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Seven years have passed since Lexus introduced its fourth-generation RX, and while a dramatic departure stylistically than the more conservative model it replaced, time always takes its toll. The RX’…

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Bold new 2023 Lexus RX revealed with 367-hp hybrid

2023 Lexus RX 350 Premium — The new 2023 Lexus RX 350, shown here in base Premium trim, will be available this coming fall.

Seven years have passed since Lexus introduced its fourth-generation RX, and while a dramatic departure stylistically than the more conservative model it replaced, time always takes its toll.

The RX’ continued success (it’s long been its mid-size luxury crossover SUV segment’s number-one seller, in both in Canada and the U.S.) means than even what once seemed daring and different can start to look commonplace and dated, but a fresh new RX will soon remedy any softening in the sales department.

Evolution of outgoing RX design makes for a fresh new look

First off, Lexus’ distinctive spindle grille is gone, but not entirely. As RX Project Chief Designer Jota Kusakari explains in a video (see below), it’s now a “spindle body,” encompassing the entire SUV.

This can clearly be seen up front, where the bulging hood forms into a body-colour nose-cap that melds almost seamlessly into the blackened grille opening below, much like Lexus’ new RZ electric. The spindle shape continues to flair outward as it reaches the lower valance, similarly to the previous RX, while it’s accentuated further via corner vents to each side.

Spindle grille gives way to new “spindle body-concept”

As dramatic as the frontal redesign, the spindle body-concept enhances the new RX’ rear design even more than the outgoing version, where an angled crease, parallel to the rear clip cutline, slices upwards from the aft portion of each rear wheel cut-out, overtop an identically angled rear corner vent, before ending where a singular taillight element forms into its centre section, which, much like that on the smaller UX, features a light bar lamp that appears stretched between two sharply angled outer lenses.

This design increases the visual tension started by the previous RX, almost as if the new model’s sides have been pinched together slightly at centre. There are plenty of other details worth noting too, some being quite creative, yet while nothing remains the same from old to new, no one will mistake this fifth-generation RX for anything other than a mid-size Lexus.

All-new RX sits on Toyota GA-K platform architecture

The new RX is built upon Toyota’s well-proven GA-K platform, even though it might appear as if it was formed off the back of the outgoing model’s Toyota K architecture. The latter is due to some carryover design elements like the lower half of the just-noted grille opening, the sharply angled LED headlamps with checkmark-style LED driving lights, forward-canted vertical corner vents with circular LED fog lamps, sweptback roofline with floating D pillars, and sharply angled wraparound LED taillights.

Even the rear reflectors, which make way for sportier vertical vents, are at the same angle in more or less the same place, while F Sport models receive much larger vents next to new rear reflectors on the bumper cap, providing a much more aggressive appearance.

Lighter and stiffer makes for better handling

The GA-K platform is is up to 90 kg lighter in the RX than the outgoing model, thanks to new materials in the main framework, while torsional rigidity has increased as well. Along with this is a lower centre of gravity and better weight distribution, while an all-new multi-link rear suspension design, attached to a stiff high-torsion rear body frame, “facilitates more consistent suspension input/travel during acceleration, deceleration and steering moments,” says Lexus.

It should all result in optimized performance, while the new model’s 60-mm longer wheelbase should improve ride quality too. Additionally, a 60-mm shorter rear overhang should also aid handling as well as providing a more athletic looking stance. Lexus managed to maintain an identical overall length to the previous RX too, so those trading up should feel right at home when parking.

More rear passenger and cargo room is always welcome in the mid-size class

The new GA-K platform increases the “front/rear couple distance” too, which provides greater rear legroom, while cargo space is reportedly improved too, as is access to the load floor thanks to a lowered liftgate sill that decreases the lift-over height.

The GA-K platform, incidentally, also underpins the new Lexus NX, the luxury brand’s latest ES, plus plenty of others from the namesake mainstream volume brand’s lineup, such as the Toyota Camry, Avalon, RAV4, Venza, Highlander, and Sienna, thus it will once again be ideal for the automaker’s range of hybrid powertrains.

RX powertrain options expand from two to four

2023 Lexus RX 450h PHEV — A new RX 450h plug-in hybrid (PHEV) will be available as a late arrival.

Electrifying in mind, the entry-level RX 350 (more on that in a moment) will now be complemented by three different hybrid alternatives, including a new 2.5-litre four-cylinder version dubbed RX 350h that should be quite popular due to an expected lower price point and improved fuel economy than today’s RX 450h, with Lexus estimating a very thrifty 7.1 L/100km combined city/highway.

It should be more than capable of hauling a fully-laden mid-size crossover SUV too, being that it’s sourced from the aforementioned Venza and Sienna, which are now dedicated hybrids, plus Toyota’s Highlander Hybrid. It makes a net 246 horsepower and 233 lb-ft of torque, which is good for 7.6 seconds from zero to 100 km/h (just 0.2 seconds off of the base non-hybrid variant), plus comes mated to a continuously variable automatic transmission (CVT) plus all-wheel drive.

Lexus adds plug-in and high-performance hybrid options to RX lineup

2023 Lexus RX 500h F Sport Performance — Top of the line will be new RX 500h F Sport Performance trim with 367-hp and 406 lb-ft of torque.

Additionally, there will be a plug-in hybrid (PHEV) using a similar name to the current V6-powered RX 450h, albeit named 450h+, but it’ll arrive later and therefore Toyota hasn’t provided any additional info. Due to the name, we should expect a bit more performance than the new RX 350, plus, of course, greater and more utile EV range.

Lastly, the pinnacle of RX performance will now be the all-new 500h F Sport Performance, which promises to be quite the mid-size family hauler, with the emphasis on hauling arse. This model combines the more potent 2.4-litre turbocharged four-cylinder from the base RX 350 with a different six-speed automatic, an inverter, and all-wheel drive via Lexus’ eAxle unit boasting a stronger high output electric motor, inverter and reduction gearbox.

