2022 Archives - Page 2 of 2

Nissan’s redesigned 2022 Frontier will cause instant memory loss for the outgoing model

2022 Nissan Frontier Pro-4X — Never before has a mid-size truck needed an update more than today’s Frontier, but this new 2022 model should make up for lost time.

What’s the oldest production vehicle currently for sale in Canada? The only reason you might not have immediately thought of Nissan’s Frontier pickup truck, is because it’s been so long since the Japanese brand has advertised it. After all, the mid-size model has hardly changed since it was significantly made over 16 years ago, but even that mid-cycle refresh was based on a truck that dated back to 1997. Yah, today’s second-generation Frontier is from the last century, a shocking 24 years old under the skin.

Time for a redesign? Just a bit, but thankfully Nissan will make its all-new third-gen Frontier available for sale later this year, and by first impressions it should cause a splash in the market. To be fair to Nissan, at least it didn’t walk away from the compact/mid-size truck market altogether like Dodge (Ram) did a decade ago when it dropped its Dakota.

The domestic brand (having changed its truck division’s name to Ram well before finding itself under the ownership of Stellantis, a new entity that combines Fiat Chrysler with the PSA Groupe) is reportedly looking to return to this segment like Ford did with its upsized Ranger a few years back (the old compact Ranger was discontinued in 2011), while the Chevrolet/GMC Colorado/Canyon twins only suffered from a two-or-so year hiatus between first and second generations. A new Dakota should make sense, especially when considering how well the automaker has done with its Jeep Gladiator, a pickup truck version of the iconic brand’s Wrangler SUV.

Toyota’s Tacoma has long led this class for sales and ownership loyalty, despite what segment-upstart Honda has attempted with its unibody Ridgeline alternative, while Hyundai and Ford will soon try to show there’s still life left in the smaller compact pickup category with their respective Santa Cruz and Maverick models.

Yes, Nissan will have plenty of challengers to go up against when its new Frontier arrives for the 2022 model year, but from what we can see it looks like this truck will be a serious contender right out of the gate. It gets a more angular design that pays a bit of homage to the brand’s old Hardbody pickups of the 1980s and 1990s, but we think the new styling shows more respect to the full-size Titan, particularly its front door window cutouts, which, similar to the Ford F-150, are kinked to help with visibility.

The new Frontier also appears influenced by the aforementioned Canyon, at least before GMC said so long to its arguably more attractive rectangular grille. Any resemblance to the domestic truck shouldn’t be a problem for Nissan enthusiasts, mind you, because the new Frontier looks unique enough, comes across as tough and rugged, plus it shows off plenty of state-of-the-art LED lighting elements.

Modernity in mind, the old Frontier’s interior stays firmly in the past, with Nissan hardly even pulling forward any nods to yesteryear for posterity’s sake. We think is a smart move, because the brand needs to show that this truck has been totally reengineered. Now it looks so refined that Nissan should truly be drawing up a new Xterra to share its underpinnings, especially considering how hot the 4×4-capable SUV market is right now.

Nissan replaces the old model’s rounded dash with a chunkier, blockier design that should go over well with fans of industrial tools. This said everything flows together nicely, in a tastefully conservative way. Details include stitched and padded pliable synthetic bolstering ahead of the front passenger, plus a similar soft-touch application added to the grip-like sides of the lower centre console. We’re guessing the truck shown is a Pro-4X, due to its attractive orangey-red highlights and nicer than expected refinement, so we’ll wait to see how other trims are finished before making any judgements.

Despite this being near top-of-the-line, the primary gauge cluster is mostly analogue, but it incorporates a big colour multi-information display in the middle, de rigueur these days, which will no doubt come filled of useful functions, while a reasonably large standard 8.0-inch touchscreen is placed at the top of the centre stack. It includes Apple CarPlay and Android Auto smartphone integration, plus all of the other expected functions in base form, including a reverse camera. According to Nissan, the Frontier is available with a 360-degree Around View parking camera in upper trims, viewable via an even bigger 9.0-inch touchscreen. Additionally, wireless device charging (albeit without wireless CarPlay) will be an option too, as will a nine-speaker Fender audio system when choosing the Pro-4X.

The Pro-4X is the Frontier’s most capable off-road trim, by the way, and therefore also gets special Bilstein shock absorbers and underfloor skid plates that cover the transmission and fuel tank, while sharp looking red tow hooks are added to the front bumper, and an orangey-red version of Nissan’s new badge gets added to the front, rear and interior.

The 2020 model Frontier (there wasn’t a 2021 model) came in S, SV and Pro-4X trims (and can be had with zero-percent financing right now), plus a Midnight Edition that has yet to be offered for the 2022 model year. A sporty Nismo edition is reported on the way, but for the time being three main trims get the nod. What’s more, Canada gets a simplified lineup that discontinues two-wheel drive variants, other than a fleet-only base King Cab S work truck.

Yes, both King Cab and Crew Cab variants will make a return for 2022, with the former available across the whole model range, and the latter only found in base S trim. Still, a Canadian-spec Frontier can be had in Pro-4X trim with the smaller King Cab, which isn’t available south of the border (or north if you live in Windsor).

The King Cab features a six-foot bed as it always has, leaving the shorter five-foot bed for the Crew Cab, other than with the long-wheelbase SV model, which increases the truck’s wheelbase from 3,200 mm (126 in) to 3,550 mm (140 in).

The US-specification Frontier received a new 3.8-litre V6 and nine-speed automatic a couple of years ago, but our version soldiered on as is. Now our 2022 Frontier gets the upgraded engine, which makes 310 hp and 280 lb-ft of torque. It should be powerful enough off the line, plenty potent for highway passing, and particularly good when off-road, making our team excited to get behind the wheel for a full road and trail test.

Hitting the trail in mind, every Frontier sold to retail customers includes Nissan’s part-time shift-on-the-fly 4WD, which provides 2WD, 4HI and 4LO modes, connecting through to an electronically-controlled transfer case. Other features include hill start assist and hill descent control, while Pro-4X models get an electronic locking differential.

Canadian-market Frontiers receive a maximum tow rating of 2,944 kilos (6,500 lbs), which isn’t quite as good as the best possible 3,408-kilogram (7,500-lb) US-spec rating, due to their two-wheel drive model that’s once again not offered here. Just the same, the Frontier’s four-wheel drive tow rating is competitive at 2,268 kg (5,000 lbs).

Also competitive, Nissan will provide all Frontier trims with its suite of Safety Shield 360 advanced driving assistive technologies in Canada, which include automatic emergency braking with pedestrian detection, blind-spot warning, lane departure warning, rear cross-traffic alert with automatic-braking, high beam assistance, and adaptive cruise control.

Look for the new 2022 Frontier to show up this summer, with pricing and trim details to land just ahead of arrival.

Story credits: Trevor Hofmann

Photo credits: Nissan

CarCostCanada

Lexus reveals sensational 472 hp IS 500 F Sport Performance super sedan

2022 Lexus IS 500 F Sport Performance — The new 2022 IS 500 F Sport Performance promises serious get-up-and-go thanks to a 500-hp V8.

