Porsche is adding a new “T” trim line to its most popular Macan model for 2023, and it looks to be an ideal combination of fuel-efficiency and agility.
The Macan, which was updated midway through 2021 for the current 2022 model year, gets refreshed exterior styling as well as an updated interior. Key details inside include a new centre stack and console, incorporating a 10.9-inch touchscreen filled with a fully-networked Porsche Communication Management (PCM) infotainment interface up top, plus a stylish glass-like interface with touch-sensitive switchgear below.
Macan T adds special styling details
The new 2023 Macan T adds some nice exterior and interior design details such as Agate Grey metallic trim elements outside, specifically on the front fascia, mirror caps, side blades (which also include “Macan T” script), the rooftop spoiler, and the rear bumper cap, plus glossy black exterior window trim and exhaust pipes, as well as Dark Titanium 20-inch Macan S alloy wheels and the choice of 13 plain, metallic and special colours.
Stepping inside reveals “Macan T” branded black aluminum door sill plates, a multifunction GT steering wheel featuring a heated leather-wrapped rim (that can optionally be covered in Race-Tex), and heatable eight-way powered sport seats with grey pinstriped Sport-Tex centre panels and embossed Porsche crests on the front headrests. This exclusive upholstery is based on the Macan’s Black leather package, and therefore features silver stitching on the seat bolsters, headrests, and steering wheel rim.
Up until now the “T” designation has never been used outside of Porsche’s 718 and 911 sports cars lines, and due to this the Macan T is the first Porsche with steel suspension components to bear the name, plus the first four-door model to do so. T, which stands for Touring in Porsche-speak, was originally used for the 1968 911 T, but now is a trim level that designates lightweight, affordable performance, particularly emphasizing handling dynamics.
To this end the new Macan T’s suspension is lowered by 15 mm and comes standard with Porsche Active Suspension Management (PASM), although take note that a further 10 mm drop can be achieved by opting for the brand’s adaptive air suspension. Porsche Traction Management (PTM) all-wheel drive is also standard, which is expected, but it receives more rear torque bias in the Macan T in order to improve at-the-limit cornering. Additional standard features include stiffer front anti-roll bars and specific chassis tuning that Porsche says is “the perfect suspension for the vehicle and powertrain.” Additionally, those opting for the Macan T’s available Porsche Torque Vectoring Plus system will find that it’s been further retuned to enhance performance through tight, fast-paced curves.
Upgraded powertrain is identical to entry-level 2022 Macan
As part of its 2022 refresh, the base four-cylinder engine received a bump up from 248 horsepower to 261 hp, and 273 lb-ft of torque to 295 lb-ft, which translates into much stronger get-up-and-go. In fact, the model’s zero to 100 km/h sprint time has been reduced by 0.2 seconds, from 6.7 seconds to 6.5 in the new model, while base models upgraded with the Sport Chrono package see their sprint times drop from 6.4 seconds to 6.2. The Macan T comes standard with the Sport Chrono package, so it benefits from quicker acceleration, while its top track speed is limited to 232 km/h.
Along with the Sport Chrono package is a dash-top mounted stopwatch/lap timer, plus a convenient steering wheel-mounted Sport Response button that makes switching between drive modes quick and easy. This can be used to shorten the shift increments of its standard seven-speed dual-clutch automated Porsche’s Doppelkupplung (PDK) transmission, the latter standard across the entire Macan line.
Speaking of alternative Macan models, those wanting more straight-line performance can choose the revised 348-hp 2022 Macan S that hightails it from zero to 100 km/h in only 4.8 seconds, while the latest 434-hp Macan GTS blasts from standstill to the same speed in just 4.5 seconds, which incidentally was the previous Macan Turbo’s sprint time.
Macan T slots in between base Macan and Macan S trims
The Macan GTS costs a cool $85,500, by the way, which is fair value considering its performance and Porsche pedigree, while the Macan S will set owners back a much more affordable $70,600. The new Macan T will fit right in between the S and base model, the latter of which starts at just $58,500, plus it benefits from the four-cylinder engine’s considerably lower running costs when it comes to fuel-efficiency. Currently we only have the base model’s numbers of 12.2 L/100km in the city, 10.2 on the highway and 11.3 combined, but these shouldn’t change in its transition to T trim, whereas the 2022 Macan S is rated at 13.1 in the city, 9.6 on the highway and 11.5 combined, and GTS at 13.5 city, 10.5 highway and 12.2 combined.