New 500h F Sport Performance puts RX in the mix with turbo-six Europeans

This results in a soul-stirring 367 horsepower and 406 lb-ft of torque, which is similar to what we can find under the hood of twin-turbo six-cylinder-powered competitors like the Genesis GV80 3.5T and Mercedes-Benz GLE 450 hybrid, and considerably more than what BMW’s X5 provides from its 3.0-litre turbo-six. The benchmark here is Volvo’s XC90 Recharge, with 400 hp and 472 lb-ft of torque from a turbocharged, supercharged and plug-in hybridized 2.0-litre four, but there will likely be a sizeable price difference between this new Lexus and the Swedish brand’s flagship SUV.

Where the XC90 Recharge can sprint from standstill to 100 km/h in 5.6 seconds, the top-tier RX 500h F Sport Performance can do so in a respectable 6.1 seconds, whereas the two competitors’ city/highway combined fuel economy is rated at 8.8 L/100km for the Swede and a very similar 9.0 L/100km for the Japanese. Incidentally, the aforementioned Mercedes-Benz hybrid SUV scoots from zero to 100 km/h in 5.7 seconds while achieving a claimed city/highway rating of 10.4 L/100km at the pump, while the non-hybrid X5 xDrive40i matches the Mercedes’ fuel economy while providing a sprint time of 5.5 seconds. Strangely, BMW has a pricier plug-in hybridized X5 dubbed xDrive45e that uses more fuel than the regular version, at 11.5 L/100km combined, and takes 0.1 seconds longer to hit 100 km/h.

Lexus introduces Direct4 all-wheel drive for new RX 500h F Sport Performance

Gripping pavement under the RX 500h F Sport Performance is a new Direct4 all-wheel drive system that Lexus is touting as its “highest technology all-wheel drive” system with “maximum grip, traction and acceleration in all situations.” Unfortunately, that’s all we know about it thus far, so we’ll just have to wait until more info comes out in order to learn what makes it better than Lexus’ regular AWD.

Overall, Lexus claims its RX 500h F Sport Performance provides “a sportier, more performance-driven look and feel,” thanks to its straight-line performance, of course, plus that all-wheel drive system and opposed six-piston brake calipers to enhance stopping power. These are framed in a set of 21-inch aluminum wheels “that exude a wide, confident stance,” and upgraded 235/50R21 rubber for enhanced traction.

Additional RX 500h F Sport Performance details include a unique mesh grille, plus special front and rear bumpers, while the cabin gets a whole host of F Sport upgrades such as a perforated leather-wrapped steering wheel rim, paddle shifters, aluminum foot pedals, additional aluminum trim, leather upholstery, microsuede-trimmed interior door panels, F Sport branded scuff plates, and more.

New RX 350 base model promises strong performance and better efficiency

Back to the basics, the entry-level and sole non-hybrid RX 350 drops the current model’s 3.5-litre V6 for a much thriftier 2.4-litre four-cylinder engine that’s capable of 9.8 L/100km combined. It makes a solid 275 horsepower and 317 lb-ft of torque, and while this might seem like a downgrade of 20 horsepower compared to the outgoing model’s 295, it’s also an upgrade of 50 lb-ft of torque, resulting in a net positive. It also comes mated to a sporty yet efficient eight-speed automatic transmission with standard all-wheel drive, so therefore, once factoring in pricing, which has yet to be released, this will likely be Lexus’ best-selling RX trim level in Canada.

The RX 350, and all RX trim lines, come standard with a generous supply of advanced safety and convenience technologies that the luxury firm dubs Lexus Safety System+ 3.0. This suite of features includes Pre-Collision System (PCS) with Pedestrian Detection, Intersection Support and new Motorcycle Detection; as well as All-Speed Dynamic Radar Cruise Control with new Curve Speed Management (DRCC); Lane Departure Alert with Steering Assist (LDA); and Emergency Driving Stop System (EDSS).

On the high-tech options list is Advanced Park that helps out when parallel parking, or when wanting assistance for back-up parking, forward-facing parking, or forward-facing and back-up exiting.

Seven grades mean standard and optional equipment will be plentiful

As for additional standard features, the new 2023 RX will get 19-inch alloy wheels, Lexus’ e-Latch proximity sensing access, and Lexus Interface, these details garnered from the Canadian press release, whereas the few options specifically mentioned include multi-coloured illumination accents, “tasteful” door trims, a head-up display (HUD), a 14-inch Multimedia Touchscreen Display, navigation, and a panoramic glass sunroof. Of course, there will be plenty more available in the 2023 RX’ seven grades, which will include Premium, Luxury, Ultra-Luxury, Executive, F SPORT 1, F SPORT 2 and F SPORT 3, but we’ll need to wait until closer to launch before knowing details.

A total of 10 exterior colour choices will be available too, depending on the chosen grade, including Caviar, Copper Crest (a Lexus-first), Eminent White Pearl, Grecian Water, Iridium, Matador Red Mica, Nebula Gray Pearl, Nightfall Mica, Nori Green Pearl, and Ultra White, while inside there’s a choice of four grade-dependant “ornamentation styles” including Ash Bamboo, Black Cascade, Black Open Pore, and Dark Graphite Aluminum, as well as six cabin colours including Black, Birch, Macadamia, Palomino, Peppercorn and Rioja Red.

Lexus expects the new 2023 RX to go on sale at the end of 2022, so it’s probably a good idea to claim your spot in line if you want to be first.

The All-New 2023 Lexus RX – World Premier (9:50):

Introducing the All-New RX | Lexus (2:51):

The Lexus RX | Lexus (8:35):

2022 Lexus Product Showcase | Lexus (24:40):

Story credits: Trevor Hofmann

Photo credits: Lexus

Everyone who follows the auto industry knew that Tesla’s Model S would eventually get knocked from its first-place sales pedestal in the mid-size electric luxury sedan segment (which is actually a thing…

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Beige doesn’t mean boring when applied to Porsche’s new Taycan GTS Hockenheimring Edition

The new 2022 Porsche Taycan GTS Hockenheimring Edition looks good on the racetrack. — The new Hockenheimring Edition should be as impressive on the track as any Taycan GTS.

Everyone who follows the auto industry knew that Tesla’s Model S would eventually get knocked from its first-place sales pedestal in the mid-size electric luxury sedan segment (which is actually a thing now), but some might’ve expected the upstart EV replacing it at the top to be from some all-new brand like Lucid. As we all now know it was Porsche’s Taycan that took best-selling honours in this category last year, let alone every month since.