If you were looking for some edgy styling updates to go along with the new 2022 IS 500 F Sport Performance model’s 472-horsepower V8 engine upgrade, this probably isn’t going to be your next ride. Unless Lexus decides to push out an even more aggressive IS F trim before an all-new model arrives in a couple of years, this IS 500 F Sport is the brand’s new four-door muscle car now that the mid-size GS F (and the entire GS line) has departed.

As it is, Lexus refreshed the entire IS line for 2021, and therefore sees no need to bulk up the elegant compact luxury model’s bodywork with extra scoops, whale-tail wings, or any other types of go-fast add-ons to attract more buyers, although they did slightly widen the fenders. Thus, this only marginally muscled up saloon might be the best new sleeper on the strip.

The sharply angled four-door wears a broadened version of Lexus’ now fully acceptable spindle grille, fully blackened out of course, its corners complete with a revised set of multi-lens LED headlamps that don’t dazzle with as much bright metalwork within either. The lower front fascia is deep and divided too, with nice black vertical brake vents to each side (or at least they look like brake vents), while the hood overtop gets a fabulous dome at centre to make way for the 5.0-litre V8 stuffed below.

All IS trims received the same body sculpting down the sides, extended fenders aside, with even the two-tone mirror housings identical to those found on lesser models. Likewise, for the rear end’s UX-inspired LED taillights, which feature a narrow reflector strip visually tying them together. A subtle spoiler hovers over top, and again it’s no different than what you’d find on a regular IS, while the diffuser-infused lower bumper cap is only a departure because of the extra two vertically stacked exhaust tips poking through.

As it is, the IS 300 and IS 350 are already the sportiest Lexus sedans available, so they were mostly de-chromed before this IS 500 arrived. In fact, some 2021 trims are even darker due to grey-painted alloys, the V8-powered model’s 10-spoke, 19-inch Enkei lightweight wheels finished in glittering metal, just like the chromed “L” badges at each end and aforementioned exhaust pipes. The IS 500’s most obvious differentiators are darkened side window trim bits instead of Lexus’ usual polished nickel.

All of the interior changes are from the usual F Sport order sheet too, including black “F SPORT” insignias on the door sill plates and steering wheel, the latter which is heatable and leather-clad, of course, while the metal gas pedal, brake pedal and dead pedal have been upgraded to F Sport specifications too. The startup animation in the mostly-digital gauge cluster’s multi-information display is special to the IS 500, mind you, and serves as a quick reminder of the menacing power available at from a little right foot application.

Along with its 472 horsepower, Lexus’ big V8 puts 395 lb-ft of torque down to the rear wheels, which is almost as much output as found in the gorgeous LC 500 sports coupe and convertible, this IS version actually increasing horsepower by a single digit while dropping a mere three lb-ft of twist. Either way it represents a serious improvement over the next-best IS 350 that only sends 311 horsepower and 280-lb-ft of torque to the ground below. Even the mighty 2014 IS F, as impressive as that super sedan was for its time, wouldn’t be able to compete at 416 horsepower and 371 lb-ft of torque. Of note, the only major change other than widening the front fenders was the need to move the radiator forward to accommodate the larger engine.

If you’re shopping in this category, a handful of challengers are worth mentioning, including the Alfa Romeo Giulia Quadrifoglio that puts out a mind-blowing 505 horsepower and 443 lb-ft of torque; the BMW M3 that pretty well created this super-fast sedan segment and still offers up competitive performance thanks to a 473-horsepower turbo-six in base form or 503-hp Competition trim; the Mercedes-AMG tuned C-Class that comes in 385-hp AMG C 43 form, 469-hp AMG C 63 guise, and lastly with 503-hp AMG C 63 S tuning.

Unfortunately, Audi doesn’t offer an RS version of its directly competitive compact luxury sedan, but four-ringed buyers can option up from the 349-hp S4 to similarly sized RS 5 Sportback that makes 444 hp (the A5 Sportback is Audi’s version of BMW’s 4 Series Grand Coupe (none are available for 2021), albeit the Bavarians don’t provide an M version of what is arguably their prettiest four-door). Additionally, Cadillac is set to enter this category with its new 2022 CT4-V Blackwing, which gets a standard manual gearbox, rear-wheel drive, and 472-horsepower worth of twin-turbo V6.

A few honourable mentions include the Volvo S60 Polestar Engineered model that puts out 415 hp from a turbocharged, supercharged and plug-in-hybridized four-cylinder (and can also be had in V60 wagon form); and the Infiniti Q50 Red Sport 400 that puts out 400 hp, as its name implies. This story would be incomplete without noting the top-tier Tesla Model 3, which is good for 480 electrified horsepower, plus 471 lb-ft of instantaneous torque.

As noted earlier, the IS 500 pushes all of power down to the rear wheels through the same swift-shifting eight-speed Sport Direct automatic transmission as used in the model’s V6-powered rear-drive IS models. It also features Custom, Sport S and Sport S+ engine and transmission mode settings, with the latter adjusting EPS steering assist and shock damping force as well. The end result of a good driver utilizing the most sport-oriented settings is 4.6 seconds from zero to 100 km/h, no doubt accompanied by “ferocious” sounds from the four tailpipes that “perfectly amplify the new V8 engine,” or so said Lexus in a press release.

Bridling all that power is Lexus’ standard Dynamic Handling Package, which also underpins the US-specification IS 350 RWD F Sport (AWD is standard north of the 49th). The upgrade boasts an Adaptive Variable suspension setup featuring Yamaha rear performance shocks plus a Torsen limited-slip differential, while the IS 500’s standard braking system is improved with two-piece 14-inch aluminum rotors up front and 12.7-inch discs in the rear, while special cooling ducts help to enhance performance at the limit. Despite the upgraded equipment and larger engine, the new IS 500 only adds five kilos to the IS 350 AWD F Sport’s curb weight, mostly because of its rear-drive layout, the V8-powered model hitting the scale at 1,765 kilograms.

The 2022 IS 500 F Sport Performance is set to arrive this fall in North American markets only. Pricing and other details will drop closer to launch date, but if you can’t wait for a new car and are ok with the current model’s turbo-four and V6 alternatives, take note that 2021 examples can be had with factory leasing and financing rates from only 2.8 percent, while CarCostCanada members are saving an average of $3,500 by knowing the dealer invoice price before going in to negotiate. CarCostCanada also informs its members about manufacturer rebates when available, so find out how a CarCostCanada membership can save you thousands off of your next new vehicle, plus be sure to download the free CarCostCanada app from the Apple Store or Google Play Store.

Story credits: Trevor Hofmann

Photo credits: Lexus

CarCostCanada

Incredible 911 GT3 gets more power, improved handling and fabulous new styling

2022 Porsche 911 GT3 — If you see this car approaching from behind, best to get out of the way unless you’re driving a 911 GT2.

Were you expecting a wallflower? The new 2022 GT3 won’t have any issues standing out in a crowd, albeit not as sensationally supercar-like as the now discontinued GT2 (don’t worry, a new one is on the way). Let’s just agree that no one will mistake it for a run-of-the-mill 911 Carrera.

Porsche recently revealed the latest version of what many Porsche purists deem the ultimate 911, and of course the updated model has been getting its fair share of attention. When peering at it from your rearview mirror, a new dual vented carbon-fibre hood lets you know to move over and give it room to get by, at which point you’ll almost immediately get a glimpse of the new model’s massive swan-neck carbon-fibre rear wing and CFRP diffuser. In their default settings, the GT3’s aerodynamic add-ons improve downforce by 50 percent over a regular 911 coupe, but with a few adjustments you can get up to 150 percent more downforce when running at 200 km/h.