Macan T pricing and detailed ordering info will be announced early this spring, but take note that all of the other models mentioned can currently be had with factory leasing and financing rates from zero percent. Check out CarCostCanada’s 2022 Porsche Macan Canada Prices page for more detailed info, plus the ability to price out each Macan trim including options on their configuration tool. CarCostCanada will also keep you apprised of any other manufacturer deals, like rebates, if you become a member, and you’ll always have access to dealer invoice pricing info, which can help you save thousands when negotiating your next new vehicle deal. In fact, CarCostCanada members are saving an average of $1,250 when purchasing the new Macan, impressive considering how tight inventories are these days, so be sure to check out how their system works and definitely download their free app from the Google Play store or Apple Store.
Dare forward: the new Porsche Macan T (0:54):
Story credits: Trevor Hofmann
Photo credits: Porsche
Volvo’s new XC40 Recharge is everything I already loved about this fabulous little luxury utility, and less! Less running costs, less emissions, and less of an impact on the local environment, but then…
Volvo’s new XC40 Recharge is everything I already loved about this fabulous little luxury utility, and less!
Less running costs, less emissions, and less of an impact on the local environment, but then again in contrast, the new XC40 Recharge’ 78-kWh lithium-ion, high-voltage battery and twin 150-kW electric motors provide even more get-up-and-go than the turbocharged 2.0-litre gasoline-powered variants last tested. And while we’re talking about more, you’ll also need to make a bigger financial commitment to own one.
This puts the XC40’s cost of going electric at about $20k give or take a couple of thousand, although we should never forget government EV incentives that range from $1,000 to $8,000 depending on your province. All things considered, the new Recharge might not initially seem like the ideal choice amongst XC40 trims, at least financially, but for those who want the extra performance and positive nods from passersby, it’s a great choice amongst electrics.
The gasoline-powered XC40 variants previously tested included a 2019 T5 AWD R-Design that I reviewed back in June of its model year, plus a 2020 T5 AWD Momentum that I covered in October of that year. Both were infused with the non-electric model’s upgraded powertrain, featuring an energetic 248 horsepower and 258 lb-ft of torque. They were relatively easy on fuel and fun to drive, but take note this purely gasoline-powered engine, as well as the less potent T4 variety that’s available in the entry-level XC40, will be replaced by more fuel-efficient hybridized B4 and B5 powertrains this fall for the 2023 model year.
Shocking acceleration comes standard
While all this is good news for small luxury SUV lovers, Volvo’s new Recharge Pure Electric power unit, which is available right now for the 2022 model year, puts an entirely new spin on XC40 performance and efficiency.
This all-electric cute ute is serious fun at take-off, thanks to dual electric motors that supply four-wheel traction out to wide, grippy tires, my tester’s having been upgraded to a set of 20-inch five-V-spoke diamond-cut alloy rims on 235/45 rubber up front, and 255/40s in the rear, which are the same as on the first XC40 R-Design I drove back in 2019.
The electrified utility’s acceleration is actually quite shocking (not literally), with a standing start to 100 km/h taking a mere 4.9 seconds, this thanks to a combined 402 horsepower and 486 lb-ft of torque from both front and rear motors.
Recharge your XC40 Recharge in only 40 minutes
The XC40 Recharge’ Lithium-ion (Li-ion) battery is rated at 78.0 kWh, incidentally, and only takes 7.5 hours to refill from a 240-volt home or public charger. Then again, if you can locate a 400-volt charger you’ll need only 40 minutes to complete the same task, making it an ideal companion for longer trips.
I can access a few of these 400-volt chargers near my home in Richmond, BC, and would be able to do likewise in any other Vancouver suburb, or for that matter on major routes outside of the greater Vancouver area in any direction, while some of my regular road trip locations, such as Whistler and Kelowna, BC, have plenty of high-speed chargers to choose from. Recharging an EV isn’t quite as quick as refueling with gas, but it’s certainly a lot friendlier on the wallet, and there’s always a coffee shop nearby for catching up on work, or even better, a little rest and relaxation.