To be fair to Tesla, its flagship four-door has been with us mostly unchanged for a decade, which is a surprisingly long stint for any car and certainly testament to how advanced the original was when it came on the market in 2012. Then again, one glance at the Taycan and the Model S looks downright frumpy, which was no doubt part of Porsche’s plan when penning the now three-year old BEV.

Taycan GTS Hockenheimring Edition commemorates 90 years of famed racetrack

The new 2022 Porsche Taycan GTS Hockenheimring Edition looks good from the rear. — Enough beige for you? Oh yah, it’s not beige, but rather Stone Grey with Bronzite highlights.

So, how should Porsche celebrate this monumental occasion? Once again breaking the track record at the legendary Nürburgring Nordschleife might be a good idea, especially since the only car to do so was a preproduction Taycan Turbo back in 2019 that, while achieving a pretty impressive lap time of 7:42.34 minutes and therefore making Tesla’s four-year old 8:50-minute lap of a Model S P85D look as if it was merely cruising along in “chill” mode, got walloped by an updated 2021 Model S that ran the ring in just 7:35.579 last fall, no doubt in Plaid track mode.

Thus far Porsche hasn’t taken the bait, but they’ve nevertheless conjured up a new special edition that pays tribute to 90 years of motorsport on Germany’s second-most famous race course, the Hockenheimring, and while only available in Europe and therefore somewhat useless information for any Canadian that doesn’t also own a hunting cabin in the Black Forest or ski lodge in Chamonix, it’s a worthy racetrack to commemorate and a nicely dressed up Taycan to boot.

Hockenheimring has a long history of notable winners

2022 Porsche Taycan GTS Hockenheimring Edition — Each two-tone painted 21-inch alloy wheel wears Stone Grey and Bronzite.

The Hockenheimring, located in Baden-Württemberg, Germany, hosted Formula 1 as recently as 2019, but was a regular haunt of motorsport’s supreme series from 1977 to 2006, except for 1985 when the German Grand Prix was held at a reconfigured Nürburgring circuit, which had lost F1 in 1976 due to safety concerns.

The great Michael Schumacher achieved four Formula 1 victories at the Hockenheimring, while plenty of other racing greats have competed in DTM (Deutsche Tourenwagen Masters), a.k.a. the German Touring Car championship, World RX (rallycross), EuroNASCAR, and the World Endurance (Sportscar) Championship, in which Porsche has run away with many class victories and championships.

Stunning Stone Grey beige earth-tone joined by beautiful Bronzite highlights

Setting this special model apart are "90th Hockenheimring Edition" badges on the outer B pillars. — Special “90th Hockenheimring Edition” badges are attached to the B pillars, while additional versions of this logo can be found elsewhere.

No doubt the new 2022 Taycan GTS Hockenheimring Edition’s most eye-catching feature is its Stone Grey exterior paint, which we dare you to call beige. As if a car that can sprint from zero to 100 km/h in just 3.7 seconds could ever be considered beige, let alone one that looks as dramatic as any Taycan, but it’s also a bit browner than grey, so we’ll have to accept that Porsche used some creative license when positioning this hue within their “Heritage” colour palette’s nomenclature and leave it there.

It’s part of Porsche’s Paint to Sample program, as is Bronzite that gets used for the five twinned spokes of this unique Taycan’s 21-inch Mission E Design alloy wheels, the rims painted in Stone Grey to match the car’s bodywork. Bronzite also adorns the car’s side skirts, rear diffuser, and Taycan badges.

Island Green highlights combine with Paldao hardwood inside

Special Island Green leather gets used for the steering wheel's centre marker. — Island Green dye highlights the centre marker on the leather-wrapped steering wheel rim.

The Taycan GTS Hockenheimring Edition’s cabin is slightly more subtle in execution than its sheet metal, much due to black leather being used throughout, except for a thin strip of Island Green leather found atop the steering wheel as a centre marking. Island Green stitching gets used in all the right places too, while Paldao hardwood inlays dress up key areas and yet more Bronzite can be found where satin-silver might otherwise be, including the steering wheel spokes, gear lever and surrounding area, HVAC vent slats, and even the rim around each cupholder.

Additionally, the Hockenheimring Edition’s carpeted floor mats get yet more Island Green highlights, while a Hockenheimring track map and special logo get embossed into the leather-clad centre armrest, as does the key fob, illuminated door sills, and projector LEDs that light up the ground below the doors. Capping this special model off, Porsche fixed a special badge with the same logo and track layout to the outer B pillars.

New Hockenheimring Edition built on ultra-quick Taycan GTS underpinnings

The new Taycan GTS Hockenheimring Edition, which is only available as a sedan, makes 590 horsepower and 626 pound-feet of torque, which means that along with its aforementioned 3.7-second run from standstill to 100 km/h, it can manage a terminal velocity of 250 km/h, while GTS trim also provides the longest WLTP-estimated range of any other Taycan trim, at 504 km.

Taycan GTS Hockenheimring Edition. Porsche Exclusive Manufaktur (1:36) (Note: this video is in German):

Story credits: Trevor Hofmann

Photo credits: Porsche

Acura is smartly bringing back one of its most revered nameplates for 2023, and simultaneously ditching a three-letter moniker that never managed to garner as much devoted loyalty. The ILX has long been…

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New Acura Integra five-door priced right for June launch

Acura is smartly bringing back one of its most revered nameplates for 2023, and simultaneously ditching a three-letter moniker that never managed to garner as much devoted loyalty.

The ILX has long been a very impressiv

The new 2023 Acura Integra pulls recent memories of the old ILX. — While this five-door hatch could’ve easily been the 2nd-generation ILX, Acura smartly chose to bring back its legendary Integra nameplate.

e compact sedan capable of running alongside the smallest offerings from Europe’s, Asia’s and the U.S.’ biggest luxury players, thanks to a combination of the previous ninth-generation (2012–2015) Honda Civic Si underpinnings and 2.4-litre engine with a much more sophisticated eight-speed dual-clutch automated gearbox. Certainly, the compact four-door has needed a redesign for years, so therefore sales have waned, but along with a significant update for 2023, Acura has blessed it with a much more endearing name.