All of that speed comes via the same 4.0-litre horizontally opposed six-cylinder engine as the previous model, albeit making 10 ponies more for a considerable 502 horsepower, whereas its 346 lb-ft of torque remains unchanged. Possibly the best part of the GT3 story is that all that power comes without a turbocharger, making this model the only naturally aspirated 911 available.

Instead, size matters more, the GT3’s flat-six a full litre larger than the twin-turbo Carrera’s boxer, while some pretty fancy tech goes along for the ride, including six throttle butterflies for that just-noted 10-horsepower bump, plus an ultra-lofty rev limit of 9,000 rpm. That’s out of this world for a flat engine configuration, by the way, this layout normally strongest at the low end, but not designed for whirring away at stratospheric levels.

What’s more, the engine’s natural aspiration isn’t the GT3’s only unique differentiator amongst 911 models. Even more noticeable when driving is the manual model’s six-speed gearbox, compared to the majority of 911s that sport a seven-speed manual. Just like with all 911s, GT3 owners can opt for a seven-speed dual-clutch automated PDK gearbox with paddles, but it won’t cost you a penny more. Also relevant, the GT3’s PDK isn’t specifically related to new version introduced for all other (992 series) 911s, but instead comes from the old 2019 GT3, the reasoning behind its use being an 18-kilo drop in mass and extremely fast input response.

The six-speed manual isn’t new either, but gets shared with the fabulous 718 Spyder and 718 Cayman GT4. This gearbox is lightweight, features rev-matching to make non-pro drivers sound like the real deal, and is commonly praised for its smooth actuation. The six-speed manual is in fact so good that 68.7 percent of past Canadian GT3 buyers chose it over the PDK. This probably says more for the types of performance enthusiasts that choose the GT3 over other 911 models too, that person more appreciative of the art of driving over ease of use and/or sheer straight-line performance. As is always the case, the PDK is faster off the line than the manual, the GT3 with the autobox requiring a mere 3.4 seconds from zero to 100 km/h, with 200 km/h needing just 10.8 seconds.

No matter the transmission choice, the GT3 comes standard with a wholly new double-wishbone front suspension design. The new front suspension was developed by Porsche’s sports car racing team for the Le Mans-winning 911 RSR, with the GT3 being its first application in a 911 production car. It allows for a more rigid spring setup with more camber stiffness, which better isolates the shocks from transverse forces that could otherwise upset forward momentum amid shifting mass. Overall, Porsche promises better handling.

Also upgraded, the GT3’s five-arm rear suspension now includes additional ball joints for the lower wishbones, plus spherical bushings and unique dampers. Porsche says it makes the new GT3 is a better track car, but this should also translate into a better daily driver, whether your commute is urban or on a curving rural road.

Additionally, the more responsive suspension setup comes mated to standard rear-wheel steering that make them rotate up to two degrees in the same or opposite direction, depending on whether the objective is high-speed stability or easing low-speed parking manoeuvres.

To scrub off speed from the former, the outgoing GT3’s already sizeable 380 mm front brake discs grow to 408 mm too, while weighing a significant 17-percent less. As for doing better with low-speed situations, such as rolling over big speed bumps or climbing steep driveways, Porsche has included a front axle lift system to keep the gorgeous carbon fibre front lip spoiler from dragging on the pavement.

That lip spoiler, as well as the new hood, the massive wing and the rear spoiler already mentioned, are not the only exterior features produced from carbon fibre reinforced plastic, incidentally. Yet more CFRP body panels include the rear fenders and, optionally, the roof.

“Road-approved circuit rubber” is also available, while GT3 buyers can add a rear roll cage too, by opting for the Clubsport package (not available in all markets). The all-new battery requires no extra investment, however. It hits the scales after a 10-kilo diet compared to the one used in the old GT3, with all of the new model’s weight-saving improvements and increased engine performance adding up to a superb 2.8 kg/PS power-to-weight ratio.

Deleting the rear wing can eliminate even more weight, but I can’t see this being a popular choice unless planning to install an even larger one. Still, it’s possible more conservative buyers find it a bit much for everyday driving, so Porsche has provided the option to trade it for the regular 911’s power-adjustable spoiler via a Touring package.

As for GT3 interior upgrades, they continue to include plenty of Alcantara psuede on the steering wheel rim, sport seats, and elsewhere, plus Porsche’s usual “GT3” branding.

The new 2022 GT3 is now available to order, with first deliveries expected in the fall of this year.

The new 911 GT3: Time is Precious (2:35):

The New 911 GT3 at the Nürburgring (1:33):

The New 911 GT3: Onboard at the Nordschleife (7:33):

Story credits: Trevor Hofmann

Photo credits: Porsche

CarCostCanada

Infiniti gets sporty with all-new QX55 crossover coupe

2022 Infiniti QX55 — Good looking QX55 should bring more buyers to Infiniti and enhance its brand image.

We can never say Infiniti is following the crowd by introducing its new QX55 crossover coupe. After all, the Japanese luxury brand helped define this niche market segment way back in 2002 when they unveiled the mid-size V6- and V8-powered FX35 and FX45. That strong-performing SUV would eventually transform into the even more dramatic QX70, and sadly be discontinued after the 2017 model year. It remains a great used buy for those wanting a true coupe-like “sport” utility featuring elegant finishings inside.

Infiniti is now re-entering the SUV coupe-style sector for 2022 with the QX55, and being that it rides on the Japanese luxury brand’s top-selling QX50 compact crossover, and therefore priced lower than the QX70 was, it should find more buyers.

The new QX55 is for those who want something a bit sportier than the QX50, but more practical than the Q50 sedan or Q60 sports coupe. Sure, rear passengers need to give up a little headroom, while its cargo compartment is slightly smaller, but nothing in life is without compromise, and the QX55 delivers big in many other ways.

To be clear, the QX55 loses 134 litres of cargo capacity when compared to the QX50, which leaves 761 litres compared to 895. Sliding the rear seats forward can increase dedicated luggage space, but this versatility is unoptimized by less-than-ideal 60/40-split rear seatbacks, compared to European competitors that provide the more convenient 40/20/40 rear seat split that allows longer items, like skis, to be laid down the middle while two rear passengers enjoy the more comfortable rear window seats.

Those competitors include a few well-proven contenders, such as the BMW X4 that started the entire compact SUV coupe segment off in 2014. It was followed in 2018 by Mercedes’ GLC Coupe, while the Audi Q5 Sportback is entirely new for 2021. Now Infiniti hits the market as the first non-German luxury brand to offer an SUV coupe.

To be fair, some compact luxury rivals look similarly swank, including the Alfa Romeo Stelvio, Jaguar F-Pace, Range Rover Velar, Porsche Macan and Tesla Model Y, so they could very well vie for SUV coupe-like contention, but being the only compact models offered by their respective luxury brands, and providing similar passenger and cargo volumes to their more conventional category challengers, we’ll leave them off the list. They deserve honourable mentions, however, as does Genesis’ soon-to-arrive GV70.