Great range for commuting and running errands in town
Of note, if you go easy on the throttle and don’t overdo it with the aircon, the XC40 Recharge provides up to 359 km (223 mi) of range. This means you won’t be able to drive directly from Vancouver to Kelowna, for instance, or even Burnaby to the Okanagan’s most populous city. If you’re taking off from Surrey, however, you’ll be fine, and ditto for Toronto to Muskoka, while Montrealers will have no problem getting both to and from Mont Tremblant without recharging until arriving back home.
This said, most XC40 Recharge owners will be content just using their little all-season runabouts around town, where it has enough range to last days without recharging, depending on your commute. Like a lot of people these days, I work from home, so didn’t need to recharge my tester until the day before bringing it back to Volvo’s rep, at the end of my weeklong test. I managed to drive it all over the place in between, never concerning myself with any hypermiling techniques in order to get the most economy out of the power unit. It’s truly too much fun to resist, anyway, causing me to regularly take off from standstill with a level of schoolboy enthusiasm I had when fuel was only about 45 cents a litre.
Impressive interior design and quality
It’s also a really nice cabin to spend time in. In fact, despite being Volvo’s most affordable model, the XC40 is everything I’ve grown to appreciate about modern-day Volvos, which means that its overall interior styling, design layout, refinement, and technical interfaces are at least as good as most competitors, and better than some.
There’s no shortage of soft-touch surfaces either, with nicely textured, matte-finish harder composites only used sparingly in the usual places for this class. Some highlights worth noting include sporty textured aluminum dash and door inlays, a cool quad of vertical vents for the easy-to-use dual-zone automatic climate control system, a fabulous set of drilled metal harman/kardon stereo speaker grilles on the front portion of the door panels (they sound great too), and beautifully contrast-stitched black leather bolsters for the microsuede-centred front and rear seats.
Nestled within a traditional hooded binnacle, the 12.3-inch primary gauge cluster is fully digital and customizable, with attractive graphics and very functional multi-information content at centre. About two-thirds of the screen is utilized by the route-guidance system’s map in default mode, with other driving functions placed to each side. The fully digital gauge cluster comes standard with all XC40 trims, which is a step up from most other offerings in this segment.
Big changes as Volvo upgrades its vertical centre touchscreen to Google OS
Making up the majority of the centre stack is Volvo’s updated tablet-style vertical infotainment touchscreen, which comes with a new Google-derived operating system. Don’t expect to find anything resembling Android Auto as far as graphics and usability go, however, as this is designed to appear like a revised version of Volvo’s excellent Sensus infotainment interface, with Google not only running in the background, but also taking regular credit when using its “Hey Google” voice activation system. The latter prompt can be used for just about anything from changing radio stations and turning up the heat, to searching for an address in the route guidance system or, in the case of my tester, finding a charging station.
To fully use the system, you’ll first need to log in with your Google account, which allows it to fully integrate with your personal smartphone. At this point you can utilize full navigation functions and much more. It’s certainly a step up from the outgoing Sensus system, but even previous Volvo owners (and Android Auto users) will need some time to acclimatize, as is the case with most things new.
Navigation woes persist with Google
The only issue I had with the system is Google maps, which once-upon-a-time was a superb app, but from more recent personal experience isn’t always that accurate. I’ve had it send me to incorrect addresses and even ask me to perform manoeuvres that would definitely get me a sizeable ticket along with a considerable fine if performed.
For instance, amid rush hour on a busy corridor it rerouted me down a residential side street, obviously trying to escort me past the busier thoroughfare, and then asked me to turn left on another main route, which is an action that wasn’t permitted at that time of day, that day of the week, and designated so via signage. These weren’t new signs either, but rather this action hasn’t been permitted for decades due to such heavy traffic flows in the area. I already knew this, but out of curiosity and testing purposes allowed the system to guide me. Unfortunately, the result was a big fail, and caused me to reroute, which put me further back in traffic than I would’ve been if I’d just stayed on the route I knew.
A similar scenario played out with the Volvo XC60 B6 hybrid I drove the week prior, in which it tried to take me to the wrong location, although this one seemed due to recent construction. It appears Google maps isn’t updating fast enough to compensate for such changes. This said, I find most carmaker-imbedded navigation systems more accurate, or at least I have in recent times.
