips, and rear spoiler. That’s fine but the problem is it looks like the standard Civic the rest of the way and while handsome enough, the current model lacks a real defining quality that the previous version did – namely, its aggressive head- and taillights. In profile, it’s also unable to hide its tall roofline and coupled with wheels that are big for a compact but not that big, it’s awkward.

<img class="aligncenter size-full wp-image-177222" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_9553.jpg" alt="2023 Honda Civic Si" width="2000" height="1333" />

The view from the rear three-quarter perspective is what saves the Civic Si from not getting a lower mark here; from this angle, it looks squatter, more purposeful and quite cool thanks to that spoiler and rear tailpipes.

What that tall roofline does do, however, is make for tons of headroom inside – 956 millimetres up front, 942 mm at the rear – and generous legroom both front and back as well. Overall passenger volume is rated at 2,735 litres with 408 L of trunk volume – not too shabby at all.

Even with all that room, Honda hasn’t forgotten the fantastic driver’s seating position that places you right at the wheel, while the shift lever and centre console are barely an outstretched digit away. That seating position is further complimented by more supportive front seats with higher side bolsters and red inserts.

<img class="aligncenter size-full wp-image-177232" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_9593.jpg" alt="2023 Honda Civic Si" width="2000" height="1333" />

Other neat interior bits include the honeycomb dash insert with red trim that not only looks cool but also disguises the HVAC vents, thick-rimmed leather steering wheel, aluminum pedals, and stubby shift lever – the Civic Si can only be had with a manual. So if you don’t want to row the gears yourself first of all why would you want one of these anyway secondly, there’s always the Touring model.

Not only is the Si loaded for performance, but it comes fully loaded with tech as well. That means a wide 9” infotainment display with wireless Apple CarPlay and Android Auto as opposed to the standard car’s 7” display and wired apps, as well as standard 12-speaker Bose audio, WiFi hotspot, 10.2” digital gauge cluster and wireless charging. A blind spot system, rear cross-traffic alert, lane keep assist and adaptive cruise with traffic sign recognition are on-hand as well.

<img class="aligncenter size-full wp-image-177233" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_9606.jpg" alt="2023 Honda Civic Si" width="2000" height="1333" />

Power from the 1.5-litre turbocharged four-cylinder is rated at 200 horsepower and 192 pound-feet of torque, equalling the torque figures of the previous model but down a little on the hp front. That’s too bad, but the fact the Volkswagen Jetta GLI and Hyundai Elantra N make more power for similar money is a tougher pill to swallow.

What the Si does do, however, is deliver its power smoothly and with little turbo lag so it feels more powerful than it is. Peak power is made at 6,000 RPM but peak torque comes in at a lowly 1,800 and will continue to push through 5,000, which is a flat torque curve the likes of the older naturally-aspirated VTEC Si models could even dream of. It adds an air of luxury that plays well with the interior environs. It means you don’t have to row the gears or wring its neck quite as much as you once did to get the most out of it when on an aggressive drive -- and some will miss that – but overall, we have a sporty sedan with a more relaxed powertrain that makes for a more comfortable experience.

There’s one glaring error, however, and that’s its penchant for rev hang between shifts. No matter whether I was in Normal or Sport drive modes, I just couldn’t get the shift action done as smoothly as I’d like, or as quietly.

<img class="aligncenter size-full wp-image-177235" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_9610.jpg" alt="2023 Honda Civic Si" width="2000" height="1333" />

As important as the powertrain is, a Civic Si needs to handle as well. In that light, the feel through the thick-rimmed steering wheel is very good, providing the detail the Civic Si has always done. For all its luxury, more relaxed powertrain (and higher curb weight), the steering feel is right on. The ride backs that up with great damper tuning that won’t rattle your fillings as much as it once did but keeps the body in check enough through repeated turns and is nowhere near as brittle feeling as it has been in the past. Add a helical front limited-slip differential that allows for an elastic band-like response when coming out of turns, and there’s plenty here to keep drivers on their toes.

The turn-in response, however, is not quite as immediate as it once was (or currently is with the Elantra N), so it doesn’t feel quite as live-wired. Many will appreciate the fact that it’s somewhat less nervous, but there will be an enthusiast or two that will miss the shrunken off-centre dead zones these used to have.

<img class="aligncenter size-full wp-image-177236" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_9615.jpg" alt="2023 Honda Civic Si" width="2000" height="1333" />

At the end of the day, this latest Si is improved in almost every way – on paper. The trouble is, I found myself struggling to truly appreciate it more than I have previously. It’s great that it’s so well-equipped and more comfortable than it’s ever been, but it’s lost a little bit of that, shall we say, rambunctiousness of an older model with a high-revving VTEC four-banger and telepathic steering. Yes, those cars were loud and they rode too firmly for some, but their character was undeniable. As well-sorted, well-equipped, and spacious as this new model is – and as much as many will appreciate it as a result – it exhibits a level of self-consciousness that the Si’s never had to before.

2023 Honda Civic Si

BODY STYLE: Four-door compact performance sedan

DRIVE METHOD: front-engine/front-wheel drive
ENGINE: 1.5-litre turbo four-cylinder, 200 hp, 192 lb-ft of torque

FUEL ECONOMY CITY/HIGHWAY/COMBINED: 7.7L/100 km
TRANSMISSION: 6-speed manual

CARGO CAPACITY: 408 litres

Base MSRP: $37,085

WEBSITE: <a href="https://www.honda.ca/en/civic_si">Honda Civic Si</a>

2023 Honda Civic Si Review

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The Mazda CX-90 is the largest crossover in the Mazda lineup, seating up to 8, and starting at $45,900. (KUNAL D’SOUZA)

The Mazda CX-9 was an early example of a three-row crossover that now finds itself surrounded by competition in a segment that’s booming. The <a href="https://www.wheels.ca/reviews/2023-kia-telluride-x-line-review-2">Kia Telluride</a>/<a href="https://www.wheels.ca/reviews/2023-hyundai-palisade-review">Hyundai Palisade</a> have received a lot attention, recently. They’re well thought out, with roomy third rows, and are good value. Dealers can’t seem to keep them in stock. There’s also a new Honda Pilot, a refreshed VW Atlas, and even a three-row EV coming from Kia. The demand for these people movers is growing rapidly. While the CX-9 was great to drive, it lacked space, especially in that all-important third row.

Enter the CX-90, Mazda’s all-new three-row crossover that’s longer, wider, and taller than the CX-9 it replaces. This directly translates into a much more usable third row that can now accommodate adults comfortably. But there’s more to the CX-90 than its larger body. It represents Mazda’s shift upmarket and it debuts an all-new rear-wheel drive platform, and an all-new inline-6 engine, going against the grain of its major competitors, which are primarily front-wheel drive based vehicles.

<img class="aligncenter size-full wp-image-177068" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/DSC04586.jpg" alt="2024 Mazda CX-90 GT-P Signature" width="2048" height="1365" />

The new large vehicle platform represents a philosophical shift in design and performance for Mazda. A rear-wheel-drive platform is conducive to better weight balance and better steering feel and provides for a shorter turning radius, which is important in a big vehicle. They also have a longer dash-axle ratio (the distance from the base of the windshield to the centre of the front axle), which means a better-looking vehicle.

Developing a straight-six is also not the norm today when everyone is scurrying about trying to come up with the next leap in battery and electric motor technology. Most automakers ditched the straight-six long ago in favour of the packaging and space gains provided by V6s and inline-4s. But straight-sixes are renowned for their perfect balance, smoothness, and torque. It might be an uncommon powertrain but it’s an excellent choice for a luxurious and sporty vehicle like the CX-90 claims to be. It’s why BMW still uses them.

So the new larger CX-90 is as focused on driving dynamics as it is on passenger space and it would seem that Mazda was able to carve out a lot of room in all three rows despite the long engine under the hood.

<img class="aligncenter size-full wp-image-177083" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/DSC04558.jpg" alt="2024 Mazda CX-90 GT-P Signature" width="2048" height="1365" />

My tester, a range-topping GT-P Signature trim had the high-output turbocharged inline-6 augmented by a mild-hybrid system using a small electric motor sandwiched in between the engine and 8-speed automatic transmission. The electric motor provides for seamless auto start-stop as well as some mild fuel efficiency gains. The 3.3L engine makes 340 hp and 369 lb-ft of torque on premium gas. The base CX-90 gets a lower output version that makes 280 hp and 332 lb-ft of torque, which are still very respectable numbers. There’s also a plug-in hybrid version that uses a 2.5L 4-cylinder and an electric motor providing up to 42 km of electric-only driving range.

Our focus here is the most powerful GT-P. We’ve covered much of the technical details of the CX-90 <a href="https://www.wheels.ca/news/2024-mazda-cx-90-three-row-gets-new-inline-6-plug-in-drivetrain">here</a>, so I won’t go through them again but I will focus on what it’s like to drive and live with on a daily basis.

If Mazda’s goal is to capture those that would typically buy an Acura, Lexus, or an Audi, it’s got its work cut out for it, but the cabin is one place that will impress even the most discerning customers. It has really comfortable seats, supple soft-touch materials on the dash, Nappa leather, matte wood trim, and a simple and elegant layout that will be familiar to anyone that’s driven a newer Mazda.

<img class="aligncenter size-full wp-image-177078" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/DSC04569.jpg" alt="2024 Mazda CX-90 GT-P Signature" width="2048" height="1365" />

<img class="aligncenter size-full wp-image-177075" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/DSC04572.jpg" alt="2024 Mazda CX-90 GT-P Signature" width="2048" height="1365" />

Each row gets USB ports to power devices and the second-row captain’s chairs are heated and ventilated. They can also be moved out of the way quickly to access the third row, which my six-foot frame had no problem plopping down in. One sore point is the infotainment system which lags behind the competition. It doesn’t have a touchscreen and you have to use a rotary controller to access it. It’s easy to use, but simple things like radio presets and Apple Car play integration need a complete rethink.

The CX-90 drives smaller than it is for the most part. The steering is crisp and precise but is slightly heavier than it needs to be. Enter a corner at speed and the girth of the big Mazda is perfectly controlled with minimal body roll. Quick left/right transitions, heavy braking, full-throttle acceleration, nothing seems to upset the chassis. You have to remind yourself that you’re in a heavy three-row SUV. It even rides really well, absorbing most bumps and handling the war-torn roads of Toronto with the utmost ease. It also feels uncannily Teutonic, probably owing to its development in Germany.

Power delivery is impeccably smooth and refined. Like all good straight-sixes, it doesn’t matter if the engine is spinning at 2000 rpm or 6000, there are virtually no vibrations that make it into the cabin.

<img class="aligncenter size-full wp-image-177073" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/DSC04575.jpg" alt="2024 Mazda CX-90 GT-P Signature" width="2048" height="1365" />

The CX-90 is well-behaved with impeccable road manners and it seems to do everything well, but I still feel the <a href="https://www.wheels.ca/vehicle-reviews/2022-mazda-cx-5-sport-design-review">smaller CX-5</a> is Mazda’s benchmark for a fun-to-drive crossover. As good as the CX-90 is, it comes off as a bit boring and a bit clinical. It’s better to drive than many of its competitors but it seems like Mazda went to great lengths to achieve incremental gains. The reality is, many shoppers looking for a three-row SUV like this couldn’t care less about “fun-to-drive”.

It’s a good thing then that the CX-90 is much more than just a dynamic driver. It’s a really well-packaged large family crossover that also happens to be excellent value starting at just $45,900. The plug-in version starts at $54,900 and is one of the largest PHEVs on sale today. The CX-90 isn’t perfect, but it should still cause some serious concern for its many competitors.
<h3>2024 Mazda CX-90 GT-P Signature</h3>
BODY STYLE: 5-door, 6-8-passenger full-size crossover

CONFIGURATION: Front-engine/all-wheel drive

ENGINE: 3.3-L turbocharged inline-6; Power: 340 hp @ 5000-6000 rpm; Torque: 369 lb-ft @ 2000-4500 rpm

TRANSMISSION: 8-speed automatic

CARGO CAPACITY: 423-2101 litres

FUEL ECONOMY: (Premium Gasoline in L/100 km)  9.6 city; 8.3 highway

PRICE:  $63,300 + freight, taxes, and fees

WEBSITE: <a href="https://www.mazda.ca/en/">Mazda Canada</a>

2024 Mazda CX-90 GT-P Signature Review

2016 Honda Civic Sedan

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

Honda’s Civic has enticed buyers with its smooth drivetrains, excellent driveability and impeccable assembly for 50 years now. When the first Civic sedan arrived on our shores in 1980, Car and Driver magazine declared it a mini-Mercedes. Subsequent generations of the Civic earned more raves as it grew larger, quicker and more refined.

That’s until the ninth-gen model appeared in 2012. It was widely panned by the press due to obvious penny-pinching, with cheap plastic trim and carpet akin to a dish scouring pad. For the first time the Civic failed to earn a recommendation from Consumer Reports. Unaccustomed to criticism, Honda scrambled to fix the deficiencies.

The all-new Civic for 2016 aimed higher, seemingly to compensate for the missteps made with the previous car. It looked bigger than the 3-centimetre-longer wheelbase and 5 cm in added width would suggest; it was virtually the size of an old Accord. The lower roofline accentuated the Civic’s swoopy lines – in both sedan and coupe form – taking on a hatchback profile that in fact finishes with a stubby trunk lid at the rear.

The Civic used higher-grade steel than in the past, making the unit body 31 kg lighter, while new sealing techniques resulted in a 58 percent reduction in cabin air leaks. It earned a five-star crash rating from NHTSA, the U.S. transportation safety agency. The suspension was redesigned with revamped MacPherson struts up front and a new multi-link rear setup mounted to a rigid subframe at the back. The floor, engine and suspension were all set lower, reducing the centre of gravity for better handling.

Open a door and a big space welcomes you inside, especially in the rear quarters, which gained 5 cm of legroom. Up front, the previous Civic’s bi-level instrument panel was replaced by a three-pod layout with an enormous tachometer displayed prominently. A tall centre console separates the driver and front passenger; while somewhat obtrusive, it provides lots of clever storage space.