The new QX55 can arguably be called the most attractive crossover in Infiniti’s shrinking SUV lineup (after they cancelled the QX70 they also nixed the subcompact QX30). It offers up a sizeable interpretation of Infiniti’s stylish double-arched grille, a standard set of slim LED headlamps, which Infiniti says “mimic the human eye,” plus gloss-black fog light bezels that look similar to brake cooling ducts. The look is imposing, yet classy.

Continuing rearward, dwn the QX55’s curvaceous side surfaces and arching roofline flow into a short rear deck lid, the latter said to be a “fresh interpretation of the FX silhouette” by Infiniti. It combines for a neat and tidy hind end, highlighted by “piano key” style tail lamps boasting 45 separate LEDs for quite the dazzling display after hours.

Black cladding trims off the SUV’s lower extremities, of course, running from the front wheel arches backward, sweeping upwards when reaching the rear bumper in order to outline a body-colour diffuser-style panel packed full of chromed rectangular exhaust pipes. It’s a handsome design that should be popular with those wanting something slightly more daring from a brand known to be more dependable than its European competitors.

Behind its elegant grille is the same variable-compression 2.0-litre turbocharged four-cylinder engine found in the QX50, in which it makes 268 horsepower and 280 lb-ft of torque. It’s conjoined to a continuously variable transmission (CVT) with steering wheel paddles, which while efficient and reliable, is rarely a performance fan’s first choice. Canadian examples feature standard AWD, while its fuel economy is slightly lower than the QX50’s at a claimed rating of 10.5 L/100km city, 8.3 highway and 9.5 combined.

Like the engine and drivetrain, the QX55’s cabin hardly deviates from its more conventionally shaped sibling, other than the top-tier Sensory model’s lack of quilted leather upholstery. Seeming to be trying for a sportier theme, this model gets optional two-tone Monaco Red and Graphite black detailing, joined by additional red accents on the centre stack and lower console, which truly highlights the unique shape of this technology-filled cabin divider. Additionally, this swath of bright colouring gets offset by dark grey, open-pore wood trim on the dash and door panels, while these pieces butt up against satin-finish aluminum trim that combines with yet more nicely finished metal throughout the cabin.

The Japanese brand’s InTouch 8.0- (upper) and 7.0-inch (lower) dual digital displays are once again front and centre, which is a sharp contrast to most premium rivals that house their main screens like upright fixed tablets on the dash top. This choice allows for touch capacitive use along with most peoples’ preferred smartphone-style tap, swipe and pinch finger gestures, while redundant controls are located on the steering wheel spokes. The QX55 will come standard with all expected infotainment functions too, such as Android Auto, Apple CarPlay, and 4G LTE wi-fi connectivity for up to seven devices.

The QX55 just went on sale with three available trim levels. The first is Luxe, which at $51,995 plus freight and fees includes standard AWD, 20-inch alloys, leatherette upholstery, dark aluminum interior trim, heated front seats, a powered glass sunroof, active noise cancellation, and a bevy of advanced driver assistive systems like predictive forward collision warning, forward emergency braking with pedestrian detection, automatic rear braking, blind spot warning, lane departure warning, rear cross-traffic alert, and automatic high beams.

Upgrade to $56,998 Essential ProAssist trim and you’ll get adaptive front LED headlights, an overhead surround parking camera with moving object detection, adaptive cruise control, distance control assist, blind spot intervention, and lane departure prevention, while additional features include InTouch navigation, a Bose audio system with 16 speakers, and leather upholstery.

As mentioned earlier, Sensory is the top-line trim in the QX55 hierarchy, which at $60,998 features plusher semi-aniline leather upholstery, the previously noted open-pore maple wood accents, three-zone auto HVAC, ambient cabin lighting, and a motion-activated liftgate, while this model’s tech systems are further improved with a head-up display, traffic sign recognition, full speed range and hold capabilities for the adaptive cruise control, ProPilot Assist semi-self-driving with steering assist, and finally, Infiniti’s exclusive drive-by-wire Direct Adaptive Steering system.

Infiniti’s new crossover luxury coupe faces some serious competitors, mostly because its brand name doesn’t provide the same premium cachet as more established marques like Audi, BMW and Mercedes-Benz. Nevertheless, the QX55 provides impressive good looks, similar levels of luxury, competitive technology and strong performance, while the new QX55’s value proposition should be a deal-maker for those concerned about their monthly payments.

Saving money in mind, Infiniti is already offering up to $1,500 in additional incentives for the new QX55, as seen on our pricing page, where you can choose one of its three trims and configure it to your liking. Find out how you can save thousands when buying your next vehicle by becoming a CarCostCanada member, and be sure to download our free CarCostCanada app as well, so you can get info on the latest factory rebates, newest manufacturer financing and leasing deals, and dealer invoice pricing that will make negotiating your best deal ultra-easy.

Story credits: Trevor Hofmann

Photo credits: Infiniti

CarCostCanada

Chevy adds a new EUV crossover model to 2022 Bolt line

2022 Chevrolet Bolt EUV — Chevy new Bolt EUV adds more SUV-like presence along with extra rear legroom when compared to the regular redesigned Bolt EV.

Chevy has updated its Bolt EV plug-in electric car for 2022, and along with subtly reworked styling, a revised interior and more tech, the bowtie brand will add a second crossover-style variant dubbed EUV, to make the model appeal to more would-be buyers.

The Bolt EV is positioned within the subcompact hatchback segment, with a focus on practical four- to five-passenger capability and flexible cargo hauling utility, plus highly efficient, zero-emissions, battery-powered mobility. Despite all of this clean, green and easy-to-live-with pragmatism, today’s Bolt is actually a great deal more fun to drive than most would imagine before stepping inside, thanks to more than ample torque from its potent electric motor.

2022 Chevrolet Bolt EV — The revised 2022 Bolt EV loses its roof rails, but gains more distinctive styling up front.

In an interesting move, the outgoing Bolt will lose its roof rails as the new EUV takes over the SUV-style family role, or at least the version shown in GM’s press photos shows a clean roof without any rooftop load carrying capability. The original Bolt not only included a set of roof rails, but also featured a slightly taller ride height and black body cladding around its lower extremities, all in crossover-like fashion. The new 2022 Bolt will carry forward with the latter conventions, while the EUV’s roof rails are more prominent and (at least in the trim level shown in photos) black, adding to its SUV-like presence.

What’s more, the new Bolt EUV adds length, width and height over the regular model, now measuring 161 mm (6.3 in) more from nose to tail, 5 mm (0.2 in) extra from side-to-side, with 10 mm (0.4 in) of additional track, plus 5 mm (0.2 in) add from the base of its tires to the top of its just-noted roof rack. Most importantly, its extended length results in 75 mm (3 in) of extra wheelbase, allowing the EUV to increase rear legroom by 78 mm (3.1 in), but strangely the larger model’s cargo volume decreases slightly, from 470 litres (15.6 cu ft) behind the rear seats and 1,614 litres (57.0 cu ft) when folded down, to a respective 462 and 1,611 litres (16.3 and 56.9 cu ft).

Odd yet again, despite the EUV increased height, its headroom drops by 0.2 mm (0.1 in) front to rear, plus it forgoes another 24 mm (0.9 in) in front when the optional glass sunroof is chosen. Second-row shoulder room is reduced slightly as well, but hip room grows by a similarly hair-like measurement yet shrinks a bit more in back, thus the upgrade to a larger EUV seems to only benefit rear passenger legroom, which was an issue that has reportedly caused complaints from first-generation Bolt owners. On the positive, the EUV’s curb weight only increases by 41 kg (90 lbs).