Dreamy seats and a fabulous driving position are Volvo hallmarks
This said, the XC40 Recharge’ driving position is superb, like every other Volvo I’ve driven in recent years. There’s plenty of reach from the tilt and telescopic steering column, while the rim is wonderfully comfortable and heated via three different temperature settings. The three-way heatable and three-way cooled seats are wonderfully comfortable too. They’re aided by four-way lumbar support, plus all the usual power adjustments as well as manually-extendable lower cushions.
They’re attractive too, as noted earlier, with microsuede inserts, leather side bolsters, and nice light grey contrast stitching, plus piping on their outer edges. There’s even a tiny blue and yellow Swedish flag sewn on the insides of the backrest, just in case you were wondering where this car was designed and made.
Likewise, the XC40’s visibility is better than the class average in all directions, much thanks to a tall greenhouse with few blind spots. This makes parking ultra-easy, a process made even more effortless due to the SUV’s subcompact dimensions, not to mention its front and rear Park Assist sensors that visually and audibly warn of close-proximity objects.
Cool features abound
But I’m getting ahead of myself. I haven’t even told you how to get the XC40’s all-electric Recharge system going. In a nutshell, you don’t have to do anything. As soon as you’ve unlocked and opened the door with the proximity-sensing key fob that can remain in pocket or purse, it’s ready to drive. Similar to Tesla, there’s no ignition button. It doesn’t require the release of an emergency brake either. All you need to do is push or pull the gear lever into “D” for drive or “R” for reverse, and go. When you get to your destination, just press “P” for park and get out of the car. A simple touch of the door handle locks it up ahead of the power mirrors retracting inwards.
Additionally, as part of my previous XC40 reviews I noted a number of unique features designed to make this little ute easier to live with than any rival, such as the two slots on the dash just left of the steering column, perfectly sized for holding gas/credit cards; and the parking pass holder placed next to the driver’s windshield pillar is a handy feature too. There’s even a little garbage bin integrated within the centre console, with its own push-down lid and easy removability for cleaning. What’s more, the carpeted door panel pockets are large enough for a 15-inch laptop as well as a big drink bottle, while the glove box hides a nifty hook that can be flipped outward to hang a purse or shopping bag. There’s even an available storage box below the driver’s seat, and the list goes on. No wonder the XC40 won European Car of the Year when it was introduced back in 2018.
Convenience is king
If you’re using an older phone, like me, it might be time to upgrade to a USB-C-to-C cable, because there are no USB-A ports available in the XC40 Recharge. Still, the wireless charging pad on the lower centre console powered my phone up quickly enough, plus, on an unrelated yet still appreciated note, to each side was a handy spot for stowing additional items such as sunglasses.
Back to the charging pad itself, I should mention that sometimes while driving I was notified that my phone wasn’t charging, at which point I had to physically slide my device back onto the centre of the pad. I have a fairly grippy case, so this was an unusual circumstance. Thankfully, the convenient notification feature let me know my phone wasn’t getting any juice, but taller ridges around the charging pad area might better help keep devices in place.
On the positive, I love the panoramic sunroof, and especially like the touch-sensitive slider function used for both the powered front glass roof portion, and the power sunshade. The overhead console is nicely designed too, with LED overhead reading lights that are also touch-sensitive, while even the rearview mirror was well thought out, looking better than average due to being rimless with handy switchgear for the universal remote below.
Comfortable for rear passengers and practical for cargo
Much of the above can be enjoyed from the roomy rear seats as well, not to mention a large, comfortable centre armrest with dual integrated cupholders that actually hold drinks in place. Tall vertical vents for distributing air evenly to rear passengers can be found on the backside of the front centre console, with three-way rear outboard seat heaters controls located nearby, next to a device charger.
Before delving into rear luggage capacity, take note there’s a small carpeted “frunk” under the front hood, which holds 31 litres (1.1 cubic feet) of well-hidden gear, while the rear cargo area is the one that truly matters, measuring 452 litres (16 cu ft) behind the 60/40 split-folding rear seatbacks, and an accommodating 1,328 litres (46.9 cu ft) when those seats are folded flat. Volvo has smartly included a centre pass-through too, large enough for a couple pairs of skis, which means rear passengers will still be able to enjoy the aforementioned heatable window seats.