Along with the new designation, a much-needed restyling, and a host of other improvements, the new 2023 Integra receives a base price of $34,350 (plus freight and PDI) that’s closer to upper trims of the outgoing ILX, which currently ranges from $31,400 to $36,800.

Integra roots go back 37 years

2023 Acura Integra in the city. — Those wanting a compact, efficient performance car might want to consider the new Integra, especially now that it provides more interior room.

The ILX has already been with us for a decade, although it was given two facelifts in 2016 and 2019, the first one upgrading the drivetrain to its current iteration, and last one being a more dramatic visual departure, in that it received the brand’s latest “Diamond Pentagon” grille. Plenty of additional upgrades were made to each iteration as well, including the model’s sportiest A-Spec trim added to the latter.

Before the ILX, Canadians wanting an entry-level Acura had the option of the 2006–2011 CSX, which was exclusive to our market, albeit with styling shared with the Honda’s domestic-market Civic, while once again it shared plenty of parts with Honda’s Civic Si, albeit only in Type-S trim (beginning in 2007).

The new 2023 Acura Integra from the rear. — The new Integra actually looks closer to the past RSX (4th-gen Integra) from the rear than any Integra sold in North America.

The CLX replaced the Canadian-exclusive 1997–2005 EL, which was more of a gussied up Civic in that it offered no performance option, yet nevertheless managed to accumulate 51-percent of Acura Canada’s sales in its first year and remain the Canadian division’s best-selling model from 1997 to 2003.

Up until 1996 the point of entry into the Acura brand was this article’s subject namesake Integra, or at least the inspiration for the name, which started life in 1986 and therefore joined the mid-size Accord-based Legend as one of the Japanese luxury brand’s initial two launch models.

Following Acura tradition by riding on affordable Honda Civic underpinnings

2023 Acura Integra under lights. — The Integra’s sloping rear window is a convenient hatchback, aiding practicality.

Like that original Integra, the renewed 2023 version is based on Honda’s ultra-popular Civic, although back in the mid ‘80s Acura had a Civic Coupe (and hatchback) to utilize for two-door hard-points, whereas the most recent 11th-generation Civic is only available in four-door sedan and five-door hatchback body styles.

Understandably, fans of the original Integra were disappointed when the new 2023 model showed up as a five-door hatchback in prototype form and once again in production trim, despite early first-, second- and third-generation Integras being sold as four-door sedans (plus four-door pillared hardtops) and five-door liftbacks, not only as three-door liftbacks, often referred to coupes (the fourth-gen Integra, which only came in three-door liftback form, was known as the RSX here).

Five-door Integra makes sense in today’s market

The 2023 Acura Integra in production. — The new Integra is now in production, and this photo shows its hatchback lifted in the background.

Old Integras are most collectable in sportier looking three-door form, which, by the hubbub of controversy surrounding the new Integra’s initial announcement, must have been how many fans initially imagined the majorly-hyped new version before it came out. Looking across the auto mall at Ford, disgruntled Acura enthusiasts might just want to be grateful the new Integra isn’t a crossover SUV (looking at your Mustang Mach-E).

With no three-door model in the Civic lineup, and the need to base the Integra on an existing body style, it makes sense Acura chose the liftback option to pay tribute to the luxury brand’s past. Doing so also results in the sportiest of its two Civic donor platforms, plus better access to the cargo area than the outgoing ILX’ trunk.

High-revving Honda Si engine making way for more efficient 1.5-litre turbo-four

The new 2023 Acura Integra's interior. — The new Integra will be offered with both manual and automatic transmissions.

Those who love the high-revving 2.4-litre ILX engine might be disappointed that its replacement loses 900 cubic centimetres, but take heart because the new Civic-sourced 1.5-litre unit is much more efficient (which matters these days) and utilizes a turbo to produce more output overall at 200 horsepower and 192 lb-ft of torque, compared to 201 horsepower and 180 lb-ft for the ILX.

Where the outgoing engine has been both lauded and criticized for its quick-spinning, peaky performance, with serious enthusiasts loving its mechanical audio track and intense accelerative VTEC forces in the upper rev-range, it was always a bit too sporting for some. After all, the current ILX, and soon this new Integra, need to serve as Acura’s entry-level product for all.

The 2023 Acura Integra as viewed from the driver. — The new Integra promises to be a strong performer.

Therefore, the new model’s more subdued engine note and broader, more automatic-friendly torque band, which ranges from 1,800 to 5,000 rpm, should make it much more enjoyable with the eight-speed dual-clutch automated gearbox, not to mention easier to drive casually around town, while max power can still be found at a lofty 6,000 rpm, or 800 rpm lower than the ILX, meaning that those wanting to rev the engine out will still have an adrenaline inducing, VTEC-enhanced soundtrack to draw upon. That this engine is also used in today’s Civic Si is just another nod to both the ILX’ past and previous Integra’s, et al.

Acura incorporates fabulous six-speed manual transmission from Civic Si

The new 2023 Acura Integra's six-speed manual transmission. — Honda has long been lauded for its manual transmission, which means the new six-speed in the top-line Integra should be very special.

Where the outgoing ILX was not available with a manual transmission (odd considering the Civic Si that donated its 2.4-litre four only was offered with a six-speed manual), the new Integra can now be had with a six-speed DIY gearbox in top-line Elite A-Spec trim at no extra charge, with both the manual and automatic models starting at $42,550, while positioned between base and Elite A-Spec trims is the regular A-Spec at $37,050. According to Acura, the six-speed manual is a “segment-exclusive” feature (sad, but true), which could cause plenty of traditional performance enthusiasts to flock to this front-wheel drive model, despite rear-wheel drive normally being the configuration of choice for the go-fast crowd.

The 2023 Acura Integra's instrument cluster and centre stack. — Acura has clearly biased the Integra’s interior toward a performance-oriented buyer.

Then again, Honda’s Civic is quite possibly the best-handling front-driver ever created, in 306-horsepower 10th-generation Type R trim at least (the new one is expected later this year as a 2023 model, incidentally), so the automaker knows a thing or two about maximizing handling prowess in this less-than-optimal layout.