The extra poundage probably won’t be felt by EUV buyers, however, being that both Bolts will continue to zip along faster than anything else in their subcompact categories. This in mind, plus factoring in the regular Bolt’s exemplary 417 km (259 miles) range, caused no reason for Chevrolet to improve the power unit, although the same battery/motor setup in the EUV reduces range by about 15 km (9 miles) to 402 km (250 miles).

The powertrain in question is GM’s permanent magnetic electric drive motor and 65-kWh, 288-cell lithium-ion battery, which combine for a stealthy yet healthy 200 horsepower and 266 pound-feet of torque. Both Bolt models are front-wheel drive, similar to a number of other small crossover SUVs, so don’t take them onto a beach for photos like GM did for the press images.

Chevy makes DC fast charging capability standard, which allows for approximately 160 or 150 km (100 or 95 miles) of EV or EUV range respectively after 30 minutes of charging, while a special dual-level charge cord makes it possible for owners to hook up to a 240-volt charging station or 120-volt household-style three-prong outlet.

Those familiar with today’s Bolt will notice that Chevy left the biggest changes to their interiors, where both EV and EUV models feature more horizontally themed layouts for a wider visual effect. The new design is more conventionally laid out as well, replacing the pod-type centre stack with one that flows downward in a more traditional style, ending in a conventional lower console. The same standard 10.2-inch touchscreen remains, large for the subcompact category, while the infotainment graphics have been given a refresh. Apple CarPlay and Android Auto smartphone connectivity are still standard, with a navigation system optional, but most will probably be happiest to see a new standard wireless charging pad. Chevy saw no need to change the Bolt’s fully digital primary gauge cluster, however, which looks exactly the same as that in today’s model.

Together with the current Bolt’s less than ideal rear legroom, owners also complained about seat comfort and interior materials quality, which they deemed substandard for the many asked. While loading the Bolt up with an impressive list of kit, including that big infotainment display just noted, the car’s near $45k price point justifies higher quality surface treatments. Thus, the new 2022 Bolt models will get their just desserts, with softer surfaces in key areas, even including what appear to be padded leatherette on the dash. Chevy seems to have improved some cabin switchgear too, but we shouldn’t expect anything nearing Cadillac quality.

Knobs, levers and switches in mind, the new lower centre console includes an updated gear selector that replaces the current model’s conventional shifter for a slim row of Acura/Honda-style push and pull buttons. The green-lit button nearest to the driver engages one-pedal driving, which is a more effective design than slotting the shift lever into the “L” position, a system employed for the current Bolt and other EV and plug-in models within GM’s various lineups. The paddles on the backside of the new flat-bottom steering wheel will be more familiar to Bolt (and Volt) owners. These can be used for braking assistance, plus for recharging the battery through regenerative kinetic energy.

Tech in mind, the top-line EUV Premier will be first amongst Chevrolet vehicles to offer GM’s Super Cruise hands-free semi-self-driving technology, which is functional on median divided highways. The EUV Premier also features adaptive cruise control and an HD parking camera with a bird’s eye overhead view.

With respect to new Bolt family styling, the majority of onlookers should find the smaller EV better looking than its already reasonably attractive (for a subcompact hatchback) predecessor, unless a more traditional grille-filled front fascia is preferred. The new model says goodbye to the black mesh grille insert, instead replacing it with a grey-painted and patterned panel cut in an ovoid outline, with a slender slot below being the real air intake. This patterned effect does a better job creating family branding than Tesla’s Model 3, for instance, which looks like a non-branded car in an insurance commercial.

Following a theme from the first-gen Bolt and Volt predecessor, Chevy connects the new LED headlamps and side mirror housings with a thick black strip of fender trim, while the outgoing car’s traditional fog lights have been axed for more extended black trim, similar to Cadillac’s front fascia styling.

The EUV features a unique frontal design, which separates the headlight clusters and air intake-style fog lamp bezels, while providing a deeper air vent at the base of a similar solid grey grille insert. Black fender garnishes also flow into the mirror caps, while appearing to follow the black-painted window trim around the glass to a floating roof look, not unlike designs in use across the Chevrolet lineup.

The rear designs of both Bolt models are unique in their execution, but they have a similar design theme that features clean, horizontal, LED taillights at the corners, plus loads of gloss-black composite trim in between. Large matte black bumpers underscore the look, although in a change of pace the EUV appears somewhat dressier due to aluminum-like skid plates, both in the rear and up front.

The 2022 Bolt EV will be priced from $38,198 (plus freight and fees), which is a shocking $6,800 lower than today’s 2021 Bolt EV (those roof rails must have been expensive add-ons), while the new Bolt EUV will be available from $40,198. This means that fully loaded versions should keep them below $45,000, which is as high as possible before being disqualified for government rebate programs. Today’s base Bolt LT can be had for $44,998, incidentally, so it qualifies for the most generous of rebates, whereas the better equipped 2021 Bolt Premier’s $50,298 MSRP doesn’t.

Our 2021 Chevrolet Bolt EV Canada Prices page is current showing up to $1,500 in additional incentives available, with average member savings of $2,875, while our 2020 Chevrolet Bolt EV Canada Prices page shows up to $2,000 in incentives. GM is also offering factory leasing and financing rates from zero-percent for 2022 models. To get the best deal possible, become a member of CarCostCanada, which will provide the types of information above as well as dealer invoice pricing that can help you save thousands from your next new vehicle purchase. Also, remember to download the free CarCostCanada app from the Apple Store or Google Play Store.

Magic is Electric | Bolt EUV Reveal | Chevrolet (1:30):

Behind the Magic | Bolt EUV Reveal | Chevrolet (14:25):

Super Cruise | Bolt EUV | Chevrolet (0:30):

Story credits: Trevor Hofmann

Photo credits: Chevrolet

CarCostCanada

Mini chooses radical mid-cycle makeover for 2022

2022 Mini Cooper 3-Door — Mini is giving its 2022 3-Door, 5-Door and Convertible models a big update for 2022, and not without controversy.

New Mini Hatch and Convertible models are on the way, and while change is good, not everyone will like what they see.

We’ve had the current Mini design with us for nearly eight years now, so a redesign is long overdue. Still, we’ll only get a mid-cycle refresh for the 2022 model year, with a thorough ground-up redesign expected at some point in the next few years. Then again, Mini might have you questioning your beliefs if you’re currently thinking major updates only happen when a car gets completely revamped.

2022 Mini Cooper S 3-Door — The new Cooper S’ front end certainly looks more aggressive.

Like so many other model updates in recent years, the new 2022 Mini Hatch and Convertible have grown their grille size, the result easier to see on more basic Cooper and Cooper S trims than with the brand’s much sportier John Cooper Works (JCW) iteration, because the more affordable models feature a big body-colour bumper section within their grilles, and the top-tier version gets a completely blacked-out mesh grille insert, plus a much more intimidating lower front fascia, which is also finished in matte black.