If the big tach suggests the Civic is geared for drivers, there’s evidence to support it. The variable-ratio electric steering, larger diameter anti-roll bars and the brake-based understeer-mitigation program deliver a more athletic ride. And a quieter one, too, thanks to an acoustic windshield and triple-sealed doors. On the downside, the 7-inch touchscreen found in most models can frustrate with its confusing menus, too-small buttons and slow response.

<img class="aligncenter wp-image-176964 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/10th-Gen-2016-Honda-Civic-Coupe-scaled.jpg" alt="2017 Honda Civic Coupe" width="2560" height="1706" />

Base models made do with a direct-injection 2.0-L four cylinder engine, good for 158 horsepower, replacing the old 143-hp 1.8-L four. The optional powerplant is a turbocharged, direct-injected 1.5-L four that produces 174 horses. Either engine imbues the Civic with verve, but only the normally aspirated 2.0 worked with the six-speed manual transmission initially. Honda’s CVT automatic keeps the turbo on the boil, making for a caffeinated drive. Regardless of the drivetrain, drivers can look forward to attaining up to 50 mpg (5.7 L/100 km) on the highway with a light foot.

For 2017, the six-speed manual transmission was available in 1.5-L turbo Civic coupes and sedans, and it also marked the arrival of the five-door hatchback, which only came equipped with the turbo engine tuned for 180 horses – six more than in other turbo Civics.

There were also two new performance variants: the popular Si, and the off-the-hook Type R rated at a tire-scorching 306 hp. The Si is powered by a 205-hp version of the 1.5-L turbo four that sends its power through the six-speed manual gearbox along with 192 pound-feet of torque. The Si also featured a stiffer suspension, adaptive dampers and retuned steering.

<img class="aligncenter size-full wp-image-176966" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/10th-Gen-2017-Honda-Civic-Type-R-scaled.jpg" alt="2017 Honda Civic Type R" width="2560" height="1706" />

For 2019, all Civics earned some styling tweaks and new standard features, including driver-assistance tech and an actual volume knob and hard buttons added to the touchscreen to alleviate user frustration. While both the sedan and coupe got the new Sport trim, only the hatchback version gained extra horsepower in its 1.5-L turbo. The hatchback got more styling tweaks for 2020, while the two-door coupe bowed out in 2021, the last model year of the 10th-gen Civic.

WHAT OWNERS REPORTED

If a sporty, good-looking car with a willing engine and all the technology you can fit into it for an accessible price isn’t a formula for automotive success, we’d be hard-pressed to think what is. Canadians obviously agreed, making the Civic the nation’s bestselling car for 24 consecutive years (the reign ended in 2021).

“Growing up I’ve had Honda motorcycles; this was my first Honda auto, but I knew what to expect,” wrote the owner of 2018 base model online. “The Civic has taken generational leaps. Steering is tight and responsive and the handling is great. The car reminds me of my Mercedes C250 coupe – as sporty a design as the M-B, but gobs more reliable.”

Over its 50-year history in North America, the Civic has forged a reputation for dependability, although the early years were marred by premature rust that took the Japanese company some time to address. Unfortunately, the 10th-gen Civics did exhibit some problematic issues at least at the outset.

According to George Iny of the Automobile Protection Association (<a href="https://www.apa.ca/en/">APA.ca</a>), owners have reported troublesome air conditioners generally through to the 2018 model year. The condenser can fail, or the compressor in some instances. Iny reports that Honda extended the warranty to cover this issue, and replacement parts may be improved.

While the 1.5-L turbo engine is both powerful and frugal, it’s been the subject of some complaints regarding mediocre heater output in very cold weather, as well as oil dilution. Honda launched a recall campaign involving Civics and CR-V utes with the engine to upload new software for the engine and transmission control units, and in some cases, a replacement air-conditioning control unit.

There have also been some complaints about turbo wastegate failures in the same engines; the replacement costs over $3,500. By comparison, the normally aspirated 2.0-L engine has generated fewer complaints and the APA actually recommends it over the 1.5T.

Honda’s continuously variable automatic transmission (CVT) is an in-house effort that performs well and has proven to be reliable, though 2016-2017 automatic models may exhibit growling after a cold start that likely indicates a defective valve body. Iny notes that dealers can reprogram the unit at no charge, and replace it if necessary under an internal policy.

Owners of 2016-2018 Civics have commonly complained about malfunctioning infotainment units and displays that are slow to respond or black out momentarily. Bluetooth and phone connectivity can be spotty; dealers have updates that may resolve the issues. In 2016-2017 models, check the trunk floor for moisture as there are some reports of water infiltration.

A top-ranked “economy” car that hits far above its weight class, the 2016 to 2021 Civic checks all the boxes: Lively engines that sip fuel, excellent driving dynamics, and a spacious and comfortable cabin. Deficits include a buggy infotainment system and a few reliability issues that have largely been addressed with software updates.

Being a Canadian favourite, used examples sell fast and for plenty of money. In this case, the outlay is worth the sacrifice.
<h3>2016-2021 Honda Civic </h3>
BODY STYLE: Five-passenger compact sedan, coupe, hatchback

DRIVE METHOD: Front-engine, front-wheel-drive; six-speed manual transmission, continuously variable transmission (CVT)

ENGINE: 2.0-L four cylinder (158 hp, 138 lb-ft), 1.5-L turbo four cylinder (174 hp, 162 lb-ft or 180 hp, 162 lb-ft or 205 hp, 192 lb-ft )

FUEL ECONOMY: (Regular) 8.5/6.0/7.2 L/100 km city/highway/combined

CARGO VOLUME: 428 litres (14.8 cu ft)

TOW RATING: 500 kg (1100 lbs.)

PRICE: $19,500 (2016); $29,000 (2021)

Buying Used: 2016-2021 Honda Civic

XT4 front

The crew at Cadillac has gifted their smallest crossover, the XT4, a major redesign for the 2024 model year. In addition to a massaging of its front and rear styling, the cabin gets a total overhaul by taking more than a few cues from the tony Escalade and all-electric Lyriq.

Caddy chooses to continue offering the XT4 in either front- or all-wheel drive configurations, permitting the advertisement of a sub-$45,000 price tag. Every XT4 is equipped with the same 2.0L turbocharged four-cylinder engine making 235 horsepower and 258 lb.-ft of torque when fed a diet of premium gasoline. This plays dance partner to a 9-speed automatic transmission.

Three trims are on tap: Luxury, Premium Luxury, and Sport. Only the first one is available as a front-driver while the latter two are identically priced but aimed at different customers – the Premium Luxury has more chrome brightwork and the Sport has blacked-out details, just for starters. The $44,798 Luxury FWD trim has 18-inch bright alloy wheels, colour keyed door handles and heated side mirrors, and LED lamps all around. A power liftgate is fitted to the rear. The hue of Argent Silver Metallic is shown here as the only no-cost paint option, an irritating detail that also extends to the more expensive trims.

<img class="aligncenter size-full wp-image-176936" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/XT4-int.png" alt="2024 Cadillac XT4" width="1800" height="1024" />

An absolutely enormous uninterrupted display commands attention in the cabin, measuring a claimed 33 inches and packing the likes of wireless smartphone integration plus built-in Google services and GM’s generally excellent wi-fi program. The front chairs and rear outboard perches are heated, dual-zone climate control keeps warring factions happy, and a smattering of USB ports means everyone should have a place to plug in. So-called ‘Interluxe’ upholstery (read: fake leather) is standard and more than good enough for the vast majority of us. Real leather is a $1,725 option.

Safety gear is impressive with the likes of automatic emergency braking, blind zone steering assist, parking helpers, and forward collision alerts all part of the deal. Old-school cruise control is at the ready but the brand’s tremendous SuperCruise has yet to make it to this level on the Cadillac ladder.

What We'd Choose 

The selection of front- vs all-wheel drive is a debate which has raged for generations and is not likely to be resolved within the confines of this article. Shuffling power to all four corners has huge advantages in parts of our country where what falls from the sky in winter is not to be believed, but it’s worth noting the old saying that all-wheel drive does not mean all-wheel stop. Fitting a set of stout winter tires should be mandatory no matter the number of driven wheels.

A trailering package costs $655 and should be considered even if you don’t plan on hauling anything thanks to its inclusion of better gubbins for engine cooling. Monochrome emblems are available for the vain, though we can think of better ways to spend $265. Audiophiles may consider the $1,010 AKG 13-speaker sound system a decent upgrade, though we remain ambivalent. It is one’s own decision whether or not to splash $3,400 on all-wheel drive – just remember to leave room in the budget for winter tires no matter yer 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: 2024 Cadillac XT4

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The Toyota GR Corolla has been making headlines since its introduction last year. Markets in Europe and Asia get the rally-bred GR Yaris, a true homologation special. The real deal. Unfortunately, we don’t, and that’s simply because the Yaris on which the GR version is based, is no longer sold here.

If the GR Yaris did come here, it would have sold out instantly and probably for an insane markup. But bringing it here would have been prohibitively expensive. Car makers don’t like losing large sums of money, so instead we get the GR Corolla. It’s slightly bigger and heavier but it makes more power to offset the extra pounds. Is the GR Corolla just a consolation prize for North Americans or does it have the same magic that made its smaller sibling an instant hit?

<img class="aligncenter size-full wp-image-176921" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/DSC04601.jpg" alt="Toyota GR Corolla Core" width="2048" height="1365" />

It has all the stuff driving enthusiasts want: a heavily boosted and fizzy three-cylinder with 300 hp, and 273 lb-ft of torque, a rally-bred all-wheel drive system, front and rear Torsen limited-slip differentials, big brakes, and a mandatory 6-speed manual transmission. And Toyota now has a legitimate competitor to the <a href="https://www.wheels.ca/reviews/2023-honda-civic-type-r-first-drive-review">Honda Civic Type R</a>, which is great news for us because this is the type of thing that gets us up in the morning.

But there are more differences between them than similarities. The Type R feels like a mid-size sedan, the GR Corolla is at least a full-size smaller. The Civic Type R only drives the front wheels and the GR Corolla drives all four. One is rally-focused, tested on dirt and snow as well as racetracks, the other is a street/track tool of the highest caliber. In the real world, though, these are going to be cross-shopped.

<img class="aligncenter size-full wp-image-176914" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/DSC04610.jpg" alt="Toyota GR Corolla Core" width="2048" height="1365" />

Inside the GR Corolla looks like, well, any other Corolla. With the exception of the digital gauge cluster, and a few GR logos, there’s nothing that implies you’re in something different, something special. It also doesn’t feel like the interior of a $50,000 car. Sure the controls feel good and are easy to use and ergonomically positioned, but the Type R with its honeycomb vents, jewel-like knobs, and bright red racing-inspired seats feels vastly superior.

It’s a different story when it comes to the exterior. The wide body kit, aggressive bumpers, hood scoops, and triple stainless mufflers are the opposite of covert. It’s compact and muscular, like a bulldog. Not really pretty, but still endearing. This truly isn’t your uncle’s Corolla.

In Canada we get three trims starting with the Core model ($48,604) you see here, the Circuit ($57,104), which adds a carbon-fibre roof, nicer interior trim, rear spoiler, and a more aggressive hood. Then there’s the hardcore and very limited Morizo edition that bins the rear seats for additional structural bracing and gets more torque, wider tires, shorter gearing, and special monotube shocks.

<img class="aligncenter size-full wp-image-176920" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/DSC04602.jpg" alt="Toyota GR Corolla Core" width="2048" height="1365" />

Firing up the feisty three-cylinder brings a throaty growl that reverberates into the cabin. The GR Corolla sounds like it looks. The 6-speed manual feels great to row, slotting into gears with a healthy shove with a pleasingly firm and easy-to-modulate clutch pedal.

Infusing 300hp into a car with the footprint of a Corolla hatchback is already going to be a good time but it would be wasted if the chassis wasn’t capable of managing the extra power. With stiffer springs and shocks, a double wishbone multi-link rear suspension, significantly more welds, and structural adhesives, the GR is a much, much stiffer car

With its trick all-wheel drive system, you get the confidence to mash the throttle pedal at will, provided you have enough space in front. It doesn’t matter if it’s raining, or if you’re on a dirt road. It’s not a scary amount of power so you can push it harder than something like a Supra, but it will still rocket out of a corner in a way no Corolla ever has.

<img class="aligncenter size-full wp-image-176918" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/DSC04605.jpg" alt="Toyota GR Corolla Core" width="2048" height="1365" />

The default torque split for the GR Four all-wheel drive system is 60:40 front to rear but with a twist of a small dial on the centre console, you can send up to 70 per cent of the engine torque to the rear wheels, or have it split 50:50 for max grip. Think of it as a way to instantly change the character of the car but you need to be driving quickly or on a loose surface to really feel it.

To truly enjoy the GR, point it towards the nearest winding road and let loose. The gearing is short and rowing the 6-speed is a lot of fun. There’s little in the way of body roll but it comes at the expense of a jarringly stiff ride that can’t be softened.

The handling character does tend to lean towards understeer and that feeling doesn’t really go away even when in rear-biased 30:70 mode. It can easily be tamed, however, with a dab of the brakes or lifting off the throttle.

<img class="aligncenter size-full wp-image-176927" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/DSC04593.jpg" alt="Toyota GR Corolla Core" width="2048" height="1365" />

As different as they are, you have to compare the GR Corolla to the Civic Type R. The Corolla feels like a reincarnation of the discontinued Impreza WRX STi. It’s a gritty all-weather smile machine that you can confidently wring out every opportunity you get. The Type R is a precision tool that you drive with your fingertips. It comes down to a matter of preference.

So is the GR Corolla, Toyota’s way of appeasing us because they couldn’t give us the GR Yaris we all wanted? Nope. It’s a really, really good hot hatch. It’s got a lot of character and its all-wheel drive system gives it a competitive edge over the Civic Type R. Where you should spend your money is up to you but either choice will land you with one of the best hot hatches you can buy today.
<h3>2023 Toyota GR Corolla Core</h3>
BODY STYLE:- 5 passenger, 5 door compact hatchback

CONFIGURATION: Front-engine, all-wheel drive

ENGINE: 1.6-L turbocharged inline-3; Power: 300 hp @6500 rpm; 273 lb-ft @3000-5500 rpm

TRANSMISSION : 6-speed manual

FUEL ECONOMY: (Premium Gasoline in L/100 km):11.1 city; 8.3 highway; 9.8 combined

CARGO CAPACITY: 504 litres

PRICE: $ 45,490 (base); $47,378 as-tested including freight and PDI

WEBSITE: <a href="https://www.toyota.ca/toyota/en/">Toyota Canada</a>

2023 Toyota GR Corolla Core Review

ioniq 6 frt

We’ve spilled a lot of digital ink writing about the Ioniq 6, the latest in an excellent line of Hyundai electric vehicles which offer useful all-electric range whilst incorporating hefty doses of interesting visual design. The new Ioniq 6 is a four-door sedan serving as counterpart to the five-door hatch (crossover?) that is the Ioniq 5. The fact that Hyundai didn’t take the easy route and simply tack a trunk onto the 5 and call it a day should be applauded.