Notably, a portion of the cargo floor doubles as a grocery bag holder when pulled upright, while opening the rearmost section exposes a compartment below for storing the regular 110-volt three-prong household-style charging cord, which is easily the most robust of any I’ve ever seen. I used it throughout my test week, and appreciated the blinking light that let me know it was charging. I had no issues charging from home, being that I work there and don’t go out every day. This said, it takes nearly two days to fully recharge this “old-fashioned” way, so most owners will want to purchase a higher voltage home charger.
Still looking great after all these years
As noted earlier, the XC40 has been with us for a number of years already. Nevertheless, despite having almost a half-decade of experience under its stylish belt, I think it remains one of the better-looking subcompact crossover SUVs on the market, with the Recharge variant adding a more modern take on the design by filling in the grille opening with a nice body-colour cover. I think the little ute manages to balance sporty and cute ideally, making it a good choice for couples that share their ride. Plenty of fun colours can personalize it further, truly allowing for a bespoke appearance.
Of course, I’m biased, as I love the traditional boxy, upright, classic SUV shape, but it only works because Volvo has followed the new XC40 Recharge’s significant dose of style up with so an extra helping of function, and plenty of go-fast sport. There’s a lot to love about this tiny SUV package, which makes it an ideal candidate for your next new vehicle purchase.
Review and photos by Trevor Hofmann
Nissan’s Leaf has a permanent place in history for being one of the first modern-day mass-production electric vehicles available anywhere, and arguably the first practical EV (sorry Mitsubishi), so…
Nissan’s Leaf has a permanent place in history for being one of the first modern-day mass-production electric vehicles available anywhere, and arguably the first practical EV (sorry Mitsubishi), so it’s no wonder the compact hatchback quickly became the best-selling electric vehicle in the world.
Nissan investing half a billion into US EV manufacturing and technology operations
Therefore, Nissan is investing $500 million USD to partially transform its Canton, Mississippi assembly plant into an electric vehicle production facility, so that it will be capable of producing new Nissan and Infiniti EV models by 2025. This will include retraining and upskilling approximately 2,000 workers from the plant’s current 5,000 employee total, a process that will result in the Canton plant being Nissan’s centre for EV manufacturing and technology.
“Today’s announcement is the first of several new investments that will drive the EV revolution in the United States,” said Ashwani Gupta, chief operating officer for Nissan Motor Corporation, Ltd. “Nissan is making a strong investment in Canton’s future, bringing the latest technology, training and process to create a truly best-in-class EV manufacturing team.”
Nissan Ambition 2030 project responds to massive EV growth expectations
While it’s only part of a $13.5-billion overall investment in Nissan’s U.S. manufacturing operations to date, of which $4-billion was previously invested in the Canton facility alone, the company is betting on industry estimates that 40 percent of new vehicle purchases will be fully electric by 2030.
There are certain to be even more electrified models sold as hybrids and plug-in hybrid (PHEV) vehicles in the near future too, which is why the “Nissan Ambition 2030” project is targeting 23 electrified models within the Nissan and Infiniti brands globally by 2030, of which 15 will be fully electric.
Two new electric mid-size crossover SUVs are the likely candidates for Canton
The 19-year-old Canton assembly plant, which currently produces four Nissan models, including the Altima, Frontier, Titan and Titan XD, and has built almost five million vehicles since opening in 2003, will have two entirely new fully electric models in production by 2025.
The Leaf, which is currently built in Smyrna, Tennessee for U.S. consumption (and the Oppama Plant in Yokosuka, Kanagawa, Japan for Asian markets, plus NMUK in Sunderland, UK for European buyers), won’t be transferring production to the revised Mississippi plant, so it’s likely the two new models will be the upcoming Nissan Ariya and something similar to the Infiniti QX Inspiration, both mid-size crossover SUVs that will target large segments of both mainstream volume-branded and premium markets.
Combining EV and truck production could result in future electrified Frontier
Electrified commercial vans are also a possibility, being that Nissan was selling its full-size NV Cargo and NV Passenger vans, plus its NV200 compact cargo van up until September of 2021, when they were discontinued as part of Nissan’s new Business Advantage plan. A fleet of new electric vans could revitalize this segment for the automaker, and simultaneously expand Nissan’s important fleet customer base for its “Seamless Autonomous Mobility (SAM)” driving technologies, a more advanced version of its ProPilot Assist system that’s already available in many Nissan and Infiniti retail models.