Another visual departure replaces the cars’ classic round fog lights with narrow vertical creases, modernizing the Mini look yet not paying homage to its storied past, an unusual move for a retrospective brand. These appear like brake ducts instead of anything to house lighting elements, while the headlamp clusters now integrate the fog lights. The aforementioned JCW now grows out these corner vent/brake ducts, and could be said to look all the better for it.

2022 Mini Cooper S 5-Door — The roomy 5-Door model gets all the updates too.

It’s nevertheless unlikely Mini’s risky new forward-thinking design language will be all that acceptable to long-time fans of the brand, despite a press release attesting to the new design’s “purist look”. Those two words are referring to a grille surround that’s a bit closer to the original car’s shape than anything offered since the brand’s 2001 remake, but other than this loosely hexagonal borderline, the ovoid headlamp clusters to each side, and the car’s curvy shape overall, very little pulls from Mini’s storied past.

2022 Mini Cooper S Convertible — Changes to the sides and rear are much less noticeable.

It’s difficult to say now, but it’s possible Mini’s new front fascia may become just as controversial as the tall, vertical “twin kidney” grille found on the front of BMW’s new 3 and 4 Series models. BMW, which owns and produces Mini, has created just a hubbub of discontent amongst its diehard ownership base, that aftermarket producers are already creating replacement front fascias with arguably better looking (smaller and more discreet) grille openings, which means the German automaker could inadvertently be creating a secondary market for its Mini line as well.

No doubt it has been difficult for Mini’s various design teams to update its lineup over the decades, being that it’s such an iconic brand. Volkswagen had similar challenges with its Beetle, no doubt, but they chose subtle changes that worked well, at least until they recently canceled the nameplate. Up until now, Mini has risen to the challenge admirably, but it’s possible, in a quest to expand the brand to a larger group of potentially new buyers, they’ve gone too far with the latest update.

Where the new Mini’s frontal design shows most of the changes, the car’s side profile and rear styling look more akin to the outgoing model, with updates to the former including “side scuttle” fender garnishes now featuring thin LED light strips for turn signal repeaters, and the latter portion only getting a revised bumper cap that no longer includes rear fog lamps or reflectors. Mini is also offering an optional Multitone Roof, which features a stylish gradient effect mixing Soul Blue, Pearly Aqua and Jet Black.

A new standard digital instrument cluster is the only noticeable update inside. It was first seen on the Mini Cooper SE plug-in hybrid and sportiest John Cooper Works GP model. The steering wheel is new as well, and warmer thanks to a heated rim. Additionally, the car’s centre air vents have now been better integrated within the dash panel.

An 8.8-inch infotainment touchscreen now comes standard in every new Mini Hatch and Convertible too. It provides modernized graphics and enhanced features, such as standard satellite radio and Apple CarPlay, although the more popular Google Android smartphone platform has yet to get full device integration through its Android Auto system. Fortunately, lane-departure warning will be standard for 2022, while the car’s adaptive cruise control system will include stop-and-go capability. Finally, Mini has reworked the interior’s ambient lighting system.

As for under-the-hood mechanicals, Mini Canada continues forward with a standard six-speed manual gearbox for 2022, while its fast-shifting 7-speed dual-clutch automated gearbox remains optional, with steering wheel paddles of course.

Likewise, engine output is once again rated at 134 horsepower and 164 lb-ft of torque for Mini Canada’s base Cooper model, this strong for an efficient 1.5-litre turbocharged three-cylinder. The 2.0-litre turbocharged four-cylinder in the Cooper S moves into 2022 unchanged too, continuing to make 189 horsepower and 207 lb-ft of torque, while the same engine in the JCW puts out 228 horsepower and 236 lb-ft. Lastly, the plug-in SE once again boasts 181 horsepower and 199 lb-ft of torque.

2022 Mini John Cooper Works Convertible — We think the new Mini John Cooper Works looks best.

2022 model year pricing hasn’t been announced yet, but production started last month so we should receive details soon. If we were to venture a guess, all of the just-noted improvements to standard trims will likely increase base prices modestly.

Alternatively, those that take a look at the new 2022 Mini and instead want a 2021 version, or perhaps even a new 2020 model if you can still find the colour and features you want, should take note that the British carmaker is currently offering up to $1,500 in additional incentives for the former and $3,000 from the latter, as per our 2021 Mini 3 Door Canada Prices page and 2020 Mini 3 Door Canada Prices page, while average CarCostCanada member savings equals a sizeable $10,000. Similarly, Mini is offering up to $1,500 in additional incentives from 2021 and 2020 Convertibles, and up to $2,500 in incentives on 2021 and 2020 5-Door models.

CarCostCanada members can access key information about all the latest factory rebates, manufacturer financing and leasing rates, plus best of all, dealer invoice pricing that can save you thousands during negotiations. Be sure to learn how a CarCostCanada membership can save you money, and remember to download the free CarCostCanada app from the Apple Store or Google Play Store.

Story credits: Trevor Hofmann

Photo credits: Mini

CarCostCanada

New Mercedes EQA brings electric power to entry-level luxury SUV segment

2022 Mercedes-Benz EQA — Mercedes is preparing its new EQA electric for sale, and we think it’ll eventually arrive here in Canada where small SUVs do very well.

Mercedes is expanding its electric vehicle lineup rapidly, due to the goal of providing a “Carbon Neutral” model lineup by 2039, with the latest plug-in offering possibly its most important being that it’s the gateway into three-pointed star EVs.

When (or if) the EQA is sold into the Canadian market (we shouldn’t expect it before calendar year 2022), it will most likely be Mercedes’ most affordable EV. Designed to slot below the EQC, which was originally scheduled to launch later this year but will likely arrive next year, the EQA will initially combine for a three-way EV lineup topped off by the full-size EQS luxury sedan and SUV variant (although the EQE sedan and SUV are expected to join below the EQS models, these targeting Tesla’s Model X and Audi’s E-Tron and E-Tron Sportback).

Mercedes is obviously targeting the Tesla Model S, Porsche Taycan, and Audi E-Tron GT Quattro with the latter (or maybe more so with the upcoming EQE sedan), as well as the Tesla Model Y and Jaguar i-Pace with the EQC, whereas only the Volvo XC40 Recharge competes directly with the EQA (and to some extent the BMW i3), allowing a fairly open market in the electrically-powered subcompact luxury SUV market segment. This could change in the next year or so, however.

According to Mercedes-Benz Canada President and CEO, Brian Fulton who was addressing journalists attending the Montreal International Auto Show in January of 2019, the EQS, EQC and this EQA model will initiate a 10-model EQ lineup of new EVs, with one of the others including an EQB (based on the GLB subcompact SUV).

While the EQC’s dual electric motors produce 300 kilowatts (402 horsepower) and 564 lb-ft of torque, the smaller EQA’s initial 250 trim line will offer a single electric motor with 140 kW (188 hp), focusing more on efficiency than performance. A more capable performer is expected to make approximately 200 kW (268 hp) through a second electric motor driving an opposing set of wheels, this resulting in all-wheel drive. A thin battery gets spread out below the floor in order to maximize interior space, enhance weight distribution, and lower the model’s centre of gravity to optimize handling.

Of utmost importance, the EQA’s range is said to be about 500 kilometres on a single charge (depending on the model chosen), based on Europe’s somewhat optimistic NEDC and WLTP standards (we should expect this number to be downsized when the EQA hits North American markets).