The 6’s unique shape also pays dividends in terms of driving legs. Since it is very aero-friendly, Hyundai advertises a maximum range of up to 581 kilometres in some variants on a full charge, nearly 100 more than the 5 despite deploying similar all-electric guts. Kicking off the range is a $54,999 Preferred trim, billed as a ‘long range’ model even though all Canadian offerings have precisely the same 77.4 kWh battery pack.

This configuration grants rear-wheel drive, 225 horsepower / 258lb.-ft of torque, and acceleration to 100 km/h in about 7.5 seconds. Just an extra $3,000 gains you access to the all-wheel drive club, packing an entertaining 320hp/446tq, and a shot to 100 km/h in a hair over 5 seconds. Read: it’s properly quick. However, estimated range drops to 509 clicks (or 435km when shod with 20-inch wheels, proving that physics can be a cruel mistress.

<img class="aligncenter size-full wp-image-176812" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/ioniq6-int.jpg" alt="Hyundai IONIQ 6" width="1800" height="1039" />

Standard kit includes items like a heat pump, a device which warms the cabin more efficiently than a resistive heater. Some brands eliminate this feature in the lower trims of their EV, so shop carefully. Typical driving aids like lane keeping and forward collision assist is on board, plus adaptive cruise control.

Cloth seats are found inside – unless one pops for AWD and adds a pricey $6,000 Ultimate package – heated up front and power-adjustable for the driver. Gear like dual-zone climate control, leather-wrapped touchpoints like the steering wheel, and paddles for brake regen are present. Infotainment is handled by a 12.3-inch colour touchscreen, running Apple CarPlay and Android Auto. There are plenty of places in which to charge a device, including a wireless pad, and multiple smartphones can be paired to the system at any one time. Another 12.3-inch tablet sits ahead of the driver doing able duty as a gauge cluster. In short, Hyundai’s ability to provide deep value-for-money is carried over into its all-electric offerings.
<h3>What We'd Choose </h3>
Regular readers know our penchant for selecting trims with the most power and that trend continues here. Three stacks for an extra 95 ponies which shave about two-and-a-half seconds off the car’s acceleration time is a good deal, even if it does blunt driving range by over 10 percent. We’d stay away from the 20-inch wheels, since even our vanity isn’t worth 74 kilometres, and the expensive Ultimate package pads a monthly payment handsomely. We think most customers will be happy sticking with the Preferred Long Range AWD.

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 Hyundai Ioniq 6

Guillaume Fournier Photographe-GFV_4340

With a total of just over 5,000 SUVs sold in Canada in 2022, Land Rover is not what one would qualify as a mainstream brand. To put things into perspective, Mercedes-Benz sells more than six times as many vehicles in this country.

But within its niche market, the renowned British-born, Indian-owned builder of adventure-ready luxury SUVs still has its own superstars. One would assume that the brand’s best-selling vehicle would be its flagship, the almighty Range Rover. Yet, it isn’t.

The best-selling Land Rover is actually the retro-inspired Defender, with 1 630 units sold in Canada last year. And right behind it, is this one: the Range Rover Sport (1,166 units), which gets a complete overhaul for the 2023 model year.

<img class="aligncenter size-full wp-image-176740" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/Guillaume-Fournier-Photographe-GFV_4336.jpg" alt="2023 Range Rover Sport" width="2080" height="1387" />

Undeniably Pretty

One area where this new Rover Sport betters the competition and, arguably, every other Land Rover in the lineup, is in looks. Designed by Gerry McGovern, the Range Rover Sport looks all business from all angles. It is properly stanced, aggressively raked, beautifully streamlined, and both elegant and purposeful all at once. This is arguably one of the most attractive SUVs I’ve ever driven. Most of the people I passed during my time with it agreed.

My model, a P400 SV-Dynamic, is right in the middle of the lineup with a hefty starting price of $108,450. Of course, as these press units typically are, mine was packed with a few optional packages totalling $18,000. The Ostuni Pearl White Range Rover Sport you see in these pictures carried with it a $131,641 sticker price, including freight and other fees.

<img class="aligncenter size-full wp-image-176741" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/Guillaume-Fournier-Photographe-GFV_4331.jpg" alt="2023 Range Rover Sport" width="2080" height="1387" />

But of course, a high price tag comes as no surprise coming from this nameplate. Range Rovers were always designed to attract high-dollar consumers looking for something considerably more exclusive than, say, a Cadillac Escalade, or a Porsche Cayenne.

Powering my example is JLR’s now familiar turbocharged 3.0-liter inline six-cylinder engine. It’s good here for a healthy 395 horsepower and 406 lb-ft of torque. It’s equipped with a 48-volt mild hybrid system for reduced emissions and fuel economy and is mated to an eight-speed automatic transmission. Of course, this being a Land Rover means all-wheel drive and an adjustable air suspension all come standard.

Leather and Tech

I had driven the standard Range Rover about a month before driving this Sport, so I was able to compare the driving dynamics of both. If the bigger one felt a bit too much like a wallowing boat, leaning considerably more towards comfort, this Range Rover Sport presented a much more formidable blend of comfort, sophistication, and athleticism. Granted, this has always been the Sport’s promise, but it didn’t take me much time at its helm to realize why consumers love it so much.

Mind you, it’s not like I was missing out on creature comforts. My tester’s white leather interior was sublime to say to least, with thick, infinitely adjustable seats that offered both great comfort and support during spirited driving. Land Rover adds an extra armrest inside between the seat and the center console. It’s a nice touch, but this author’s larger frame felt a bit cramped with them in place. Luckily, they can be tucked.

<img class="aligncenter size-full wp-image-176735" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/Guillaume-Fournier-Photographe-GFV_4354.jpg" alt="2023 Range Rover Sport" width="2080" height="1387" />

<img class="aligncenter size-full wp-image-176734" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/Guillaume-Fournier-Photographe-GFV_4357.jpg" alt="2023 Range Rover Sport" width="2080" height="1387" />

Leather in a Range Rover Sport doesn’t end on the seats. It covers the door inserts and the dashboard, further adding to the sense of exclusivity. Just like the truck’s styling, the cabin has a clean, modern, and uncluttered theme. It’s very minimalistic, with a 13.1-inch screen resting at the center of it all, acting as the main command screen and infotainment system.

In typical JLR fashion, the system’s interface is generally quick to react, beautifully presented, and generally easy to operate, but some basic functions, like removing the vehicle’s start-stop feature do require a few unnecessary steps. It’s the same story for accessing the heated seats. Yes, the fact that one needs to push the HVAC buttons to unlock them is a cool touch, but it’s one step too much when it’s -20 degrees outside and the darn thing decides to lag.

Finally, while a centre console acting as a fridge is definitely one of the coolest features an SUV can have, it did compromise the Range Rover Sport’s available storage solutions. If one chooses to shove a few cool drinks in that box, there’s basically nowhere left to stow anything else.

<img class="aligncenter size-full wp-image-176732" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/Guillaume-Fournier-Photographe-GFV_4361.jpg" alt="2023 Range Rover Sport" width="2080" height="1387" />

General build quality and fit and finish in this Range Rover Sport is exquisite and rear seat comfort is never an issue, even for tall passengers. Cargo space is also class-competitive at 1,492 liters when those rear seats are lowered flat.

But is it Sporty?

In this configuration, the Rover Sport isn’t exactly fast, but it’s not slow either. Its performance is what I like to call adequate in the sense that once it picks itself up and goes, it does it in a swift, no-nonsense sort of way.

There is some delay in the drivetrain’s response, however, and it feels like the result of too much stuff going on underneath the hood and, well, too many gears. Even in its sportiest Dynamic setting, the Sport doesn’t immediately react to a floored throttle. One must wait a few seconds before the thing gets going.

But once it does, it darts forward effortlessly with a generous wave of low-end torque. It’s always smooth and never thrashy. It’s the same story for the suspension tuning. Land Rovers have a reputation for riding like a cloud on rough surfaces, and this Sport is no exception. Road imperfections are barely felt.

<img class="aligncenter size-full wp-image-176728" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/Guillaume-Fournier-Photographe-GFV_4401.jpg" alt="2023 Range Rover Sport" width="2080" height="1387" />

That being said, there was an elephant in the room the entire time I drove this thing: it never really felt, well, sporty.

Entering a corner quickly felt like I was bothering it. When pushed, this sport-oriented version of Land Rover’s infamous utility vehicle felt clumsy rather than motivated to perform. Then there were irritating cabin squeaks that revealed themselves when driving over broken roads, a somewhat disappointing realization considering how mind-blowingly expensive these things are.

Perhaps one needs to up the ante for the V8-powered version of this vehicle to really appreciate its performance claims. An all-new SV model was recently added to the lineup, boasting the fastest 0-100 km/h time of any Land Rover in history. I’m sure that one is fun to drive on a twisty road.

But this one, the P400, is at least sportier than its big brother, but it’s definitely not a performance SUV in the likes of a Porsche Cayenne S or a BMW X5 M. But then, when you think about it, do Range Rover buyers care about acceleration times and g-force-generating capabilities? I think not. The Sport is therefore only a Sport in design and in format. It’s yet another pretty face within Land Rover’s posh portfolio of shiny SUVs, and it’s the model that Canadian consumers prefer driving.
<h3>RANGE ROVER SPORT P400 SV-Dynamic</h3>
BODY STYLE: Midsize SUV 

CONFIGURATION: Front engine, all-wheel drive

ENGINE: 3.0L turbocharged I6 (395 horsepower @ 6,000 rpm / 406 lb-ft @ 2,000 rpm).

TRANSMISSION: 8-speed automatic

FUEL CONSUMPTION: 13.1 L/100 km (city) / 9.1 L/100 km (highway) / 11.3 L/100 km (combined).

OBSERVED FUEL CONSUMPTION: 11.8 L/100 km

CARGO CAPACITY 645 liters (1,492 liters total)

PRICE: $131,641 (as tested)

WEBSITE: <a href="https://www.landrover.ca/en/index.html?&amp;CrossChannelAudiencesSearch=LandRoverSearch&amp;gclid=CjwKCAjwg-GjBhBnEiwAMUvNW_SA6BsZDEPoKC4fNUQB4mPW8oaAuCCVjKC3LSkCl8Hvhfgyw8Il3RoCHo0QAvD_BwE&amp;gclsrc=aw.ds">Land Rover</a>

2023 Land Rover Range Rover Sport Review

DSC04525

After the sporty crossover SUV came into existence, the days of the affordable sports car were numbered. A once-hot segment in the auto industry has now faded away and only a handful of options remain.

The Toyota GR86 is one, and it’s from a brand that was deemed most boring a decade ago. Former Toyota CEO Akio Toyoda promised to change that reputation and Toyota’s transformation from a humdrum automaker to one that has more genuinely fun cars than most other car brands has been nothing sort of revolutionary.

The GR86 arguably started that trend for Toyota and it rose to fame and quickly developed a cult-like following. That’s because Toyota wanted you to have fun with it, and take it autocrossing, or to a track. It was sold as a Scion at first, a brand fully marketed to the import-tuning crowd. They even made sure it could fit four wheels and tires on the inside so you could swap to a set of stickier rubber for a track day.

It was a stonking good car but it had issues. Chief among them was a lack of power, a finicky clutch, and an uninspired exhaust note. I drove the new GR86 last year and was pleased to report that those problems were history. With 228 hp and 184 lb-ft of torque (30 lb-ft more than before), the GR86 had newfound performance chops and a much better gearbox and clutch.

<img class="aligncenter size-full wp-image-176654" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/DSC04533.jpg" alt="2023 Toyota GR86 10th anniversary SE" width="2048" height="1365" />

<img class="aligncenter size-full wp-image-176642" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/DSC04551.jpg" alt="2023 Toyota GR86 10th anniversary SE" width="2048" height="1365" />

For the 10th year anniversary, Toyota dropped a Solar Shift (orange) Special Edition GR86 of which there are only 20 allotted for Canada. Maybe it’s a good thing because it is by far the most expensive version of the car and it doesn’t exactly come with any more performance or power.

So what’s different about the SE?

There’s the customary limited edition and numbered badge visible when you open the driver’s side door. The orange paint is exclusive to the SE, and it’s a bright, luscious shade that suits the car. There are black decals on the rear C-pillar, a black duckbill spoiler, and 18-inch forged black wheels. Inside, there’s orange stitching and orange trim on the front seats, and 10th anniversary badging on the doors. But the best upgrade is a performance exhaust with black chrome tips that looks and sounds much better than stock.

It’s the first thing you hear when you ignite the 2.4-litre naturally aspirated 4-cylinder. Toyota’s right in not turbocharging the GR86. With more torque hitting lower in the rev range, power comes on quickly and linearly. Throttle response is instant, and there’s a throaty growl from the new pipes that makes you want to keep your foot in it.

<img class="aligncenter size-full wp-image-176658" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/DSC04528.jpg" alt="2023 Toyota GR86 10th anniversary SE" width="2048" height="1365" />

The GR86 is a quick car, not a fast car, and that might be one of the best things about it. It means you can use the car everywhere and full-throttle blasts won’t get your car impounded. Even if you’re just going somewhere mundane, the drive never will be.

It’s a really small car, apparent when you walk up to it. But it’s wide and low and looks exotic with classic rear-wheel drive proportions, voluptuous rear fenders, and that super cool rear spoiler. It’s not as small as a Miata, a car it frequently gets compared to, but it’s in the ballpark.

It’s actually quite practical, however. The rear seats will fit kids in booster seats, there’s a glove box, and door pockets, and the trunk has enough space for weekend luggage or a week’s worth of groceries.