Story credit: Trevor Hofmann
Photo credits: Nissan and Infiniti
Car sales have been slip-sliding away when compared to crossover SUV deliveries lately, with BMW selling less than half of its 3 and 4 Series models than it did a decade ago, and Mercedes-Benz’ C-Class…
Car sales have been slip-sliding away when compared to crossover SUV deliveries lately, with BMW selling less than half of its 3 and 4 Series models than it did a decade ago, and Mercedes-Benz’ C-Class down to a third of its 2010 numbers. Tesla’s all-electric Model 3 is bucking the trend, however, with a total of 12,800 Canadian deliveries in 2021, compared to just 4,348 for the 3 Series, and 3,010 sales of the C-Class.
If the Model 3’s clean sweep of its category in North American markets wasn’t enough, last year it outsold the 3 Series in 28 European countries as well. In fact, with 141,429 deliveries under throughout 2021, Tesla’s entry-level car sold more units in Europe than the Canadian and U.S. markets combined, according to JATO Dynamics. Comparatively, the 3 Series only found 116,250 European buyers during the same period,
Back to Canada, the Tesla Model Y compact luxury crossover SUV didn’t fare as well as the Model 3 last year, both in total sales and when compared to rivals, due to just 6,400 examples sold for a sixth-place ranking in the compact luxury crossover SUV segment. Ahead of the Model Y was the Audi Q5 in first with 9,968 deliveries, while the Acura RDX came in second with 7,976 unit-sales. Third was the BMW X3 with 7,506 deliveries, while fourth was taken by Lexus’ NX with 7,283 new Canadian buyers, and finally Mercedes-Benz’ GLC-Class took fifth with 6,887 units sold.
In the U.S., mind you, the Model Y was far and away number one in its class thanks to 161,529 deliveries compared to 86,478 combined BMW X3 and X4 sales (made up of 75,858 X3s and 10,620 X4s), so being that Canada often mirrors American sales in this category, albeit by approximately 10 percent of the volume, it’s likely that Tesla’s compact crossover would have placed much higher if enough units were made available (allocation is often the culprit). Whether or not calendar year 2022 will see a Canadian adoption of this U.S. market trend won’t be known until Tesla’s quarterly numbers start arriving in early April, and even if it’s not on top after Q1, it would be unwise to bet against Tesla being number one in Canada’s compact luxury crossover SUV class by the close of this year.
With a focus on having 25 electrified models in its lineup as early as next year, half of which will be fully electric, BMW is wasting no time putting its plans into action. Before we get too excited,…
With a focus on having 25 electrified models in its lineup as early as next year, half of which will be fully electric, BMW is wasting no time putting its plans into action. Before we get too excited, however, not all of these BEVs will be sold into the Canadian market, evidenced by the German brand’s Chinese-made iX3 crossover SUV only being offered in China and Europe for the immediate future.
The i4, which utilizes the 4 Series Gran Coupe’s four-door liftback body style and starts at $54,990 (not including incentives or destination fees), will be available in two different trims, including the eDrive40 and M50 xDrive. The former uses a single rear-wheel drive (RWD) electric motor good for 335 horsepower, while the latter, which starts at $72,990, combines both front and rear motors for all-wheel drive (AWD) and makes a total of 516 horsepower. Both models come fitted with the same 83.9-kWh battery.
As for performance and range, BMW claims the i4 eDrive40 is capable of 340 km on a single full charge, but not if you’re constantly testing its 5.7-second zero to 100 km/h sprint time, while the M50 xDrive will zip from standstill to 100 km/h in just 3.9 seconds and can drive for approximately 510 km after completely recharging. That latter number gets the i4 close to the Tesla Model 3’s 576 km maximum range, a car the i4 has clearly in its sights.
Likewise, BMW Canada also offers the X3 xDrive30e PHEV, but unfortunately, as noted above, the iX3 won’t be giving Tesla’s Model Y a run for its money in Canada anytime soon. Moving up a size category, BMW also makes its 389-horsepower X5 xDrive45e PHEV available for 2022, once again offering an electrified alternative not available from Tesla.