Making the most of stored electricity, the EQA will utilize an intelligent navigation system that plots out the most efficient routes possible after calculating real-time traffic information, as well as terrain, weather conditions, driving style, and charging requirements.

Further aiding efficiency, Mercedes has incorporated a standard heat pump to channel the warmth generated from the EQA’s electric powertrain into the passenger compartment. Eco Assist aids battery usage too, while plenty of advanced driver assistive systems and electronic safety technologies have been designed to protect everyone onboard.

While most might think Mercedes used one of its wind tunnels to perfect the EQA’s impressive 0.28 drag coefficient, the reality is that such aerodynamics were achieved digitally, a first for the German carmaker. Therefore, the EQA’s smooth exterior shell with nearly flush headlights and grille, plus its arcing coupe-like roofline, wind-cheating alloys, and almost completely enclosed underbelly were the result of computer simulations.

Just the same, there’s no denying the EQA’s GLA-Class roots. The new electric shares architectural hard points with Mercedes’ smallest gasoline-powered SUV, just like the brand’s other EQ models utilize the underpinnings of their similarly named counterparts.

Mercedes has added blue accents to the headlight clusters for a bit more personality, while an LED light strip visually connects those lenses with daytime running lamps that span across the grille. The theme gets used similarly for the SUV’s hind quarters too, which show organically-shaped LED taillights visually connecting through a narrow reflector that spans the back hatch.

Inside, the EQA should look familiar to anyone who’s experienced a modern-day Mercedes model. The instrument panel is highlighted by the automaker’s dual-screen MBUX display, featuring a digital primary instrument cluster to the left and an infotainment touchscreen on the right, the latter controllable via a touchpad and buttons on the lower centre console as well. Together with such systems’ normal functions, the two EQA displays will feature a bevy of EV-specific graphic interfaces.

Just like with its gasoline-powered models, Mercedes also integrates ambient lighting to highlight key interior design elements in the EQA. Materials quality should be up to par as well, while an optional rose gold trim package should match similarly coloured smartphones.

Although Mercedes’ EQA is not yet available for purchase, those wanting an efficient subcompact luxury SUV should consider the brand’s GLA-Class, which is currently being offered with up to $1,000 in additional incentives, or if you can still manage to find a new 2020 model (2020 was a rough year for car sales after all) you may be able to save up to $5,000 in additional incentives.

To find out more, visit our 2021 Mercedes-Benz GLA Canada Prices and 2020 Mercedes-Benz GLA Canada Prices pages, plus remember that a CarCostCanada membership can provide yet more savings from factory rebates (when available), manufacturer leasing and financing deals (when available), and always available dealer invoice pricing that can save you thousands when negotiating your deal. Check out how easy the CarCostCanada system is to use and how affordable it is, plus be sure to download the free CarCostCanada app from the Apple Store or Google Play Store.

Story credits: Trevor Hofmann

Photo credits: Mercedes-Benz

CarCostCanada

New Kia minivan drops Sedona moniker for global Carnival nameplate

2022 Kia Carnival — The new 2022 Carnival says goodbye to the Sedona’s rounded styling.

For reasons only those within Kia’s inner circle will understand, the South Korean brand has ditched its longstanding Sedona nameplate for Carnival, a badge it uses for its minivan outside of North America.

Kia’s fourth-generation minivan is now available as a 2022 model, and fans of practical family haulers should be impressed no matter what they call it. The new design doesn’t deviate from the old model’s mid-size, three-row layout, but its uniquely angular and more upscale styling will no doubt pull eyeballs.

The name change is nothing new, by the way, with Kia already saying so long to the Optima name for its mid-size sedan that used to be dubbed Magentis here, adopting K5 instead. Like it or not, we’re living in a more globalized world now, so it only makes sense to find one name that works for all markets. Still, their naming convention doesn’t seem to follow the usual protocol of either sticking to letters and numbers, like K5, or names, like Carnival. With Kia it’s now a mixture of alphanumeric and more easily recognizable nameplates, with others in their lineup including Rio, Soul, Forte, Stinger, Seltos, Niro, Sportage, Sorento, and Telluride.

The new Carnival debuted last June in Kia’s home market of South Korea, showing off sharp new styling and a totally fresh, more luxurious cabin. We won’t be getting the domestic market Hi Limousine variant that boasts business class seating and premium level refinement, but our LX, LX+, EX, EX+ and SX trims should be an improvement over the same trims in the outgoing Sedona, the latter of which already raised the bar in the North American minivan segment when it arrived for the 2015 model year.

Twin-screen digital displays combine for a configurable gauge cluster and multi-information display on the left and large centre-mounted infotainment touchscreen on the right, similarly in concept to Mercedes-Benz’s MBUX system. Quick access knobs and buttons can be found on a narrow display just below, while the rest of the centre stack includes a large multi-zone HVAC interface and a USB connectivity panel, all sitting above a lower centre console that houses driving controls, including a rotating gear selector featuring knurled metal edges.

The Sedona’s eight-speed automatic transmission carries forward, connecting through to a revised 3.5-litre V6 now good for 290 horsepower and 262 pound-feet of torque, which is a major improvement over the outgoing model’s 276 hp and 248 lb-ft. Other markets also have the option of a 2.5-litre turbo-four, plus a 2.2-litre turbo-diesel, neither of which will be sold here.

The new 2022 Carnival is priced from $34,495 plus freight and fees, with top-line SX trim costing $48,295. Our 2022 Kia Carnival Canada Prices page is showing factory leasing and financing rates from zero percent, so make sure to check it out as there are many other ways to save money with CarCostCanada, particularly by accessing dealer invoice pricing that can make a big difference during negotiations.

By the way, our 2021 Kia Sedona Canada Prices page shows up to $750 in additional incentives, while average member savings are $2,250, just in case you prefer the smoother lines of the Sedona or merely want to pocket more savings.

Find out how a CarCostCanada membership can help you save even more money, by telling you about manufacturer financing and leasing rates when available, as well as factory rebates, and of course dealer invoice pricing. Also, make sure to download the free CarCostCanada app from the Apple Store or Google Play Store, so you can have all this critical info at your fingertips when you need it most.

Story credits: Trevor Hofmann

Photo credits: Kia

CarCostCanada

Subaru gives its 2022 BRZ a total redesign with more power

2022 Subaru BRZ — What do you think of Subaru’s new 2022 BRZ?

The 1960s and early ‘70s was the era of cheap, affordable sports cars, with today’s entry-level offerings few and far between. Fortunately for car enthusiasts, our Japanese friends haven’t given up on the sportiest market yet, with Subaru having finally silenced doomsayers projecting the demise of the BRZ and its Toyota 86 clone, by introducing the fully redesigned second-generation coupe.

Currently, every BRZ/86 competitor is Japanese except for Fiat’s 124 Spider that’s based on Mazda MX-5 underpinnings (powertrain excluded), which is like overhearing Japanese spoken with an Italian accent while eating cannelloni flavoured sushi (hmmm… that might actually be good), and while today’s Nissan 370Z can be bought for a song in its most basic form, chances of a $30k 400Z are unlikely. For those not requiring as much forward thrust in order to have a good time, mind you, the upcoming 2022 BRZ could be the ideal answer.