<img class="aligncenter size-full wp-image-176644" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/DSC04546.jpg" alt="2023 Toyota GR86 10th anniversary SE" width="2048" height="1365" />

Inside, there’s nothing you don’t need. Everything is focused on driving. The seating position is perfect, the steering wheel is the right size, the gear shifter is inches away from your right hand, and all the buttons for the climate control and stereo are big and easy to use. There’s a great digital gauge cluster, which also has a track mode display. Track mode loosens the hold of the stability control system allowing for a bit more drifty action.

I’ve compared the tactility of the steering and overall driving feel of the <a href="https://www.wheels.ca/reviews/2022-toyota-gr86-review">GR86 to a Porsche</a> and that still holds true. It’s a joy to drive at any time and gives you unlimited confidence. It’s honestly better than most of the sports cars I’ve ever driven including the ones in Toyota’s own lineup. When you drive it, it becomes an extension of yourself. It’s more of a wearable than a car. And you really can’t get that feeling anywhere else today and certainly not for its sub-40 K price tag.

<img class="aligncenter size-full wp-image-176657" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/DSC04529.jpg" alt="2023 Toyota GR86 10th anniversary SE" width="2048" height="1365" />

There aren’t many downsides to living with the GR86. It does ride very stiffly and the performance exhaust has a drone that you can’t turn off (the non-SE GRs don’t have this issue) but these can also be considered virtues depending on your preferences. If you don't need the passenger space, it could be a great daily driver.

Is the 10th-anniversary special edition worth it? If you’re a hardcore GR86 fan with an Initial D ringtone on your phone then maybe, but for the rest of us looking for a great sports car the base GR86, or even the Premium trim, will perform exactly the same. And you can always get an aftermarket exhaust.

The Toyota GR86 is part of Toyota’s commitment to keeping fun cars alive. But it’s so much more than that. It’s everything that we’ve ever loved about the best sports cars combined into a small and affordable package. It’s not just good, it’s a revelation.
<h3>2023 Toyota GR86 10th Anniversary Special Edition MT</h3>
BODY STYLE:- 2+2 passenger, 2 door compact sports car

CONFIGURATION: Front-engine, rear-wheel drive

ENGINE: 2.4-L inline-4; Power: 228 hp @7000 rpm; 184 lb-ft @3700 rpm

TRANSMISSION : 6-speed manual

FUEL ECONOMY: (Premium Gasoline in L/100 km):11.9 city; 8.7 highway; 10.5 combined

CARGO CAPACITY: 177 litres

PRICE: $ 39,950 (MSRP); $41,938 including freight and PDI

WEBSITE: <a href="https://www.toyota.ca/toyota/en/">Toyota Canada</a>

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2023 Toyota GR86 10th Anniversary SE Review

2023 Nissan Rogue Platinum AWD_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.

Year over year, in good times and bad, Nissan can count on the Rogue SUV sitting atop the company's sales charts.

Nissan has been swimming in rough seas since 2019, racking up year-over-year sales declines that are startling to say the least, but the Rogue has persevered. It is still Nissan’s bestselling nameplate, logging just over 20,000 units sold in Canada in 2022, a 32 percent decline versus 2021, but still about 7,000 clear of the <a href="https://www.wheels.ca/reviews/2022-nissan-kicks-sr-review">second-place Kicks</a>.

It’s still early, but the Rogue has fared better in 2023, with first-quarter sales (through March 31) of 5,918 which marks a 27 percent increase over the same period last year.

The third generation (T33) Rogue debuted three years ago and went on sale as a 2021 model in late 2020. It’s built in Smyrna, Tennessee on the Renault-Nissan Alliance CMF-CD platform shared with several vehicles including the Mitsubishi Outlander.

<img class="aligncenter size-full wp-image-176586" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/2023-Nissan-Rogue-Platinum-AWD_engine-compartment-scaled.jpg" alt="2023 Nissan Rogue Platinum" width="2560" height="1440" />

For the 2022 model year, Nissan Canada introduced a variable-compression 1.5-litre turbocharged three-cylinder engine (201 hp / 225 lb-ft.) for all grades except the base model, which is still powered by a 2.5-litre naturally aspirated 4-cylinder (181 hp / 181 lb-ft.). Both engines come standard with Nissan’s Xtronic CVT and all-wheel drive. Currently, there are no electrified Rogue models available.

Five trims are offered in Canada: S, SV, Midnight Edition, SL, and Platinum which range in price from $35,998 to $46,498, including freight.

For this review, Nissan Canada loaned me a range-topping Platinum tester finished in two-tone Champagne Silver ($630 paint charge) with a Graphite Semi-Aniline leather interior. Key standard features include LED headlights, taillights, and daytime running lights, 19-inch aluminum alloy wheels, 12.3-inch digital dashboard, wireless Apple CarPlay and Android Auto, heated front, and rear outboard seats and more.

<img class="aligncenter size-full wp-image-176589" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/2023-Nissan-Rogue-Platinum-AWD_side-profile-scaled.jpg" alt="2023 Nissan Rogue Platinum" width="2560" height="1440" />

The Rogue has a square-ish, vaguely robotic appearance, with a boxy, upright profile. In most respects, it looks nothing like the car it replaced. Sure, the V-motion grille remains, but thin wedge LED daytime runners and separate LED headlights are nothing like the array found on the second gen Rogue.

Nope, this Rogue feels much more high-tech. Its crisp lines give the car a chiselled and sleek appearance, that belie its SUV proportions. The Rogue is big for its class but doesn’t look bulky. The floating black roof, black mirror caps and large 19-inch alloy wheels are assets in that regard.

On the inside, the Rogue sports a clean and modern cabin layout that leaves everything where one might expect to find it, and with trim finishes that are commensurate with a $45K-plus vehicle. Its touch points are varied and pleasing to interact with, its dashboard has a pleasing bend to it with detail stitching in the upper pad, and the console is free of clutter.

<img class="aligncenter size-full wp-image-176592" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/2023-Nissan-Rogue-Platinum-AWD_dashboard-centre-console-scaled.jpg" alt="2023 Nissan Rogue Platinum" width="2560" height="1440" />

As for the tech offering, the 9-inch multimedia display’s graphics are old and grainy, but its user interface is straightforward, due mainly to the presence of shortcut keys, and large volume and tune knobs. The piano black climate keys and knobs located below the screen are also delightfully easy to use, while the presence of USB-A and USB-C connectors in the centre console is another thoughtful touch.

The standout here, though, is the 12.3-inch digital instrument cluster display, which offers a high degree of screen configurations, liquid-smooth animations, and reams of information that is logically arranged. It’s not the most dazzling I’ve encountered, but it nicely balances content and presentation.

As for utility, the Rogue is a five-seater, with 60/40 split-folding rear seatbacks with centre cup holder armrest, two USB charge ports (A and C), and temperature switch.

The Rogue’s roofline is tall and almost flat so rear seat head space is generous, while knee, hip and shoulder space are also quite good. Overall cargo volume is rated at 1,072 litres when rear seat backs are up, and 2,064 litres when they’re folded down. Maximum towing is strictly for bikes and small trailers, however, as it’s rated at just 1,500 pounds (680 kg).

<img class="aligncenter size-full wp-image-176594" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/2023-Nissan-Rogue-Platinum-AWD_intrument-cluster-scaled.jpg" alt="2023 Nissan Rogue Platinum" width="2560" height="1440" />

Sliding behind the wheel, I am impressed with the Rogue’s seating position, for both comfort and adjustability, and outward visibility is good in all directions due to the car’s large greenhouse. Exterior styling can intrude on visibility with sloping rooflines and tiny rear windows, but that’s not the case here.

As for the drive, it proved to be quite comfortable, both in town and on the highway. I logged more highway mileage than usual due to a family gathering that required a trip from Oshawa to Collingwood and back, and the Rogue Platinum proved to be a pleasant cruiser.

Despite its small size, the 1.5L three-cylinder turbo was to be quite zippy. Peak torque (225 lb-ft.), which is class-leading among gas engines, begins at just 2,800 rpm, which gets the Rogue up to speed quickly, regardless of drive mode. The engine’s variable compression ratio (8.0-14.0), adjusting on the fly to deliver greater performance or efficiency, is also a key factor. Low compression is better for performance, and high is good for efficiency. As for my experience, I averaged 7.3 L / 100 km during my week of driving.

<img class="aligncenter size-full wp-image-176588" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/2023-Nissan-Rogue-Platinum-AWD_rear-3-4-profile-scaled.jpg" alt="2023 Nissan Rogue Platinum" width="2560" height="1440" />

Elsewhere, Nissan’s Xtronic CVT and Intelligent All-Wheel Drive system worked well in concert with the three-banger. I’m generally not a fan of CVTs, but this one is mostly fine. It can feel artificial at times, when it lets the engine spin seemingly without end under hard acceleration, but it’s generally liveable. Modulating it with the throttle and drive mode selector is hit and miss, but one can adjust to it over time.

The AWD system is of the on-demand variety, which means it can send torque to the rear wheels in slippery conditions, but the Rogue is front-wheel drive in most driving situations. During my drive, which was mostly in dry conditions, it performed imperceptibly.

The turbo engine can be a bit noisy under load, but on long highway drives like my family visit, the cabin was well hushed. On the handling front, the Rogue feels quite planted for a vehicle not built for pinpoint maneuverability. For a SUV in normal driving conditions, which is all I experienced, it was good with responsive steering and good body control.

Overall, the Rogue is an impressive option in the hyper-competitive compact SUV segment. It packs a good deal of performance, content, capability, and safety into a reasonably priced package. The lack of an electrified option will undoubtedly turn some off, but the three-cylinder turbo’s combination of performance and efficiency is a standout in the segment.

2023 Nissan Rogue Platinum AWD

BODY STYLE: compact SUV
DRIVE METHOD: Front-engine, all-wheel drive, CVT
ENGINE: 1.5-litre turbocharged 3-cylinder (201 hp / 225 lb-ft.)
FUEL ECONOMY: (Regular 87) 8.4 / 6.7 / 7.6 L / 100 km (city / highway / combined)
CARGO VOLUME: 2,064 / 1,072 litres (72.9 / 36.3 cu ft.) (behind first / second row)
MAXIMUM TOWING: 1,500 pounds (680 kg)
PRICE: $43,748 / $46,298 base /as tested, incl. freight, excl. taxes and fees
WEBSITE: <a href="http://www.nissan.ca">www.nissan.ca</a>

2023 Nissan Rogue Platinum AWD Review

XM front

This one is sure to enrage the penny pinchers who usually frequent this column in search of advice on good deals. After all, it isn’t every day that an SUV with a sticker price the better part of a quarter-million dollars is referred to in the same breath as a ‘base’ car. Let’s call this one “Ace of Base”, then.

Anyone who grew up in the ‘90s will appreciate that reference.

Back to cars. BMW has set tongues wagging with their styling experiments over the last few years, and the XM is certainly not immune to these conversations. An alarming snout adorns a face only a mother could slug, leading the way on a vehicle which comes with gold window trim as standard equipment. That’s right – BMW will charge you the princely sum of $1,500 for a Black Exterior Contents package to delete the offending metal and replace it with something a bit more subdued.

Six different exterior colours are on offer for $0, as they should be on a machine costing $245,580 before taxes. If you’re hellbent on searing the retinas of everyone on yer street, be sure to select Toronto Red and pair it with the no-charge gold accents. For maximum effect, a set of gold-trimmed 23-inch wheels are on the options docket for a cool $2,000. The standard 22-inch double spokes are on show here.

Under the hood is a twin-turbo V8 tag teaming a hybrid system, responsible for summoning 664 horsepower and 590 lb.-ft of torque. BMW claims a 0 – 100 km/h acceleration time in the mid-4-second range, sufficiently fleet of foot to blur the scenery and whisk this SUV out of sight of offended strangers. A sport automatic transmission with paddle shifters will assist your exit, as will all-wheel drive.

<img class="aligncenter size-full wp-image-176502" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/XM-int.png" alt="2023 BMW XM" width="1800" height="976" />

The interior of this XM has been gifted numerous items from the BMW toybox, including a "sculptural roofliner" crafted from Alcantara and featuring a 3D prism structure with ambient lighting. It’s tough to describe absent a live demonstration but suffice it to say anyone working at Ripley’s Aquarium will feel at home. Typical tech such as an enormous curved dashboard display, BMW’s digital cockpit professional, and head-up display are all present in this cabin. Also on tap are massaging front seats, quad-zone climate control, a Harman Kardon surround sound system ready to belt out everything from Adele to ZZ Top.

What We'd Choose 

If the standard H/K stereo isn’t sufficient for the audiophiles in your life, BMW will gladly rectify that for $5,500. This nifty sum nets a Bowers &amp; Wilkins Diamond surround sound system which is capable of banging out 1,475 watts from 20 speakers – four of which are hiding up in the aforementioned roofliner, playing along with a pair of subwoofers underneath the front seats (don’t tell BMW we call ‘em butt thumpers, ok?). For extra theatre, the system features illuminated elements in case your passengers missed the look-at-me exterior styling.

Hey, in this age of rampant inflation and skyrocketing interest rates, one might as well display their wealth if it is available. After all, it might not be yours much longer. Smoke ‘em if you got ‘em, folks.

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 BMW XM

DSC04495

The Lexus LC500 is a stunning-looking thing, a concept car come to life, that’s been around since 2018. It looks as good today as it did when it first went on sale.

It takes much of its design inspiration from the ultra-exotic Lexus LFA supercar, which is not a bad place to start. The LFA was the type of money-is-no-object vehicle that was painstakingly created by the best engineers and designers on Lexus’ roster.

The LC 500 is a fraction of the price that the LFAs were sold for but parked in my dimly lit underground parking lot, a lot of what makes you weak in the knees about that supercar is present here, especially in the eye-popping colour of Flare Yellow. It’s low and wide, and the large spindle grille works better here than on any other Lexus to date. It’s one of those cars that looks fast sitting still, taunting you to get in and drive. It’s a good thing then that I had the keys.