The new iX targets Tesla’s Model X directly, however, and while it doesn’t offer gullwing doors for rear passengers, it does provide a similarly mid-sized two-row layout for up to five passengers and their gear. A total of three iX trims are dubbed xDrive40, xDrive50 and M60, each of which incorporate standard front and rear motors for AWD.
To be clear, the iX xDrive50 is the only trim available for 2022, which means the xDrive40 and M60 will arrive later this year as 2023 models. The iX xDrive40, which will start at $79,990, makes 322 horsepower, can sprint to 100 km/h in 6.1 seconds, and has a range of 340 km, whereas the current $89,990 xDrive50 makes 516 horsepower, can hit 100 km/h in just 4.6 seconds, and can be driven for up to 521 km before requiring a recharge. Lastly, the 610-horsepower M60 starts at $121,750, can scoot to 100 km/h from standstill in a scant 3.8 seconds, and can cover up to 450 km of ground before recharging.
What’s more, unlike smartphones, tablets, laptops and plenty of EVs that have been on the market over the past few years, BMW’s new BEVs don’t suffer from much if any battery degradation, which means the various claimed range estimates mentioned above will still hold up after years and even a decade’s use. In other words, the batteries in these new BMW EVs are designed to last the life of the vehicle, or more specifically up to 1,500 full charge cycles, which is enough for more than 500,000 km of driving.
CarCostCanada has full pricing and trim information for the 2022 i4 as well as 2022 and 2023 iX models, including all options that you can build out in their car configurator. On top of this, you’ll receive any available information regarding manufacturer rebates, factory financing and lease rate deals (both i4 and iX models currently have in-house financing/lease rates from 4.49 percent), plus you’ll receive dealer invoice pricing that can help you negotiate a better deal on any new vehicle. Find out how the CarCostCanada membership can benefit you, and be sure to download their free app from the Apple Store or Google Play Store.
Speaking of money, BMW Canada is also claiming that both i4 trims are eligible for provincial zero-emission incentives in BC, Quebec, Nova Scotia, Yukon and the Northwest Territories, plus the base i4 eDrive40 qualifies for the federal iZEV rebate. Unfortunately, the iX’ higher base price disqualifies it from any provincial or national government rebates.
The new i4 and iX will start arriving at Canadian BMW dealerships next month.
BMW Ultimate – Reserve the BMW iX and i4 now! (0:15):
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The Power of Action: Meet The First-Ever BMW iX & BMW i4 | BMW USA (0:15):
The Power of Action: Meet The First-Ever BMW iX & BMW i4 | BMW USA (0:30):
[ SPACE ] by BMW: BMW iX & i4 | BMW USA (1:12):
Introducing the BMW i4 M50: The All-Electric BMW M | BMW USA (2:54):
The First-Ever BMW i4 | The All-Electric Car | BMW USA (0:44):
The BMW Concept i4: New Electric Car | BMW USA (2:01):
The 2022 BMW i4 Models: BMW Review & Walk-Around | BMW USA (2:07):
Introducing the BMW iX | The All-Electric SAV | BMW USA (1:15):
The Electric Mood of the 2022 BMW iX | BMW USA (3:35):
Creating the BMW iX: Behind the Scenes, Episode 1 | BMW USA (2:11):
Creating the BMW iX: Behind the Scenes, Episode 2 | BMW USA (2:11):
Creating the BMW iX: Behind the Scenes, Episode 3 | BMW USA (2:25):
The All-Electric SAV: 2022 BMW iX Walk Around & Review | BMW USA (2:22):
Pioneer of a New Age: The Panoramic Eclipse Roof: The 2022 BMW iX | BMW USA (0:54):
Story credit: Trevor Hofmann
Photo credits: BMW
To say the electrical vehicle market is heating up would be an understatement of monumental proportions. As of calendar year 2021’s close, zero emission vehicle (ZEV) ownership in Canada is up to 5.6…
To say the electrical vehicle market is heating up would be an understatement of monumental proportions. As of calendar year 2021’s close, zero emission vehicle (ZEV) ownership in Canada is up to 5.6 percent, which is a considerable 1.8-percent higher than it was this time last year.