The completely reengineered Subie will arrive with more power, however, bumping engine performance up from 205 horsepower and 156 lb-ft of torque to 228 horsepower and 184 lb-ft, which is an increase of 23 and 28 respectively. That won’t placate grumblers vying for the WRX STI’s 310-hp mill, or even the regular WRX’ 268 hp, but it’s respectable for this class.

The increased power comes from a new naturally aspirated 2.4-litre horizontally opposed four-cylinder, which is 400 cubic centimetres larger than the outgoing 2.0-litre powerplant. No turbo is attached, but keep in mind this is the same basic engine as used for the mid-size Legacy, Outback and three-row Ascent SUV, which with turbocharger attached makes of 260 horsepower and 277 pound-feet of torque. Therefore, a more potent performance model is once again possible for Subaru or mechanics with tuning chops.

More important than straight-line power in this category is low mass, and to Subaru’s credit only 7.7 kilograms (17 lbs) were added to this larger and more technologically advanced car, the 2022 BRZ weighing in at 1,277 kg (2,815 lbs) in base trim. Exterior measurements increase by 25 mm (1 in) to 4,265 mm (167.9 in) from nose to tail, while the 2,575-mm (101.4-in) wheelbase has only increased by 5 mm (0.2 in).

The change is the result of its Subaru Global Platform-sourced body structure, which makes the new model 50 percent stiffer than the old BRZ. In a press release, Subaru claims that key areas of strengthening included “a reinforced chassis mounting system, sub-frame architecture and other connection points,” while the car’s front lateral bending rigidity is now 60-percent more rigid, saying to “improve turn-in and response.”

Despite all the upgrades, the BRZ’s general suspension layout stays the same, with front struts and a double-wishbone setup in back, but the new model gets updates aplenty nevertheless, and now rolls on standard 17-inch alloy wheels with 18-inch rims optional, wearing 215/45R17 and 215/40R18 rubber respectively.

As was the case with the outgoing BRZ, a short-throw six-speed manual transmission will come standard with the 2022 model, while the same six-speed automatic with steering wheel paddles and downshift rev-matching is part of the 2022 package too. A standard limited-slip differential remains standard issue for the new BRZ too, so hooking up all that power won’t be an issue.

Performance aside, what do you think of the new look? So far, critics have been mostly positive, appreciating the 2022 model’s more aggressive character lines, while the interior has received universal praise. Yes, the current car has aged reasonably well, but it’s been nearly a decade so any modernization would likely be an improvement. Along with a complete instrument panel redesign, a 7.0-inch digital colour display has been integrated within the all-new primary gauge cluster, while over on the centre stack is a new 8.0-inch touchscreen housing Android Auto and Apple CarPlay smartphone integration, plus the usual assortment of entertainment and information functions.

Even with all the 2022 upgrades, no one is expecting a major BRZ price increase, but you probably won’t be able to snag the current 2020 model’s $3,000 worth of incentives when the new car rolls out. Obviously, Subaru is trying to make today’s BRZ too good to pass up, and for those who still love the outgoing model it might be a good idea to grab one at a discounted price while you can. Visit CarCostCanada’s 2020 Subaru BRZ Canada Prices page to learn more, and also be sure to find out how their affordable program can save you thousands off your next car purchase via learning about manufacturer rebates when available, special factory financing and leasing deals, as well as dealer invoice pricing that makes the usual negotiation dog and pony show hassle free. Be sure to download the free CarCostCanada app from the Apple Store and Google Play Store too.

Also, enjoy the three videos Subaru provided below:

The 2022 Subaru BRZ Global Reveal (5:54):

The 2022 Subaru BRZ. Sports Car Purity, Subaru DNA (2:11):

Scott Speed Test Drives All-New 2022 Subaru BRZ (4:33):

Story credit: Trevor Hofmann

Photo credits: Subaru

CarCostCanada

Genesis expanding luxury lineup to include new 2022 GV70 compact crossover

2022 Genesis GV70 — The upcoming 2022 GV70 looks a lot like Genesis’ larger mid-size GV80.

Only last year we were wondering when Hyundai Motor’s new Genesis luxury division would enter the profitable crossover SUV sector, and now we not only have the GV80 mid-size model, but an all-new GV70 compact is on the way as well.

The GV70, which will be introduced for the 2022 model year, should arrive towards the end of this year, and if any of the brand’s other new models are a sign of things to come, it’ll be worth the wait.

If you were expecting anything other than a shrunken GV80 you’ll be disappointed, because the new GV70 merely takes Genesis’ latest design language to more affordable proportions. Squarely fitting within the compact luxury crossover SUV category, to duke it out with such stalwarts as Mercedes’ GLC, Audi’s Q5, Acura’s RDX, BMW’s X3 and the like, the GV70 proudly wears Genesis’ now trademark twinned horizontal LED headlamp clusters and similarly straked LED taillights at the rear, albeit forgoes the GV80’s front fender garnishes that follow the same pattern (there was likely no room to fit them into the smaller SUV’s design). We think the design looks cleaner without them, but no doubt many will disagree.

While the engine vent-style fender trim is a minor differentiator, the GV70 takes some significant departures from the GV80 inside, where the entire lower portion of the instrument panel appears inspired by surfboarding. The oval interface sits just under the gauge cluster before stretching across to the centre stack area, houses a bevy of controls that would normally be found on separate panels to the left of the driver’s knees and further down the centre console, but instead are placed on this horizontal housing. The design works aesthetically, and appears to follow a traditional layout as far as control placement goes, with the overall appearance being the only departure from the norm.

Up above, a fully digital instrument cluster can be found in the usual spot ahead of the driver, plus a large centre display is placed upright atop the dash, with infotainment and driving controls beautifully integrated within the lower console. The interior succeeds in making everything next to Mercedes’ GLC look outdated, which is a good way to cause newcomers to take notice of the Genesis brand.

Following compact luxury SUV tradition, the new GV70 shares underpinnings with the sporty G70 compact sedan, so it will no doubt be a lot of fun for its driver and require good seat bolstering for any passengers that come along for the ride (the GV70 seats up to five), as Genesis’ entry-level car is one of the better handlers in its highly competitive class.

As far as engines and transmissions go, we expect the base powertrain to be Genesis’ 2.5-litre turbocharged four-cylinder that makes 290 horsepower and 310 and lb-ft of torque in G70 trim, while an updated V6 will probably power higher priced GV70 models, the current six-cylinder putting out 375 horsepower and 391 lb-ft of torque in the GV80.

Speaking of new, Genesis has promised two new models per year until they fill up their lineup, so we can expect an even smaller subcompact luxury SUV as well as a smaller entry-level car, mostly likely along the lines of Audi’s popular A3 (it is the top seller in its class after all), but no one knows how many market segments (and niches) the brand will attempt to fill.

For the time being, Genesis offers the compact G70, mid-size G80 and full-size G90 sport-luxury sedans, as well as the new GV80 mid-size luxury crossover SUV, which can all be priced out with trims and options by going to their individual pages within CarCostCanada, where you’ll also be able to find out about any manufacturer rebates, manufacturer backed leasing and financing deals, and dealer invoice pricing that could save you thousands. Learn how a CarCostCanada membership works too, and be sure to download the free CarCostCanada app from the Apple Store or Google Play Store in order to have all of this key information at hand when you need it most.

Story credits: Trevor Hofmann

Photo credits: Genesis