<img class="aligncenter size-full wp-image-176469" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/DSC04522.jpg" alt="2023 Lexus LC 500" width="2048" height="1365" />

<img class="aligncenter size-full wp-image-176464" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/DSC04513.jpg" alt="2023 Lexus LC 500" width="2048" height="1365" />

Lexus’ meticulous attention to detail continues when you step inside. The finely stitched leather, beautifully sculpted door cards, real metal trim, and the thought that went into nearly every touch point is a rarity in the industry and certainly at the pricepoint the LC sits at. It’s not a cheap car by any means, but at $105,200 to start it represents a lot of value for what you’re getting. That’s the last time I’m going to mention value here because that’s not what the LC is about. It’s about the experience you get from behind the wheel, which is getting harder to find these days.

Under the hood, you find Toyota’s marvelous V8. A 5-litre 471 hp naturally aspirated wonder that imbues the LC 500 with a snarling, burbling character befitting its exotic shape. It’s not the most powerful engine; neither does it get the deep well of low-end torque most turbocharged motors get today. This turbo-free Yamaha-tuned engine makes its power by revving the snot out of it and it makes its presence known the second you push the start button with an unreasonably loud roar that oh-so satisfying.

If you want comfort in your sports car, the LC 500 is your ticket because there are few hard edges here once you begin to drive. The ride is silky and composed and never gets harsh even on really bad roads. The steering is light and precise. The seats are epically comfortable but also supportive enough to handle bouts of spirited driving. Everything gets stiffer in Sport Plus mode but it always remains a civilized experience.

<img class="aligncenter size-full wp-image-176455" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/DSC04498.jpg" alt="2023 Lexus LC 500" width="2048" height="1365" />

<img class="aligncenter size-full wp-image-176459" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/DSC04504.jpg" alt="2023 Lexus LC 500" width="2048" height="1365" />

Compared to something like a <a href="https://www.wheels.ca/reviews/2023-porsche-911-carrera-t-first-drive-review">Porsche 911</a>, the Lexus feels more luxury cruiser than track tool. Even a <a href="https://www.wheels.ca/vehicle-reviews/review-2019-bmw-m850i-xdrive-coupe">BMW M850i</a> is stiffer, louder, and more powerful. If you start to compare performance numbers the LC will land somewhere near the bottom of the pile but again, that’s not what this car is about. While Porsche is happy to provide you with countless spreadsheets of lap data and torque curves the Lexus is more laid back and not as serious but will still carve up a back road with shocking competence.

A performance package, one of the few options available, adds a carbon-fibre roof, carbon scuff plates, an active sport rear differential, Yamaha performance dampers, 4-wheel steering, a power retractable rear spoiler, and 21-inch forged wheels. It’s an expensive package at $18,450 but it’s a worthwhile upgrade if you want to squeeze more out of the chassis.

<img class="aligncenter size-full wp-image-176457" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/DSC04501.jpg" alt="2023 Lexus LC 500" width="2048" height="1365" />

If there’s anything that lets down the driving experience it’s steering that’s a bit too light and vague, although the rear-wheel steering system adds a nice dose of agility. The 10-speed transmission can be slow to respond and is indecisive at lower speeds, but the paddles are still satisfying to use, just don’t expect instantaneous shifts. Its biggest sin, however, is the trackpad-based infotainment system that’s been binned in many Lexus vehicles already but not here. It should be pushed down a long flight of stairs and the only solace is that they’ve finally scrapped it for the 2024 model year.

The LC is at its best when driven spiritedly. And although it would probably do well on a track it doesn't belong there. It’s far better suited to serpentine backroads or a challenging mountain pass. The big V8 upfront is vocal, dripping with character, and absolutely relishes the higher regions of the tachometer. With just 398 lb-ft of torque at 4800 rpm you’ll need to rev it to get the most out of it, but bouncing the needle off the 7300 rpm redline is more satisfying here than in almost any other car I can think of.

<img class="aligncenter size-full wp-image-176466" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/DSC04516.jpg" alt="2023 Lexus LC 500" width="2048" height="1365" />

The LC 500, then, is a grand touring car of the highest order. Its trunk will carry a set of golf clubs or overnight luggage and although the back seats aren’t suitable for most adults, they double as storage for anything else you might like to bring along on your journey.

Where so many high-end sports cars tend to feel the same by chasing obscene horsepower and torque numbers and the highest cornering grip levels, the LC 500 is laid back, and refreshing. It’s not trying to one-up the competition with the fastest Nurburgring lap time but it will offer you an unforgettable grand touring experience and a ton of old-school character that’s getting harder and harder to find in showrooms today.
<h3></h3>
<h3 class="p1">2023 Lexus LC 500</h3>
BODY STYLE:- 2+2 , sports car
CONFIGURATION: Rear-engine, rear-wheel drive
ENGINE: 5.0-L V8; Power: 471 hp @7100 rpm; 398 lb-ft @4800 rpm
TRANSMISSION: 10-speed automatic
FUEL ECONOMY: (Premium Gasoline in L/100 km):15.1 city; 9.6 highway; 12.6 combined
CARGO CAPACITY: 153 litres
PRICE: $105,2 00 (base); $125,983 (as-tested)
WEBSITE: <a href="https://www.lexus.ca/lexus/en">Lexus Canada</a>

2023 Lexus LC 500 Review

2023 BMW X3 M comp front 3q main header

If there’s a performance division that shines brighter than most, it’s BMW Motorsport, more commonly known as M. Historically, when that coveted letter was slapped onto the rear of a BMW vehicle, the result was typically track-ready performance wrapped in a refined, mature, and enjoyable driver’s car.

What’s also interesting is how BMW has managed to sell the letter M even when applied to large SUVs, proving that a utility vehicle can in fact carve its way around a race circuit as fast as some sports cars. The X5 and X6 M are perfect examples of this. So is the brand new XM. And although the X7 M60i isn’t a “real” M, it still boogies like one.

There’s also this, the 2023 X3 M Competition, or essentially a beefier, taller BMW M3 Competition. I had the privilege of experiencing one again in late winter to see if it too deserves its M-car designation.

Olá Sao Paulo!

When the X3 M Competition isn’t painted in this very eye-catching Sao Paolo yellow paint, it’s a somewhat discrete machine. Unless you’re a BMW connoisseur, you could very well mistake this for any other mall-crawling BMW X3. Only the bigger brakes, quad exhaust tips, and M logos show hints of the X3 M’s capability. Otherwise, it’s remarkably inoffensive.

<img class="aligncenter size-full wp-image-176382" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/Guillaume-Fournier-Photographe-GFV_3685.jpg" alt="2023 BMW X3 M Competition" width="2080" height="1387" />

When I say the X3 M Competition is essentially a lifted M3, that’s because, well, it’s pretty much that. The platform is BMW’s Cluster Architecture (CLAR) that underpins a wide array of models, including the M3/M4 as well as the Toyota GR Supra.

And just like the M3 and M4, the X3 M is powered by a real M engine, the S58: a twin-turbocharged version of BMW’s infamous 3.0-litre straight six. In Competition form (the only version sold in Canada), that engine cranks out 503 horsepower and 457 lb-ft. It’s mated to an eight-speed automatic transmission, the same one found in the M3/M4 Competition. And just like those cars, the X3 M’s xDrive all-wheel drive system prioritizes the rear wheels. The driver can also manually disengage the front axle for a true rear-wheel drive experience.

Despite its similarities to the M3, an X3 M is still a proper SUV, weighing in at a full 600 pounds heavier than an M3 sedan. That’s due to larger suspension components, but also the brakes and wheels.

Two Cars in One

In this business, it’s cliché to write about a car having twin personalities. Today’s automobiles are so sophisticated that it’s now common to find vehicles equipped with different drive modes that alter handling and throttle characteristics.

But the X3 M pushes the Dr. Jekyll and Mr. Hyde ethos a step further by really transforming its behavior. In its softest setting, it’s business as usual in a good old BMW X3, albeit with a stiffer than usual suspension and – ahem – a rather high 14.8L/100 km fuel consumption average.

<img class="aligncenter size-full wp-image-176384" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/Guillaume-Fournier-Photographe-GFV_3690.jpg" alt="2023 BMW X3 M Competition" width="2080" height="1387" />

I really had a chance to sample this machine’s multi-facetted personality while I was driving it through a tough early Spring snowstorm. Since it was impossible for me to give this performance tool a good run for its money in such conditions (one would need a racetrack to properly do that anyway), I had a stab at the X3 M’s customizable settings, controllable via two red M buttons located on the steering wheel.

In M1 mode, I had tailored the X3 M to be as docile as a pet elephant. All traction systems were on, while the automatic transmission was set to its tamest setting. I even setup a quieter exhaust tone.

In this configuration, I was able to enjoy BMW’s always excellent xDrive all-wheel drive system. Never did the X3 M run out of grip in such conditions. As a matter of fact, it was all rather fun and confidence inspiring driving this thing through the blizzard.

<img class="aligncenter size-full wp-image-176383" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/Guillaume-Fournier-Photographe-GFV_3688.jpg" alt="2023 BMW X3 M Competition" width="2080" height="1387" />

Part of that feeling has to do with the X3’s exquisite build quality. This is a rock-solid family commuter, one that takes broken tarmac head on without a tremble. The drivetrain is lively as well, with more than sufficient torque down low in the rev range, but with a willingness to rev out when needed. Under such settings, the automatic transmission disappears in the background, simply executing what it was asked to do.

I had already driven the X3 M Competition on a race circuit during a BMW-organized event, so I knew what I had at my disposal deserved a bit more than carrying kids, a dog, and a full set of groceries. That, by the way, the BMW X3 M does supremely well.

Once that storm was out of my way, I was finally able to stretch the X3 M’s legs on some winding backroads. For this exercise, I punched the M2 button where I had everything set to its most extreme settings, leaving only partial traction control on (I was driving this thing during winter after all).

<img class="aligncenter size-full wp-image-176379" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/Guillaume-Fournier-Photographe-GFV_3654.jpg" alt="2023 BMW X3 M Competition" width="2080" height="1387" />

Now, the X3 M becomes something entirely different. Stomping on the accelerator pedal no longer catapults it down the road. In the blink of an eye, the ZF-sourced gearbox drops a bunch of gears, putting the engine at the peak of its power band. And boy is the experience glorious.

The X3 M is brutally fast, but also surgically precise. Yes, it feels big and heavy because, well, it is. But it also never feels like an SUV. Very few utility vehicles have allowed me to play with its chassis dynamics like the X3 M has, and very few can take corners as quickly. More importantly, the experience is just as thrilling as in other BMW performance sedans and coupes. It defies physics, this.

<img class="aligncenter size-full wp-image-176377" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/Guillaume-Fournier-Photographe-GFV_3641.jpg" alt="2023 BMW X3 M Competition" width="2080" height="1387" />

Of course, the obvious question is that at just over $100,000, do we really need a BMW X3 that can outrun a Dodge Challenger in a drag race and dogfight a Subaru BRZ on a closed circuit? It’s even more alarming when you realize that the X3 M emits 323 grams of CO2 per kilometer, almost 100 grams more than a xDrive30i.

The answer to these questions is of course, no, we don’t need a BMW X3 M Competition. Heck, some would argue that the already bonkers BMW X3 M40i is a better fit at playing both casual dad mobile and hot-rod rivalling rocket ship. The thing is, BMW builds the X3 M because it can. And because very few carmakers actually deliver on the promise of a performance SUV as well as BMW’s Motorsport division does.
<h3></h3>
<h3>2023 BMW X3 M Competition</h3>
BODY STYLE: Five-door compact SUV 

CONFIGURATION: Front engine, all-wheel drive

ENGINE: Twin-turbocharged 3.0L inline-six (503 horsepower @ 7,300 rpm / 457 lb-ft @ 2,600 rpm).

TRANSMISSION: 8-speed automatic

FUEL CONSUMPTION: 15.7 L/100 km (city) / 11.7 L/100 km (highway) / 13.9 L/100 km (combined).

OBSERVED FUEL CONSUMPTION: 14.8 L/100 km

CARGO CAPACITY 813 liters (1,775 liters total)

PRICE: $103,495 (as tested)

WEBSITE: <a href="https://www.bmw.ca/en/home.html">BMW</a>

2023 BMW X3 M Competition Review

2023 Dodge Challenger Shakedown_front 3-4 profile

This car is anachronism, and it has been that way since its inception.

Just look at it. Slab-sided, with tiny windows, massive wheels, and a long hood, but also little round headlights like eyes peeking out from under a pulled-down ballcap that say, “what are you looking at?”

Even among muscle car rivals from Ford and GM, the Dodge Challenger is the most out there, perhaps flexing a little too hard, leaning into its own prodigious power and badassery a bit too much, and reveling it its horsepower king status for a bit too long.

<img class="aligncenter size-full wp-image-177684" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/IMG_1465-scaled.jpg" alt="2023 Dodge Challenger Shakedown" width="2560" height="1920" />

Ok dude, we get it – you’re the Captain America of muscle cars. Quit tying so hard.

But then you clunk its heavy driver’s side door shut, get comfortable in its bathtub environs, fire up one of its massive V8s, such as the 6.4-litre (392 cubic inch) HEMI, and the chortling of its deep bass exhaust fills the cabin – and your brain stem – with intense feelings of, “oh yeah!” and you forget how fundamentally absurd this car is.

Logic and common sense are tossed out the window and it’s time to go for a rip!

I’m not going to say those were my exact thoughts when I, for the last time, picked up a Challenger press car for a week’s worth of fun recently, but it was close enough.

As you may have heard, 2023 marks the end of production for the Dodge Challenger, along with its sedan stablemates, the <a href="https://www.wheels.ca/vehicle-reviews/review-2021-dodge-charger-hellcat-redeye-widebody">Dodge Charger</a> and <a href="https://www.wheels.ca/vehicle-reviews/review-2020-chrysler-300-limited">Chrysler 300</a>.

<img class="aligncenter size-full wp-image-177689" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/2023-Dodge-Challenger-Shakedown_dashboard-centre-console-scaled.jpg" alt="2023 Dodge Challenger Shakedown" width="2560" height="1920" />

Like all automotive marques, Dodge’s future is electric, and they’ve indicated as much with the reveal of the Charger Daytona SRT, a pure electric concept first shown last summer. A production variant of that car is expected to go on sale next year.

But in the meantime, Dodge is ensuring the current third-gen Challenger will go out with a bang thanks to the release of seven “Last Call” special editions. The one shown here is a Shakedown Special Editon, which is the first of the Last Calls.