BC leads the charge with 13 percent of all-new car registrations being zero emission over the past year, Vancouver being slightly higher at 15 percent, whereas Montreal came in second with a 10.7-percent ZEV take-rate in 2021, and Toronto third with 4.3 percent.
While Tesla is far and away the battery electric vehicle (BEV) leader in Canada, with more than 32,000 cars and crossovers currently registered, others are nibbling away at the U.S. firm’s dominance. Porsche’s new Taycan showed strength in the premium sector by overtaking Tesla Model S deliveries last year (732 deliveries to 602), while Tesla’s Model 3 (at 12,800 units) made up almost 62 percent of Canada’s entire dedicated electric vehicle market.
The Model Y (with 4,352 unit-sales in 2021) placed fourth behind Chevy’s regular Bolt and new Bolt EUV (which achieved combined sales of 4,675 units last year), and that was despite GM halting sales for most of Q4 due to battery recall issues, while the top-10 list finished off with Nissan’s Leaf in fifth (with 1,224 units), Tesla’s Model X in sixth (with 997 units), Porsche’s Taycan in seventh, Audi’s E-Tron in eighth (with 731 units), Tesla’s Model S in ninth, and finally Volkswagen’s ID.4 in 10th (with 536 units).
The new 2022 EV6, Kia’s first dedicated BEV, probably competes closest with VW’s ID.4 and Nissan’s Leaf, for size, while some potential Mazda MX-30 prospects (a model that sold 148 examples over the last quarter of 2022) and Bolt EUV customers might also cross-shop these small crossover SUVs. This said it directly targets Hyundai’s new Ioniq 5 (which sold 232 units in Q4 of 2021) that shares the South Korean automaker’s new E-GMP (Electric-Global Modular Platform) architecture, which will also prop up the new Genesis GV60 luxury crossover.
Of note, the 2022 Kia EV6 is priced almost identically to the Ioniq 5, both of which will be significantly more affordable than the GV60’s expected MSRP. The EV6 starts at $44,995 for the base Standard Range RWD version, with prices increasing to $52,995 for the Long Range RWD, $54,995 for the Long Range AWD, $57,995 for the Long Range AWD with the GT-Line Package 1, and $61,995 for the Long Range AWD with GT-Line Package 2. Comparatively, the base 2022 Ioniq 5 Essential RWD starts at $44,999 (which is $5 more than the EV6), while the same model’s top-line Preferred AWD Long Range trim with its Ultimate Package is available from $59,999 (which is $1,996 less than the top-tier EV6).
The differences in the just-noted trims include more performance and range, starting with the base RWD EV6 that includes a 58.0 kWh battery with a 125kW rear motor capable of up to 373 km of range; which is followed up by Long Range RWD trim featuring a 77.4 kWh battery with a 168kW rear motor for up to 499 km of range. The other two AWD power units utilize the same 77.4 kWh battery as the latter model, but the first trim incorporates a 74kW front motor and a 165kW rear motor for up to 441 km of range, whereas the most potent combination boasts a 160kW front motor and a 270kW rear motor for up to 499 kms of range.
Speaking of trims, the EV6’ standard centre display measures 12.3 inches diagonally, while Canadian buyers will also benefit from a heat pump system for maintaining range during cold winter conditions.
Of course, plenty of advanced driver assistance and convenience systems will be included too, such as forward collision avoidance assist, blind spot avoidance assist, automated parking assistance, driver attention warning, intelligent speed limit assist, highway driving assist, navigation-based smart cruise control-curve, and high beam assist.
The new EV6 also includes ultra-fast DC charging at 800V and 400V, without the need for a separate controller, which allows the battery to be topped up to 80 percent in just 18 minutes.
Additionally, campers, do-it-yourselfers, and the like, will appreciate the EV6’ available Vehicle to Load (V2L) feature, which transforms the new SUV into a direct power source for just about anything, from personal electronics and appliances, to even the ability to charge another BEV.
The new 2022 Kia EV6, which will arrive at Canadian Kia dealerships next month, will qualify for the $5,000 national iZEV rebate thanks to being priced below $45,000. Provincial rebates may decrease its price even further, with Quebec’s $8,000 incentive dropping the point of entry below $32,000.
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