Making the most of its dynamic chassis design is a standard sport-tuned suspension, plus the Elite A-Spec adds an Adaptive Damper System that provides even more control of the road below. Likewise, the Elite A-Spec model features a customizable Individual mode for its Integrated Dynamics System, with the rest of the Integra’s trim lines coming standard with the usual Comfort, Normal, and Sport driving modes.

Impressive top-level technologies included

2023 Acura Integra — All Integra trims come standard with a configurable 10.2-inch digital driver’s display dubbed Acura Precision Cockpit.

So far, no Tech trim (currently top-of-the-line with the ILX) will be offered, which kind of makes sense being that all 2023 Integras will feature a standard configurable 10.2-inch digital driver’s display, dubbed Acura Precision Cockpit. Then again, a head-up display unit is optional with the Elite A-Spec package, as is a higher-end 9.0-inch infotainment touchscreen featuring wireless Apple CarPlay and Android Auto smartphone integration. The just-noted wireless capability of its smartphone integration will once again make this package’s Qi-compatible wireless charging pad something useful (it isn’t when forced to plug-in for smartphone integration), while this top-tier upgrade also includes a 16-speaker ELS STUDIO 3D audio system.

Back to standard kit, the Integra’s advanced safety features include a special set of driver and passenger airbags that were “designed to control head rotation in a crash,” says Acura, while rear seat airbags are also included. What’s more, a new single-camera AcuraWatch system boasts enhanced Traffic Jam Assist (TJA) and Traffic Sign Recognition (TSR). Lastly, a one-year free trial of AcuraLink services will also be included across the line, also incorporating the brand’s Security and Remote packages at no extra cost.

All Integra trims come standard with best-in-class roominess

The Integra offers red leather upholstery in A-Spec trim. — Once again available with rich red leather upholstery in A-Spec trims, the new Integra promises class-leading interior room.

According to Acura, the Integra also promises class-leading rear legroom and cargo volume (the latter partially due to its convenient hatchback design), which are two bonuses the ILX couldn’t boast of.

After all is said and done, it’s difficult to criticize Acura for making a much better ILX and then rebranding it with a legendary name. Calling this five-door model an Integra brought it much more press than merely making it the second-generation ILX, while badging it with a memorable moniker also pulls on the heartstrings while making it easier to bring up in conversation with friends. Just ask anyone not seriously into cars what an ILX is, and you’ll get a stunned look. Do the same for the new Integra, and while you might get a quizzical, doe-eyed gaze, you’re also more likely to receive a curious response. A name like Integra is more easily embedded in one’s memory too, aiding Acura’s marketing efforts, while reducing its spend. Overall, it just makes sense.

Introducing the Next-Gen Integra (0:30):

Next Generation 2023 Acura Integra Debut Featuring Pierre Gasly (1:02):

2023 Acura Integra Production Model Walkaround (6:02):

Story credits: Trevor Hofmann

Photo credits: Acura

If you’ve been fortunate enough to spend time in Hyundai’s new Ioniq 5 EV or sister company Kia’s equally impressive EV6, you’ll already know they provide near-luxury levels of features, refinement…

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Genesis announces pricing and availability for new all-electric GV60

The 2023 Genesis GV60 promises strong performance, up to 400 km of EV range, lots of luxury, and innovative new features.

If you’ve been fortunate enough to spend time in Hyundai’s new Ioniq 5 EV or sister company Kia’s equally impressive EV6, you’ll already know they provide near-luxury levels of features, refinement and performance, not to mention styling in spades, so it’s going to take a lot for the Korean automaker’s premium Genesis division to top these two standout battery electrics.

Yet despite the daunting task, Genesis has stepped up with a uniquely attractive design, even more standard features including some industry-first technologies, plus a much higher level of luxury than the two more mainstream volume-branded BEVs, as well as even stronger straight-line performance in its top trim level, that also provides even more EV range.

“We are thrilled to begin our momentous journey towards full electrification with the launch of the GV60,” said Lawrence Hamilton, executive director of Genesis Motors Canada. “We are excited that our Canadian guests will be able to experience the innovative technologies, bold design, and extensive suite of Genesis Connected Services offered in this distinctive vehicle.”

Priced competitively against premium rivals

Pricing for the all-new 2023 Genesis GV60 starts at $71,000 (including delivery), which while a sizeable monetary leap from the entry-level trims of its two sub-$45k underlings, is nevertheless reasonable for the premium class. Tesla’s Model Y, for instance, starts at $82,100, which is more than $10k dearer than the GV60, whereas Jaguar’s I-Pace will set you back a cool $99,800 (for the difference you could park a new Hyundai Tucson in your driveway next to the GV60 and have change left over). Still, Audi’s Q4 E-Tron starts at a very reasonable $59,950, but it’s important to compare apples to apples, and to that end the new Genesis stacks up very well.

For starters, the GV60 is larger than all of the above. In fact, while smaller than most mid-size luxury crossover SUVs, it provides more passenger volume and cargo capacity than the compact luxury crossovers just mentioned. Before delving into such details, however, let’s see how the GV60 lines up against the smaller Audi Q4 E-Tron dollar-for-dollar.

GV60 vs Q4 E-Tron

The most basic 2023 GV60 Advanced AWD comes standard with 20-inch alloy wheels (only 19s for the Q4 E-Tron), LED headlights and rear combination lamps (Audi’s Matrix LEDs are part of an $8,400 package), supple Nappa leather upholstery (just regular leather for the base Audi), a heatable steering wheel rim (for both), three-way heated and ventilated front seats plus heated rear outboard positions (no standard cooled or rear warmers for the Q4 E-Tron), a panoramic Vision Roof with a powered sunshade (same for both), Fingerprint Authentication and Face Connect (nope), a 12.3-inch digital gauge cluster (just a 10.25-inch driver’s display for the German SUV), a head-up display system (part of that aforementioned $8,400 package on the Audi), integrated navigation (part of a lesser $5,400 package with the Q4 E-Tron), and vehicle-to-load charging capability.