Originally, I was going to run through the Challenger’s history, which goes back to concept sketches first shown in 2005 but changed my mind because it’s ancient history, and the car we have now is what matters.

That said, the Challenger has an interesting backstory, as it was originally built on a modified platform and shared some Mercedes-Benz DNA because it was in development during the Daimler-Chrysler era. So please, feel free to read up on that stuff, as I did. It’s quite interesting.

<img class="aligncenter size-full wp-image-177696" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/2023-Dodge-Challenger-Shakedown_side-profile-scaled.jpg" alt="2023 Dodge Challenger Shakedown" width="2560" height="1920" />

Back to our story. One of the more remarkable aspects of the Challenger is its looks, which haven’t changed much throughout its 15 years of production. Comparing the 2008 model to the 2023 reveals only minor styling changes which is a nod to its iconic status.

It is clear Dodge has used the Challenger nameplate as a playground to introduce a flood of new colours, appearance packages and models throughout the car’s production run, particularly in the past half-decade or so.

Currently, there are nine regular models sold in Canada in addition to the seven Last Calls, and they are available in a broad array of colours to suit any mood. They came up with great names for these shades too, including Pitch Black for my tester.

Personally, I’ve had the good fortune to drive most, if not all, of the current Challenger lineup over the past decade. I’ve enjoyed each of these experiences, but the one I’ve driven the most is the 392 Scat Pack, and it is my favourite, and it serves as the basis for the Shakedown Special.

It’s not the most powerful but, in my view, it is the most connected to the Challenger’s early 1970s muscle car heritage, a time when big iron ruled, and you didn’t rely on a supercharger to go fast.

The Shakedown Special Edition epitomizes the essence of the Challenger, a feeling that is apparent from the time the starter button is pressed and the 392 spools up with the accompanying deep rumble of its HEMI V8. It is a deeply satisfying experience.

<img class="aligncenter size-full wp-image-177685" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/IMG_1474-scaled.jpg" alt="2023 Dodge Challenger Shakedown" width="2560" height="1920" />

And that sentiment carries through every aspect of this car. From the Mopar Shaker hood to the flared haunches, massive 20-inch wheels, and more Super Bee easter eggs than you can throw a stick at, the Shakedown’s emotional appeal hits one square between the eyes.

The 392 generates 485 horsepower and 475 lb-ft. of torque, which is transmitted to the rear wheels through a 6-speed manual transmission. And it’s quite fast too – that I can confirm.

But the cool-car stuff is what lingers in my mind, and I suspect most buyers have similar feelings.

Hood pins. Check.

Heavy clutch. Check.

Round analogue gauges circa 1971. Check.

Overstuffed seats that belong in your living room couch. Check.

I could go on, but you get the point. Consider that these days the average new car purchase is a small or medium-sized crossover, and this car hits like a bucket of ice water to the face.

It’s as non-conforming as one can get, a pizza and ice cream for dinner forever kind of car. And that, to me, accounts for much of its appeal beyond its performance credentials. If you want to feel like a badass, this is your car.

<img class="aligncenter size-full wp-image-177697" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/2023-Dodge-Challenger_front-fender-wheel-scaled.jpg" alt="2023 Dodge Challenger Shakedown" width="2560" height="1920" />

When one rumbles into a Wal-Mart parking lot, others will pause for a moment to watch the non-conformist behind the wheel pass in search of a parking spot. Did I just describe an experience I had while driving the Shakedown? Yes. And I loved it.

The fact that Stellantis is finally putting the Challenger out to pasture shouldn’t come as a surprise. One can make the argument that it’s long overdue. Electrification is the future, a reality that can no longer be put off, as all manufacturers have come to accept. That the Challenger and its siblings have survived this long is a testament not only to their popularity, but to our reluctance to let them go.

Their passing into the automotive afterlife is both sad and inevitable, but the time has come. One can hope the Dodge performance torch is successfully passed to the Charger Daytona SRT, but even if that comes to pass, the legacy of the Challenger will linger.
<h3>2023 Dodge Challenger Shakedown Special Edition </h3>
BODY STYLE: 2 door, 5 seater, full-size coupe
DRIVE METHOD: Front-engine, rear-wheel drive, six-speed manual
ENGINE: 6.4-litre V8 (485 hp / 475 lb-ft.)
FUEL ECONOMY: (Regular 87) 16.7 / 10.4 / 13.9 L / 100 km (city / highway / combined)
CARGO VOLUME: 458.7 litres (16.2 cu ft.) 
PRICE: $62,995 base / $85,670 as tested, incl. freight, excl. taxes and fees
WEBSITE: <a href="http://www.dodge.ca">www.dodge.ca</a>

One last spin in the Dodge Challenger

Mustang front.png

Ford has revamped the Mustang for 2024, gifting it new looks and an interior that’s inching away from the past few kicks at a so-called retro design. Whether one thinks the ’24 Mustang moves the needle enough from last year in terms of styling matters not – after next year, it’ll have the American pony car market all to itself.

Starting the rodeo is a $37,000 Fastback model, equipped with a 2.3L EcoBoost engine. Purists will wail about a four-banger under the hood but one needs to remember this ain’t the 1980s anymore, not with the engine in question belting out 315 horsepower and 350 lb.-ft of torque. Both those numbers vastly eclipse those found in the 5.0L GT most of us coveted in high school – in measure if not in exhaust note. These days, a 10-speed automatic is the only transmission.

Those new-for-’24 LED projector headlamps are found on this pony’s schnoz, along with a lighting signature that’s sure to draw attention at the Barrett-Jackson sale in 2045. Side mirrors have body colour caps, the exhaust tips are bright and the size of sewer cannons, and the LED taillamps retain their too-cool sequential action. Nearly a dozen paint hues are on tap, plus a yaffle of racing stripes and hood/side graphics. We’ll select the tasty Atlas Blue since it looks great and is a $0 option. As a Mustang, it’s also tough to go wrong with the $0 Race Red.

<img class="aligncenter size-full wp-image-177668" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/Mustang-int.jpg" alt="2024 Ford Mustang Ecoboost" width="1024" height="576" />

In the cabin, we find a 12.4-inch digital screen acting as an instrument cluster and a 13.2-inch tablet serving duty as an infotainment centre. At this price, those screens are contained in separate housings, making the place look like an office desk with two monitors. Spendier trims get both screens behind a single housing for a much more cohesive look. The cloth seats are manual (you can claim weight savings, if anyone asks for power adjustments), the climate is single-zone, and the flat-bottom steering wheel is clad in vinyl.

Still, it’s not like this is a stripped-out penalty box. Tilt/telescope steering column action means drivers of all sizes can get comfy at the controls, and that huge infotainment system mentioned above features the type of Track Apps that used to be reserved for the brawny GT. There’s leather on the gear shift knob and the type of driving aids (lane keeping, automatic emergency braking, et al) one expects in a new car these days.

<img class="aligncenter size-full wp-image-177669" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/Mustang-rear.jpg" alt="2024 Ford Mustang Ecoboost" width="1024" height="567" />

What We'd Choose 

Our minds go straight to the $48,500 V8-powered GT, of course. But if prodded to buy the EcoBoost, we’d take a hard look at the $1,400 active valve performance exhaust, if not for the extra racket then for the Remote Rev abilities baked into the car’s keyfob. Note this option requires the selection of another option package costing $2,600 as well.

Less clear cut is the $6,500 2.3L High Performance Package. Even though it brings goodies like better rear-end gearing, summer tires, more bracing, the neato drift stick, and better brakes (just to name a few), marching to that price point almost puts customers behind the wheel of a GT. Decisions, decisions.

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 Ford Mustang

DSC04704 (1)

Journalists have been singing the praises of minivans for eons now. Even through the rise of the SUV, our recommendations for them never faltered and while they haven’t been in fashion for a long time, they are the best choice if you need to move people and cargo

Chrysler was the first to market a minivan here, but the Toyota Sienna quickly became one of the most popular choices. It’s been around for 25 years now, which is hard to believe, and to commemorate the occasion, Toyota has released a limited-run 25th anniversary Sienna.

This special edition van builds on the Sienna XSE AWD trim and adds among other things, special 18-inch wheels with a chrome finish, power-folding mirrors, ventilated front seats, second-row seats with built-in ottomans, LED fog lamps, 12-speaker JBL audio system, and a wireless charging tray. It’s good value at $4650 for the package and includes 25th-anniversary badging on the tailgate and the floor mats, a choice of Windchill Pearl or Celestial Silver paint jobs, and black trim and badging. If you’re a Sienna fan, it’s worth checking out.

<img class="aligncenter size-full wp-image-177652" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/DSC04714.jpg" alt="2023 Toyota Sienna 25th anniversary" width="2048" height="1365" />

Since its redesign in 2021, all Siennas are hybrid-only. The familiar powertrain utilizes a 2.5-L 4-cylinder engine paired with two electric motors for a total output of 245 hp. While some might bemoan the loss of the V6, the hybrid system’s efficiency more than makes up for it.

The Sienna is huge. With a footprint that’s longer and wider than Toyota’s new Grand Highlander, coupled with a minivan’s low floor height, the interior is unsurprisingly cavernous. And the space has been used wisely with all manner of cubbies, shelves, and crevices to throw your stuff in. A handy shelf runs the length of the dashboard and also houses the wireless phone charger. Under the gearshift is a cubby big enough to fit a large bag or in my case, a medium pizza.

Dual power-sliding doors open up to spacious second and third rows. My tester was a seven-passenger version which meant the second row was two captain’s chairs instead of a bench, and because it was a 25th anniversary special, those chairs had built-in ottomans, something you find on high-end luxury vehicles. While the third row can fold flat, the second-row seats do not. They can, however, slide forward and the backrest can be folded in.

<img class="aligncenter size-full wp-image-177658" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/DSC04707-Enhanced-NR.jpg" alt="2023 Toyota Sienna 25th anniversary" width="2048" height="1365" />

<img class="aligncenter size-full wp-image-177656" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/DSC04710-Enhanced-NR.jpg" alt="2023 Toyota Sienna 25th anniversary" width="2048" height="1365" />

Driver and front passenger get large, comfortable thrones on which to perch. Controls are high up and positioned well for easy reach with hard buttons for everything that’s important. USB ports and cup holders are plentiful, and our tester was equipped with a 120V/1500W power outlet so you can plug in your Nespresso machine and skip the Timmies drive-thru line.

In the six days that I had the Sienna in my possession, it helped us move into our new house with an impossible amount of stuff crammed in. It handled multiple trips to Ikea swallowing the largest and heaviest of flat-pack boxes. We hauled old bins to the recycling centre in it and packed it full of lawn equipment. It kept us cool during a particularly hot week and never skipped a beat, all while returning an average of just 6.8L/100 km. That’s compact car efficiency in an all-wheel drive vehicle that’s the same size as a large SUV.

Toyota’s ubiquitous hybrid powertrain makes that remarkable efficiency possible and while it’s not exactly a powerhouse there is enough oomph for the Sienna to get out of its own way. The one issue with this hybrid system, though, is the way it sounds. It’s more backup generator than car engine with a distinctive 4-cycle note and it’s a blemish on an otherwise refined vehicle but still far from a deal breaker. The efficiency and durability of the system far outweigh any aural discomfort.

<img class="aligncenter size-full wp-image-177651" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/DSC04715.jpg" alt="2023 Toyota Sienna 25th anniversary" width="2048" height="1365" />

Driven with a light foot, especially in town, the Sienna will enter EV mode often. On the highway it can coast for short periods using nothing but the stored energy in its battery. Getting over 1000 km of range per tank of fuel is easy.

It isn’t the most dynamic of drivers; look at the Honda Odyssey if that’s what you’re into and it doesn’t have a plug-in hybrid system or second-row seats that can collapse into the floor like the Chrysler Pacifica, but the Sienna is comfortable, holds an enormous amount of stuff and is super efficient without ever having to plug it in.

For a family conveyance, nothing more is required. Your kids will love it, and you’ll love how easy it makes your life. Beach days, shopping sprees, road trips, garage sales, the Sienna is ready.

As an auto journalist, I’m always going to recommend a minivan to a family that wants a “good” vehicle and I also get why that family will go ahead and purchase an SUV instead. But for those who are over SUVs and ready for the ultimate people and cargo carrier, a good minivan like the Toyota Sienna is indispensable.
<h3 class="p1">2023 Toyota Sienna XSE AWD 25th Anniversary Special Edition </h3>
BODY STYLE: 5-door,  7-8 passenger minivan
CONFIGURATION: -Front-engine, all-wheel drive
ENGINE:  2.5-L 4-cylinder + electric motors; Combined power output: 245 hp
TRANSMISSION: eCVT
FUEL ECONOMY : (Regular-grade Gasoline in L/100 km): 6.8 city; 6.6 highway; 6.7 combined
PRICE: $ 56,423 (as-tested)
 Website: <a href="https://www.toyota.ca/toyota/en/">Toyota Canada</a>

2023 Toyota Sienna 25th Anniversary Special Edition Review

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Personal luxury coupes like the 8 Series weren’t very common in the 90s and are even less so today. The original BMW 8 Series sold from 1990 to 1999 was a big, powerful, and luxurious grand touring coupe for customers with deep pockets and a penchant for long-distance driving. When the badge was revived two decades later, the formula remained the same, minus the V12 and pop-up headlights.

The current BMW M850i Coupe has been on sale since 2018 but there just aren’t many on the roads. <a href="https://www.wheels.ca/reviews/2023-porsche-911-carrera-4-gts-review">Porsche 911s</a> are a far more common sight. But for those who can afford it, the 8 Series represents a near-perfect execution of mechanical exuberance and utter comfort. Something that BMW is very, very good at.

<img class="aligncenter size-full wp-image-177581" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/DSC04681-scaled.jpg" alt="2023 BMW M850i xDrive Coupe" width="2560" height="1707" />

The Santorini Blue example parked in my driveway is imposing. It’s long, low, and wide, an exotic combination. If BMW set out to build its own version of the Ford Mustang, they’d end up with this M850i Coupe. The bimmer is bigger and softer, but the long hood and short rear deck with muscular fenders is textbook muscle car.