Additionally, a full suite of safety and convenience features is included standard with the GV60, such as adaptive cruise control with stop and go (a $750 option or part of the $8,400 package with the Q4 E-Tron), high beam assist (part of a $1,600 Tech pack or included in the same $8,400 one), and Genesis’ list goes on with Highway Driving Assist, Intelligent Speed Limit Assist, Rear Cross-Traffic Collision-Avoidance Assist, Remote Smart Parking Assist, Parking Collision-Avoidance Assist, etcetera.

All said, the partially-loaded Q4 E-Tron Technic (that’s the $8,400 package) will set its owner back $68,350 before adding on $890 metallic paint, a smaller set of 20-inch alloys, and a $1,600 Tech package (that includes a head-up display and Audi Connect Plus), as well as $2,700 in freight and PDI costs, resulting in a final total of $74,540, or $3,540 more than the GV60. And that’s before factoring in that Audi’s base mid-size E-Tron, which is dimensionally closer to the GV60 inside, starts at $89,600 including destination.

Industry-first features set the GV60 apart from all competitors

The new GV60 will also be available with some auto industry-first technologies, including Face Connect, Fingerprint Authentication, and Genesis’ exclusive Crystal Sphere. The first two of these features have been available on smartphones for some time, making it somewhat surprising that it took an automaker this long to adapt. Nevertheless, Genesis will be first to offer facial recognition via a deep learning-capable Near Infra-Red (NIR) camera in the B-pillar that automatically unlocks or locks the GV60’s doors without the need for a key.

Face Connect links to two individual driver profiles, causing the head-up display, powered driver’s seat, power steering column, side mirrors, and multimedia settings to adjust automatically once a driver’s personal preferences are chosen.

In the same way, Genesis’ Fingerprint Authentication System lets drivers start and drive their GV60 without a key.

The Crystal Sphere, on the other hand, is a beautiful translucent orb that acts as a glowing ambient light when the GV60 is turned off, yet upon turning the ignition on it rotates around to provide a shift-by-wire dial for selecting gears. Gimmicky? Maybe. But is it cool? For sure.

Performance is impressive throughout the GV60 lineup

Genesis Canada’s entry-level GV60 Advanced AWD trim features a strong power unit with 314 horsepower (234 kW) and 446 lb-ft of immediate torque, while the top-line GV60 Performance AWD, which incidentally starts at $79,000, adds a more potent 160kW front electric motor that combines with the rear motor for an impressive 429 horsepower (320 kW) and the same 446 lb-ft of torque when in Sport Mode, or alternatively 483 horsepower (360 kW) and 516 lb-ft of torque in Boost Mode, which is accessible by pressing a green button on the steering wheel.

Boost mode is kind of a like the “push to pass” system used in Indy Car racing, or nitrous-oxide found on dragsters, as it only provides a short 10-second boost. Still, the result is a rather stimulating 4.0-second sprint from standstill to 100 km/h, which should be good enough for the GV60’s luxury crowd. Then again, Kia’s EV6 GT reportedly does the deed in just 3.5 seconds, due to a whopping 576 horsepower “under the hood”.

Drift Mode and other features set GV60 Performance trim apart

An industry-first feature not yet covered is the GV60’s Drift Mode, an unusually welcome function that’s ripe for future parking lot testing sessions. According to Genesis, Drift Mode uses the braking system along with rear-motor torque in order to break traction at the rear wheels to cause oversteer, after which the crossover’s significant heft should carry the power slide through. There’s no word on whether the feature further utilizes the GV60’s stability management system to “catch” the slide before a spin, this normally requiring opposite lock steering along with driver skill to accomplish.

The Performance package also adds an Electronic Limited Slip Differential (E-LSD), plus an Electronically Controlled Suspension with Road Preview, and Active Noise Cancellation, while additional features include an Ergo Motion massaging driver’s seat, Apple CarPlay and Android Auto smartphone integration, a 17-speaker Bang & Olufsen premium audio system, surround view and blind spot view monitors, alloy pedals, and larger 21-inch alloy wheels.

Range matters most for EV buyers

Genesis has yet to announce EV range specifics, but Canada’s all-wheel drive-only variant should be capable of about 400 km (249 mi), or about the same as the two Hyundai and Kia AWD models that are also based on Hyundai group’s E-GMP platform—the U.S. rear-drive version can supposedly eke out another 50 or so km (30 mi). Unlike Tesla’s performance models, however, which provide more range with added go-fast goodness (as long as that performance isn’t used), the GV60 Performance model is said to get 368 km (229 mi) of range between charges. Of course, these estimates may differ when calculated to Environment Canada’s requirements, but the just-noted Korean-specs should be in the ballpark.

A Hyundai-first (but unfortunately not an industry-first), the GV60 will be able to fill the cabin with faux engine/exhaust noise via the audio system. New electric-Active Sound Design (e-ASD) recreates such familiar noises based on the GV60’s speed and given driving mode, not to mention the level of pressure on the throttle.

More importantly, Genesis Connected Services will allow drivers to find a charging station (or their vehicle), remotely adjust the climate control system, remotely monitor their GV60, plus keep track of its average range and battery status, while it also has the ability to start a charge, schedule a future charge (when the price of electricity might be lower), or stop charging completely. Additionally, over-the-air (OTA) software updates allow the GV60 to keep its features up-to-date without the need of downloading updates to a USB and loading them on manually, or visiting a Genesis dealership.

Size is critically important in the crossover SUV camp

Back to the GV60’s size, Genesis chose to make it a bit shorter overall than its volume-branded siblings, which makes it somewhat less accommodating inside in most configurations. The entire car measures 4,515 millimetres (177.7 inches) from nose to tail, while its 2,900-mm (114.2-in) wheelbase is 100 mm (3.9 in) shorter than the Ioniq 5’s and identical to the EV6, but passenger volume is good at 2,863 litres (101.1 cu ft), making it only 153 litres (5.4 cu ft) smaller than the Ioniq 5 and just 54 litres (1.9 cu ft) shy of the EV6.

Likewise, the GV60’s cargo capacity is generous at 680 litres (24.0 cu ft) behind the second row and 1,549 litres (54.7 cu ft) when those rear seats are folded flat, resulting in a downgrade of 90 litres (3.2 cu ft) from the Ioniq 5’s dedicated cargo volume and merely 11 litres (0.4 cu ft) when compared to the EV6, whereas maximum cargo capacity is off by 130 litres (4.6 cu ft) in Hyundai’s variant, while it actually grows by 127 litres (4.5 cu ft) over the Kia.