There’s muscle under the hood too. The 4.4L twin-turbocharged V8 produces an M-car-like 523 hp and 553 lb-ft of torque managed by an 8-speed automatic gearbox. BMW’s rear-biased all-wheel drive system ensures that the front wheels only engage when extra traction is needed, so the M850i is essentially rear-driven most of the time.

<img class="aligncenter size-full wp-image-177580" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/DSC04686.jpg" alt="2023 BMW M850i xDrive Coupe" width="2048" height="1365" />

Inside, the driver-centric dashboard is elegantly styled and offers a good balance of virtual and physical controls including the iDrive controller which continues to be a safer way to interact with all the tech in cars while on the move. Being a range-topping 8-Series, everything is covered in soft-supple leather. Turn the seat heaters on and the armrests warm up too. There’s a wealth of space for you and your lucky passenger. There are rear seats but they should be considered vestigial at best. Perfect for extra luggage. The big front thrones coddle as well as they support, and hours-long stints end in fatigue-free rest stops.

Getting down to business, for me, means selecting the sportiest Sport Plus driving mode. This enables the quickest gear changes, the most sensitive throttle response, and the firmest steering and damping. It also opens up the mufflers letting out all sorts of rude noises.

<img class="aligncenter size-full wp-image-177582" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/DSC04684.jpg" alt="2023 BMW M850i xDrive Coupe" width="2048" height="1365" />

Punch the accelerator and the great big hood of the M850i rises up as it catapults forward like a cigarette boat, emitting a guttural bellow the likes of which could only come from a marriage of brute force and sophisticated engineering. The force-fed V8 is a free-revving jewel of a powerplant with effortless power delivery aided by laser-quick shifts from the ZF 8-speed autobox. It’s enough to launch the M850i to 100 km/h in just 3.7 seconds. With that much power and torque, the bonkers 617-hp M8 just seems unnecessary.

The M850i has pinned down the perfect balance of ride and handling. It’s a big heavy car but 4-wheel steering helps mask its girth in the corners. In Sport Plus mode it's a big playful hooligan. It moves around slightly at speed, a consequence of weighing over 2 tons and the steering doesn’t deliver the clearest of messages to your palms but it’s nicely weighted and you never lose that sense of control. With intense torque delivery lying in wait to mutilate rear tires at a moment’s notice, corner exits require patience before you mash the throttle. The all-wheel drive system will allow some tail-wagging histrionics before the traction nannies slap you on the wrist and bring you back down to earth. The M850i is genuinely fun to drive and with its comfortable ride and huge trunk, it’s a car that’s easy to live with every day.

You also don’t have to crank up all the settings to max to get enjoyment out of the M850i. This is a car that’s just as content crushing miles on the freeway in the Comfort setting as it is storming craggy mountain passes in full attack Sport mode.

<img class="aligncenter size-full wp-image-177571" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/DSC04700.jpg" alt="2023 BMW M850i xDrive Coupe" width="2048" height="1365" />

<img class="aligncenter size-full wp-image-177577" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/DSC04691.jpg" alt="2023 BMW M850i xDrive Coupe" width="2048" height="1365" />

I fully understood the M850i on the open road. From its cosseting seats and an endless reserve of torque at your right foot, to the symphonic delights delivered by the $4900 Bower and Wilkins Diamond Surround Sound system, few cars deliver a grand touring experience this complete without shelling out nearly twice as much on a Bentley or Rolls-Royce.

It’s such a good car, you’d think there’d be more of them kicking around but then you think about what the car is and the small production numbers make sense. While it’s a relative bargain, few can justify garage space for what’s essentially a $137,650 toy. There’s also the Porsche 911 question, which isn’t a grand touring car per se, but one that works just as well for a younger clientele as it does for the well-heeled retirees more likely to thumb the brochure of this M850i.

As an ultimate expression of the best of BMW's worlds of sport and luxury, this M850i is a triumph. Better balanced than the balls-to-the-wall M8 but no less of an event to drive. It's a car that doesn’t really offer much of a business case for bolstering company coffers but it is instead a showcase of BMW’s best bits of the internal combustion era. For those who aren’t interested in a Porsche 911, a BMW M850i remains an excellent choice.
<h3>2023 BMW M850i xDrive Coupe</h3>
BODY STYLE:- 2+2 passenger, 2 door coupe

CONFIGURATION: Front-engine, all-wheel drive

ENGINE: 4.4-L twin-turbocharged V8; Power: 523 hp @5500-6000 rpm; 553 lb-ft @1800-4600 rpm

TRANSMISSION : 8-speed automatic

FUEL ECONOMY: (Premium Gasoline in L/100 km): 14.1 city; 9.9 highway; 12.2 combined

CARGO CAPACITY: 420 litres

PRICE: $ 119,900 (base); $137,650 (as-tested) price does not include taxes and fees.

WEBSITE: <a href="https://www.bmw.ca/en/home.html">BMW Canada</a>

2023 BMW M850i xDrive Coupe Review

2023 MAZDA CX-5 SIGNATURE-main

Rob Beintema is an Auto Journalist for Metroland Media

STEVENS PASS, WA. – It’s early morning, as we swing and swoop along mountain roads through the Cascades. The post-dawn sun peers over the peaks, burning off the last vestiges of ground mist and stabbing shifting rays into dark stands of Douglas Fir and Sitka Spruce, the interplay creating elusive dances of light and shadow.

Hey, something moving in there?

Nah, no sign of Bigfoot, here in his supposed home range. At least, not until we spot Sasquatch statues at Espresso Chalet, our pit stop for Americanos, also a former movie location for “Harry and the Hendersons”.

But rather than search for shadowy signs of cagey cryptids, I pace a slow circle, sip my coffee, and gaze at the very real, very sharply delineated form of our 2023 Mazda CX-5, trimmed in top-of-the-line Signature level and resplendent in a new-for-2023 brilliant shade of Rhodium White Metallic.

Yes, the CX-5 has been around for a while, making its North American debut at the 2012 L.A. Auto Show, but it is still selling strong in second-generation form. The rounded rear quarters may seem less current and edgy than the jagged styling lines of newly minted competitors but the sharp nose and overall minimalist style still resonates. The novelty might have worn off a tad but the Kodo design still catches the eye. And catches customers too, with the CX-5 still the consistent best-seller for Mazda both in Canada and globally, approaching four million worldwide sales.

<img class="aligncenter size-full wp-image-177524" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/2023-MAZDA-CX-5-SIGNATURE-badge-scaled.jpg" alt="2023 Mazda CX-5 Signature" width="2560" height="1846" />

The 2023 CX-5 offers six trim levels ranging from around $31K - $44K. The lineup starts by harnessing a 2.5-litre Skyactiv-G four-cylinder engine, now coming standard with cylinder deactivation, and making 187 hp and 186 lb-ft of torque with a 9.8L/7.9L/100km (city/hwy) fuel economy rating.

Our high-end Signature tester is the only trim to come standard with a turbocharged version of the 2.5-litre four-banger, achieving a stronger power level of 227 hp and 310 lb-ft of torque. Drivers looking for a little extra kick can tweak the output with 93-octane fuel, boosting power to 256 hp and 320 lb-ft of torque.

Both engines come mated to six-speed automatic transmissions and both offer the same 907 kg (2,000 lb) tow rating. But the turbo powertrain, even while adding 63 kg (139 lb) of extra mass to the curb weight rating, bumps up the power-to-weight ratio and seat-of-the-pants performance significantly.

There’s a minor fuel economy penalty to pay for that extra get-up-and-go with a rating of 10.8L/8.7L/100km (city/hwy). But our real-world results, including four-passenger shuttling, came in at a very respectable 8.6L/100km (comb).

All CX-5 models come with G-Vectoring Control Plus and the i-Activ AWD system and, for 2023, Mazda Intelligent Drive Select (Mi-Drive) has been added across the lineup, offering Normal, Off-Road and Sport modes selected through a rocker switch on the console.

A healthy list of engineering and safety features includes all the latest safety nannies and driver aid, and our Signature model tops that list with bigger front brakes to counter the added turbo power, i-Activsense 360 degree View Monitor with front and rear parking sensors, Smart City Brake Support Rear, Traffic Jam Assist and the nagging nanny Driver Attention Alert.

<img class="aligncenter size-full wp-image-177529" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/2023-MAZDA-CX-5-SIGNATURE-interior-scaled.jpg" alt="2023 Mazda CX-5 Signature" width="2560" height="1939" />

Inside, it’s the same premium story for our top-of-the-line Signature model - Cocoa Brown Nappa leather trim on the seats, shifter boot and armrests, Abachi wood on the doors and dash, a black headliner, silver highlights and a rocking 10-speaker Bose Audio system inside a compact but comfortable interior.

Up front are all the expected apps and amenities, with driver info on the 7-inch digital dash and infotainment displayed on a slim 10.25-inch colour display controlled by a command wheel on the console. The whole command wheel idea feels dated and more distracting than a touch screen but, thankfully, the HVAC controls are simple dials and buttons on the dash and, of course, other functions can be accessed through the steering wheel controls.

<img class="aligncenter size-full wp-image-177530" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/2023-MAZDA-CX-5-SIGNATURE-loading-scaled.jpg" alt="2023 Mazda CX-5 Signature" width="2560" height="1861" />

Our trek down the West Coast included a family visit and some shopping trips. Rear seating is doable with some seat adjustment compromise and the middle part of the 40/20/40 second row flops down, in our case to allow the pass-through of a long bird feeder pole, or to open up to cupholders, storage and USB ports.

The Signature’s power liftgate opens to an 871-litre cargo space that expands to 1,680 litres with the second row folded and includes side cubbies, tie downs, underfloor storage bins, second-row seat releases, a 12V outlet, lighting, and a tonneau cover.

Yes, the 2023 CX-5 rounds out as a pretty complete package, especially in fully-outfitted Signature form, and is still competitive in a busy market niche that includes the <a href="https://www.wheels.ca/reviews/2023-honda-cr-v-sport-review">Honda CR-V</a>, <a href="https://www.wheels.ca/reviews/2023-toyota-rav4-hybrid-woodland-review">Toyota RAV4</a>, VW Tiguan, Ford Escape/Bronco Sport, and even Mazda’s own, next-generation <a href="https://www.wheels.ca/reviews/2023-mazda-cx-50-gt-turbo">CX-50</a>.

<img class="aligncenter size-full wp-image-177522" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/2023-MAZDA-CX-5-SIGNATURE-rear-scaled.jpg" alt="2023 Mazda CX-5 Signature" width="2560" height="1920" />

Some have wondered if Mazda’s new CX-50 might be angling to replace the CX-5 but the CX-50’s slightly Subaru-ish, more off-roadish styling shows it positioned for a different market and, with the CX-5’s strong sales record, the two will probably co-exist for now.

New 2024 CX-5 models will appear soon, carrying over unchanged for the most part with an inflationary uptick in pricing (+$700 - $2,900, depending on model) and adding a uniquely coloured Suna model just beneath the Signature level.

And, looking further down the road, Mazda has affirmed that by 2030 all of their vehicles will be electrified in some way, with a new fleet including EVs, hybrids, mild hybrids and PHEVs.

But that’s all in the future. For the present, focusing on the mountain roads and the steering wheel in my hands, it was obvious that, like all Mazda vehicles, the CX-5 felt just a little more dialed-in than other SUVs, combining athletic prowess and near-lux appointments, tracking seamlessly through the esses and hairpin curves and putting a smile on my face with its driver-centric focus, ride and handling.

Yeah, we may not have found Bigfoot in the Cascades but it was plenty interesting enough to rediscover the 2023 Mazda CX-5.
<h3>2023 Mazda CX-5 Signature</h3>
BODY STYLE: four-door five-passenger compact SUV

DRIVE METHOD: 6-speed automatic, all-wheel drive

ENGINE: 2.5-litre Skyactiv-G T four-cylinder (227 hp, 310 lb-ft) (256 hp, 320 lb-ft with 93 octane)

FUEL ECONOMY: 10.8L/8.7L/100km (city/hwy). As tested 8.6L/100km (comb).

CARGO VOLUME: 871 litres, 1,680 litres behind front row.

TOW RATING: 907 kg (2,000 lb)

WEBSITE: mazda.ca

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2023 Mazda CX-5 Signature Review

Large-53602-HyundaiAutoCanadaannouncespricingforall-new2024Kona

Hyundai has been known for ages in this country as the purveyor of vehicles with a solid value play, these days with assists from its wingers “Styling” and “Power”. The Kona stepped into a void left by the Tucson when it got slightly larger a few years ago, providing an alternative for customers shopping in the Elantra price range.

For 2024, the Kona has been significantly revamped, appearing with an alarming new face reminiscent of Robocop’s helmet, at least to those of us with one foot still in the ‘80s. The base trim is still called the Essential on this side of the border, equipped with a 2.0L four-cylinder engine and front-wheel drive, priced at $25,999 before fees. An automatic transmission is the sole choice of gearbox – which really isn’t a gearbox at all since it is of the continuously variable sort. We digress. Horsepower figures remain the same.

The ’24 Kona grows a bit in size compared to its predecessor, stretching an extra 145 mm (5.7 inches) longer and 25 mm (1.0 inch) wider than before. Some of that bounty is said to be shuffled to the rear seat, where passengers in that perch should enjoy better legroom than last year. And, yes – we know it’s a Limited trim in these photos; overall footprint and appearance (and LED lighting signatures!) will be similar, so use yer imagination for now, mmkay?

Alert readers will have noted a price hike, and some of that increase is thanks to snazzy standard equipment which pops up even on the base Essential model. On board is a 12.3-inch touchscreen, one which incorporates a next-generation infotainment system that builds on the generally excellent software currently inhabiting today’s car. It appears we’re getting to the point in base model cars where it’s cheaper for some manufacturers to simply include the biggest infotainment screen on all trims instead of making a smaller one solely for The Cheap Seats. This phenomenon played itself out years ago on the likes of power windows and air conditioning, and we’re glad to see it migrate to infotainment. Thank you, economies of scale.