How does the GV60 size up?

All said, such passenger and cargo volumes leave the GV60 within the smaller set of mid-size luxury crossover EVs, such as Jaguar’s I-Pace, albeit still fairly close to competitors like Audi’s aforementioned mid-size E-Tron, BMW’s iX, and Cadillac’s upcoming Lyric.

For those wanting more space, a Genesis SUV will likely ride on the back of Hyundai’s upcoming Ioniq 7, the latter being a much larger three-row crossover EV.

If the new 2023 GV60 sounds like a good fit for you and your family, Genesis Canada will start taking orders this week, while new examples will already start arriving at Genesis dealerships by the end of this month.

Of note, the new GV60 will be followed up by the launch of Genesis’ Electrified G80 mid-size sport-luxury sedan, while all new Genesis models will be fully-electrified by 2025, with a goal of 100-percent electrification across the entire range by 2030, five years before the brand plans to achieve carbon neutrality.

The First-Ever Genesis GV60 | Genesis Canada (0.47):

The All-Electric Genesis GV60 | Senses | Genesis USA (0:40):

Story credit: Trevor Hofmann

Photo credits: Genesis

Ah, nostalgia. There comes a point in life when the “good old days” can seem more appealing to some than the unending fast-paced changes occurring in today’s world. Certainly, some things get better,…

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Porsche pulls on our nostalgic heartstrings with its new 911 Sport Classic

2023 Porsche 911 Sport Classic — Porsche’s new 911 Sport Classic combines Turbo and Turbo S mechanicals with a manual gearbox, rear-drive, and cool retro styling.

Ah, nostalgia. There comes a point in life when the “good old days” can seem more appealing to some than the unending fast-paced changes occurring in today’s world. Certainly, some things get better, like Porsche’s 911, but many of Canada’s more mature citizens would no doubt love to transport themselves back to “better times”.

That’s what Porsche is attempting to do, at least emotively, with the fabulous new 911 Sport Classic, which only recently debuted. It’s a retrospective look back to the past that, while pulling design cues from the ‘70s, particularly the ducktail spoiler at back, remains a 100-percent functional and reliable modern-day 911; a best of both world’s scenario for those whose hearts long for exhilarating Saturday drives behind the wheel of their 1973 911 RS, but wallets may not want to invest so much into a car.

Sadly, if you don’t already own an early 911 Carrera 2.7 RS, prices for pristine examples have soared past seven figures (the DuPont Registry has one on sale now for $919,000 USD or $1.2 million CAD), making the much more approachable sum of $235,600 CAD for today’s 911 Turbo S seem like a bargain, or alternatively, whatever Porsche finally settles on for the new 911 Sport Classic.

Near 911 Turbo power with a manual gearbox and rear-wheel drive

That price has yet to be announced, but it will likely be higher than the window sticker of today’s 911 Turbo S. After all, under the Sport Classic’s skin is a one-of-a-kind rear-wheel drive Porsche Turbo S, which kind of makes it a forerunner to a future 992-based GT2. Until that supercar arrives, this is the only way you’re getting a new 911 Turbo with rear-wheel drive, let alone one with a seven-speed manual transmission.

Today’s 911 Turbo and Turbo S are only available with Porsche Traction Management (PTM) all-wheel drive and the brand’s brilliant eight-speed Doppelkupplung (PDK) dual-clutch gearbox, so while the new Sport Classic’s acceleration time might not quite measure up to the regular Turbo S’ all-wheel traction and quicker shifting PDK, these technologies aiding its blisteringly quick 2.7-second sprint from standstill to 100 km/h and harrowing top speed of 330 km/h (205 mph), purists anteing up for this drive back to yesteryear would only be satisfied with a manually-actuated rear driver.

This said, the Turbo S’ 641 horsepower 3.8-litre twin-turbocharged horizontally opposed six, featuring 590 lb-ft of torque, is not part of the package, instead replaced by the regular Turbo’s 3.7-litre mill, normally good for a 2.8-second zero to 100 km/h acceleration time, albeit further detuned from 572 horsepower and 553 lb-ft of torque to 543 horsepower and 442 lb-ft. The revised engine mapping was necessary to make the engine more compatible with the manual gearbox, but once again, purists won’t complain. After all, this new rear-drive retro-rod is more potent than the sensational 502-horsepower 911 GT3.

Turbo S wide-body and underpinnings makes for muscular styling and superior handling

So, if the Sport Classic utilizes a detuned version of the regular 911 Turbo’s 3.7-litre engine, why say it’s based on a Turbo S? Porsche’s reference has more to do with its wide-body layout that also includes upgraded brakes, wheels, tires, and suspension enhancements. Porsche Ceramic Composite Brakes (PCCB) with subtly painted black calipers are framed by a stunning set of staggered 20- and 21-inch 911 Sport Classic wheels on 255/35 ZR20 and 315/30 ZR21 performance tires front to rear, the former being “a modern re-interpretation of the Fuchs design,” says Porsche.

Also notable is the Porsche Active Suspension Management (PASM) Sport suspension upgrade with 10 millimetres (0.4 in) of overall height reduction, while the front axle spring rates have been decreased slightly to adjust for the lower frontal mass of the missing all-wheel drivetrain.

Hidden within, yet no doubt noticeable when taking the wheel, is Porsche Dynamic Chassis Control (PDCC) and Rear Axle Steering as standard equipment, plus, of course, Porsche’s revered Sport Chrono Package, while the engine note should make a special tune derived by a uniquely modified Sport Exhaust system.

Fast yes, but the 911 Sport Classic is just as much about style

As sensational as this car is mechanically, being the most powerful Porsche currently available with a manual transmission and rear-wheel drive, for many the initial attraction will be styling. To that end the new Sport Classic pulls on design cues initialized by the beautiful 911 Targa 4S Heritage Design Edition that we covered in June of 2020, but where the open-top model’s gorgeous Cherry Metallic paintwork gave it a classier appearance, the new coupe’s Sport Grey Metallic paint, and painted contrasting stripes in light Sport Grey, have a more purposeful, performance-first look.