<img class="aligncenter size-full wp-image-177515" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/Large-53599-HyundaiAutoCanadaannouncespricingforall-new2024Kona.jpg" alt="2024 Hyundai Kona" width="1800" height="1200" />

Hyundai’s Smartsense safety features are also standard across the board, meaning active driving aids such as forward collision assist are part of the deal, as are 17-inch alloy wheels. Back to the infotainment system, we learn that wireless connectivity to Android Auto and Apple CarPlay tools are standard kit as well. It is rumoured that remote start is standard on all trims, though it is unclear if that is a dedicated feature or one provided through the BlueLink over-the-air service which is generally offered as a three-year trial before expiring.

What We'd Choose 

All-wheel drive will be a $2,000 option on the base Essential trim, meaning it still comes in about $500 cheaper than the Preferred trim with front-wheel drive. While full details will be shared closer to the ’24 Kona’s official launch later this year, we’ve learned the Preferred trim will likely gain adaptive cruise control and the brand’s too-cool digital key along with a few other creature comforts.

With that in mind, we’d rather spend an equivalent sum on a Preferred FWD than an Essential AWD – especially since every good Canadian driver budgets for a quality set of winter tires anyway, right? But anyone unconcerned by those few extra features would be smart to sample the Essential FWD and enjoy its healthy list of standard equipment whilst saving about $40 per month compared to the more expensive options.

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: 2024 Hyundai Kona

grandcherokee4xe (8 of 10)

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

The government says that a 2023 Jeep Grand Cherokee 4xe can drive 42 kilometers before you run out of battery and the gas engine needs to kick on. But that's on paved roads. We wanted to know how far the 4xe could go off-road before you needed to break the silence of nature and fire up the four-cylinder.

Jeep's 4xe system puts its electric motor in front of the transmission, and that gives it features other plug-ins don't have. Like low range gearing for rock crawling and even more multiplication of the electric motor's torque. Even before multiplication, the 4xe's electric motor makes 195 lb-ft of torque. Nearly as much as the original Grand Cherokee's iconic 4.0L six could manage. With the 2.0L gas engine running, the figure leaps to 470 lb-ft. Include the crawl ratio and you're suddenly dealing with more than 22,000 lb-ft of torque at the road's surface.

The first part of the test was to find out how far the Grand Cherokee 4xe could go on its 17.3 kWh lithium-ion battery. I set out on some rural back roads with a full charge and planned to drive until the engine turned itself on. In electric mode, the Jeep stays on EV power unless you fully floor the accelerator pedal for a second or two. That gives you extra power when you need it, but it also makes it easy to drive normally (and even briskly) and keep the gas engine off.

<img class="aligncenter size-full wp-image-177487" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/grandcherokee4xe-4-of-10-scaled.jpg" alt="Jeep grand cherokee 4xe" width="2560" height="1707" />

53 minutes and 41 seconds later, the Jeep Grand Cherokee's computer said "that's enough" and fired up the gas engine. I had driven 49.1 km, a useful distance beyond the 42 km official rating. That was with the air conditioning and ventilated seats running, not some extreme self-suffering mileage run.

After a few hours of charging (about two and a half on L2), it was time to head for some forest roads and rocky trails to test out the 4xe's off-road range.

I wasn't expecting anything close to the 49 km I managed on pavement. Off-road driving, especially when you're using 4x4 and not two-wheel drive or even Jeep's automatic 4x4 mode, uses more fuel. In an average gas pickup or SUV, I'd expect to get half the fuel economy I would on the road or worse. Numbers in the 20s or 30s for L/100 km are common.

<img class="aligncenter size-full wp-image-177493" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/grandcherokee4xe-10-of-10-scaled.jpg" alt="Jeep grand cherokee 4xe" width="2560" height="1707" />

To make things a real challenge for the Grand Cherokee 4xe, I didn't just use Rock mode, which forces the engagement of the front axle (Jeep normally disconnects it when not needed). I put the Grand Cherokee into 4Lo for the entirety of my drive and had the air suspension in either max-height Off Road 2 or Off Road 1 settings.

The trail I picked was a mix of off-road conditions. There were stretches of higher-speed driving and stretches where I was crawling at a snail's pace over rocks and other obstacles. There were steep hills in both directions, with the Jeep's on-board off-road dials showing me a steepest grade of 30 percent.

There was no hard-core rock crawling or terrain that required bouncing the Jeep over obstacles. This is a $90,000 Grand Cherokee, not a Wrangler Rubicon. It's aimed at a different audience, so I tried to off-road accordingly.

In electric mode, the 4xe couldn't crawl up those steep hills throttle-free like I would have expected in a 4Lo Wrangler Rubicon, but it was able to drive up them with very little pedal movement. The electric motor and off-road throttle response also gave me excellent control, avoiding tire spin in the loose sand and gravel I was climbing.

<img class="aligncenter size-full wp-image-177485" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/grandcherokee4xe-2-of-10-scaled.jpg" alt="Jeep grand cherokee 4xe off road" width="2560" height="1707" />

&nbsp;

The Grand Cherokee 4xe didn't deliver the near-silent off-road experience I was hoping for, but that's not Jeep's fault. Jeep's choice of pedestrian alert sound is particularly irritating, though it does stop as soon as you reach 30 km/h, but an audible noise is a legal requirement. It scares the birds, but that's better than hitting a pedestrian who can't hear you coming.

What the Jeep did deliver was 16.7 km of comfortable and smooth all-electric off-roading before the gas engine fired up. That's starting from a 95 percent charge, not 100, as it was the highest level the Jeep would maintain in e-save mode and the trailhead wasn't at the end of my driveway. Tack another km onto the figure if you want to be picky.

That might sound short, but it was two hours of driving plus the time I spent with the AC on while taking photos and basking in the peacefulness of the woods. It was enough distance to get to my favourite hidden swimming hole (and back). And as loads of rock crawlers know, it can be easy to spend an entire afternoon on the trail and only cover 5 klicks. It all depends on what you're doing with your off-roader.

<img class="aligncenter size-full wp-image-177488" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/grandcherokee4xe-5-of-10-scaled.jpg" alt="Jeep grand cherokee 4xe" width="2560" height="1707" />

Is 40 percent of the estimated electric range really ok for off-road driving? Thanks to a washed-out bridge I had to repeat the whole trip on gas power, where I saw an indicated 21.9 L/100 km or a bit more than double the fuel I was using on pavement in hybrid mode. So I'd call that a yes.

Of course, the point of a PHEV like the 4xe isn't to save your power for the trail, it's to use less fuel everyday. Thanks to that 45 km range figure I saw, the Grand Cherokee 4xe was able to do all of my week's driving on electric power. I used gas only when I chose to fully test the vehicle, and when this off-road excursion went further than expected. Which was exactly when I needed it.
<h3>2023 Jeep Grand Cherokee 4xe</h3>
BODY STYLE: 5 door, 5-passenger mid-size SUV

CONFIGURATION: Front-engine, four-wheel drive

ENGINES: 2.0-L turbocharged 4-cylinder + electric motor and 17kWh battery: Combined power: 375 hp; Torque: 470 lb-ft

TRANSMISSION: 8-speed automatic

CARGO CAPACITY: 1067-2005 litres

FUEL ECONOMY: 4.2 Le/100 km combined; gas-only: 10.0L/100 km

PRICE: $75,190 (base, including destination); $93,660 (as-tested. Overland trim, $81,995, Velvet Red Pearl $395, Luxury Tech Group IV $2,195, Advanced ProTechGroup III $3,295, Off-Road Group II $1,095, Black Roof, $995, Front Passenger Interactive Display $1,595)

4 by How Far? Jeep Grand Cherokee 4xe Electric Range Tested Off-Road

Large-14067-2022TiguanSELR-Line-OryxWhite

“Go big or go home” urges athletes to go all out in competition, and it’s a motivational expression that applies equally well in business.

The popular credo may have helped Volkswagen understand the North American sport-utility market better after its first small crossover, the Tiguan, failed to make much impact when it landed on our shores in 2009.

The automaker definitely got the “go big” memo when it made the second-generation Tiguan 19 centimetres longer in the wheelbase and almost a foot longer overall for 2018. We received the stretched Tiguan, while Europeans could also buy the smaller, short-wheelbase model.

The new Tig was based on VW’s $8-billion MQB A2 modular platform that underpins several models. It’s big enough to offer optional third-row seats inside the spacey cabin, although the rearmost pair really should only be assigned to kids and/or other pets (the colossal Atlas was introduced to do serious big-family hauling).

<img class="aligncenter size-full wp-image-177453" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/Large-14969-2022Tiguan-scaled.jpg" alt="2022 Volkswagen Tiguan" width="2560" height="1707" />

The Tiguan’s interior is airy and visibility is good to the front and sides thanks to narrow A-pillars, but the view out the back is obstructed by the rear pillars and headrests. The seating is well-shaped and supportive – if a little stiff – and there’s plenty of storage all around. Top-drawer cabin materials and assembly channel Audi, which makes sense since the luxury brand is part of the VW Group.

The generously sized touchscreen up front responds to swiping and pinching motions, and it also works with handy volume and tuning knobs. VW’s Car-Net infotainment system was thoroughly updated for 2018 and came standard with Apple CarPlay and Android Auto. Absent from earlier models, the new Tiguan offered a comprehensive array of driver aids, such as blind-spot monitoring and automatic emergency braking, standard on all Tigs except the base model.

A new engine motivates the Tiguan, working through a conventional eight-speed automatic transmission and VW’s 4Motion all-wheel-drive system (base models get by with front-wheel drive). The powerplant is a 2.0-litre turbocharged four-cylinder like the previous one but with fewer horses on tap, presumably out of a concern for fuel efficiency. It lost 16 horsepower, reduced to 184 hp, but gained 14 lb-ft of torque to 221 lb-ft, a trade-off that did not escape the notice of some buyers.

“The car hesitates very badly. At times, with the gas pedal to the floor, the car does nothing for 2-3 seconds, and then very sluggishly starts to move forward,” one owner posted online. Auto reviewers complained that turbo lag, combined with the transmission’s reluctance to downshift, makes the Tiguan feel pretty lethargic: 0 to 97 km/h took a sleepy 9.1 seconds. Another owner blamed the Tig’s unseemly weight gain.

“This engine belongs in a Jetta, not a 3,900-pound SUV. The miles per gallon are terrible. I manage to get around 25 mpg (11 litres/100 km),” one driver divulged online. Reference to the crossover’s heftiness is no exaggeration; critics noted that the redesigned Tiguan added 330 pounds (150 kg), making it a whopping 578 pounds (262 kg) heavier than a comparable Honda CR-V.

The Tiguan is decent enough to drive in the curves, although its electric power-steering system lacks on-centre feel at the wheel and fails to build proper weight with speed. Soft springs allow the compact crossover to pitch and roll through turns, belying the Tig’s German breeding.

Still, it’s comfortable over long distances and it’s certainly quiet enough at supra-highway speeds. In U.S. government (NHTSA) crash testing, the Tiguan earned five stars in overall and side crash tests, and four stars in frontal collision and rollover tests.

Not much changed until the 2022 model year, when the Tiguan earned some exterior styling tweaks, new interior detailing and technology, and expanded availability of driver-assist systems to match the competition. The drivetrain remains unaltered over the six years it’s been sold here, although the front-drive model has been dropped. The third-generation Tig is set to be released sometime in 2024.

<img class="aligncenter size-full wp-image-177454" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/Large-14975-2022Tiguan-scaled.jpg" alt="2022 Volkswagen Tiguan" width="2560" height="1706" />

WHAT OWNERS REPORT

The Tiguan’s appealing European styling, generous interior and large cargo area found plenty of buyers in Canada, effectively erasing memories of the too-small Tig that came before it. Owners have a few gripes, though, pointing to the optional third-row seating that’s more obstructive than helpful, and the awkward hesitancy the engine and transmission may exhibit, especially when starting from a standstill.

A big part of the story is the Tiguan’s dependability – a key factor when buying a used example without the benefit of a warranty. Unfortunately, there are significant mechanical issues to be aware of when shopping for the made-in-Mexico crossover.

First and foremost, the updated 2.0-L turbo engine can burn oil at a higher rate than what’s considered normal. The previous 2.0T engine consumed oil at a voracious rate in some instances, and it seems that Volkswagen engineers have not entirely solved the problem.

“VW considers it acceptable for their cars to burn through a quart (litre) of oil every 1,000 miles. This is not okay and not normal,” wrote a Tiguan owner in a post. On this point Consumer Reports doesn’t mince words, advising that any engine that burns oil between oil changes should be repaired under the powertrain warranty.

Some owners have reported a lit Electronic Power Control (EPC) warning lamp, indicating a problem with the throttle system, which could include the fuel-injection throttle body, traction control, cruise control or other systems. The EPC light is sometimes accompanied by limited power and acceleration. Cylinder misfires may be related to faulty fuel injectors or wiring harnesses.

The popular panoramic sunroof has a known problem with its drainage tubes that siphon rainwater away from the roof assembly. Leaking drains can drip into the interior, soaking the upholstery. One owner warned that the water can infiltrate the electronics and cause multiple issues, such as ABS/electronic stabilization control faults. A few owners have had the entire sunroof replaced.

That’s not the only structural issue. The B-pillar on both sides may rattle, owners say, an irritation that’s noted in a VW technical service bulletin. The TSB reportedly states that the problem is caused by the airbag modules rubbing on the metal frame and body.

Other mechanical glitches include malfunctioning power door locks, weak headlamps, leaking engine fluids, emergency brake assist that may stop the car at random, and overhead consoles that detach from the ceiling.

Overall the Tiguan is a stylish, competent compact crossover that’s an attractive alternative to the legions of Japanese and Korean crossovers dominating the Canadian market. But high-mileage examples will have no warranty, which means buyers have to budget for future repairs – and German parts are expensive (one owner cited the cost of an LED headlamp at $1,700).

Go big, but keep your eyes open.
<h3>2018-2023 Volkswagen Tiguan</h3>
BODY STYLE: 5- or 7-passenger compact crossover SUV

DRIVE METHOD: Front- or all-wheel drive; 8-speed automatic transmission

ENGINE: 2.0-L turbocharged four-cylinder (184 hp, 221 lb-ft)

FUEL ECONOMY: (Regular) 10.6/8.0/9.4 L/100 km city/highway/combined

CARGO VOLUME: 934 litres (33 cu ft)

TOW RATING: 680 kg (1,500 lbs)

PRICE: $26,000 (2018); $39,000 (2022)

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