Both cars are from Porsche’s “Heritage Design” series, and both go a long way to pull on the heartstrings of mature Porschephiles that may have either owned a ‘60s- or ‘70s-era 911 in their earlier life, or more likely were the benefactors of a father or uncle that did. Many more merely saw similarly sporting 911s driving by on occasion, or drooled over centerfold spreads of those cars in glossy magazines like Motor Trend or Car and Driver. The new Sport Classic is now capable of fulfilling that once magical childhood dream, albeit with a level of performance never even contemplated back in such innocent days.

Unique styling upgrades join other design details that are purposefully missing

Minus the painted centre stripes, which actually bisect a carbon-fibre hood that’s unique to Turbo models, as well as a special “double-bubble” roof panel, and less the decaled white lollipop (that can be numbered from 1 to 99 at no additional cost), plus the striped “PORSCHE” lettering down each rocker panel, which, like the lollipop, is a decal that can be removed by a customer/dealer if desired, the new Sport Classic is also reminiscent of the 911 Sport Classic that Porsche built for 2010, a particularly attractive design that won the hearts of enthusiasts a dozen years ago.

The Sport Classic should be noted for what it doesn’t include too. The wider rear wing from the Turbo/Turbo S’ is the most obvious, replaced by the stubbier ducktail spoiler noted earlier, the latter seeming as if it’s an extension of the more common car’s wing pedestal. The ovoid intakes normally found ahead of each rear fender flair aren’t included either, providing a cleaner, more classic look. These important cooling ducts are now integrated below the ducktail spoiler, just above two large circular tailpipes poking out the rear bumper, these replacing the Turbo/Turbo S’ quad of rectangular exhaust tips.

At least as complex, Porsche not only had to retool its 911 assembly line to create the rear quarter panels in order to remove the cooling vents, but the bottom edge of these panels is entirely different from the Turbo/Turbo S models too, as is this lower section on the front quarter panels (aft of the front wheels), the rocker panels and those on the rear quarters.

Standard Sport Classic interior adds 1970s flair

The Sport Classic continues its retrospective theme inside, where “Pepita” checkered fabric seat centres and door panels are joined by black and Classic Cognac semi-aniline leather (the latter also used in the fabulous 918 Spyder supercar), although those wanting a bit less of yesteryear can choose optional single-tone black leather (yawn). Leather also covers the sun visors, steering wheel rim and even the steering column, not to mention the air vent slats, while perforated Race-Tex fabric is used for the headliner plus the A-, B- and C-Pillars, aiding visual, tactile and auditory refinement.

Ahead of the driver, the mostly digital gauge cluster gets cool green-backlit dials, also from Porsche’s past, but the Porsche Communications Management (PCM) system is 100-percent modern in look and internal execution, which is a positive considering this car is meant more for high-speed cruising than racetrack activities.

Limited edition Sport Classic available in Canada

With only 1,250 units available worldwide, it might be difficult to get one’s hands on this limited edition 911. Still, it wouldn’t hurt to ask your local dealer, who just might have allocated an unspoken-for example (the markets have taken their toll in recent weeks, so you never know if someone cancelled).

And on that note, it was nice of Porsche to include North America for this iteration of its Heritage Design line, being that the aforementioned 911 Targa 4S Heritage Design Edition was not offered on this side of the Atlantic.

The new Porsche 911 Sport Classic (3:17):

Story credits: Trevor Hofmann

Photo credits: Porsche

Land Rover has just pulled the wraps off its third-generation Range Rover Sport (compare it to the current Range Rover Sport here), and while its styling is purely evolutionary to the point that nobody…

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All-new 2023 Range Rover Sport debuts with advanced hybrid powertrains

2023 Land Rover Range Rover Sport — Land Rover has refined every inch of the new 2023 Range Rover Sport, improving aerodynamics and styling.

Land Rover has just pulled the wraps off its third-generation Range Rover Sport (compare it to the current Range Rover Sport here), and while its styling is purely evolutionary to the point that nobody could possibly mistake it for anything other than a more aerodynamically refined Range Rover, it certainly looks good, while exterior improvements, including flush glazing and powered pop-out door handles, a hidden waist rail finisher, and a laser-welded roof, help deliver a slick drag coefficient of just 0.29.

“The exceptional New Range Rover Sport sets new standards as the ultimate sporting luxury SUV, building on seventeen years of unique customer appeal,” said Thierry Bolloré, Chief Executive Officer, Jaguar Land Rover. “It is the latest embodiment of our vision to create the world’s most desirable modern luxury vehicles, effortlessly blending new levels of sustainability with the signature qualities that have made Range Rover Sport so popular.”

New mixed-metal platform architecture makes body structure 35 percent stiffer

Under the Sport’s sleek skin is an all-new rear-wheel drive-biased MLA-Flex mixed-metal platform architecture that provides up to 35 percent more torsional rigidity than the previous model.

“Land Rover’s pioneering flexible MLA architecture and the latest chassis systems come together to deliver the highest levels of dynamism we’ve ever seen on Range Rover Sport,” said Nick Collins, Executive Director Vehicle Programmes, Jaguar Land Rover. “Integrated Chassis Control governs the comprehensive suite of innovations, co-ordinating everything from the latest switchable-volume air suspension system to our Dynamic Response Pro electronic active roll control. The result is the most engaging and thrilling Range Rover Sport ever.”

Upgraded air suspension joins all-wheel steering for best-ever handling

The new platform aids cornering capability, high-speed stability and overall handling feel, plus all trims feature Dynamic Response Pro, which minimizes roll thanks to a 48-volt electronic active roll control system that’s capable of applying up to 1,400 Nm of torque across each axle, whereas the standard Dynamic Air Suspension system, with switchable volume air springs, provides twin-valve active dampers for “ultimate agility, control and composure,” says Land Rover in their press release.

What’s more, a Stormer Handling Pack combines Dynamic Response Pro, All-Wheel Steering, and an Electronic Active Differential with Torque Vectoring by Braking and Configurable Programs. Thanks to as much as 7.3 degrees of rear-wheel steering, the all-wheel steering system promises a compact car-like turning circle as well as the type of on-road agility normally found in a much smaller vehicle.

No shortage of conventional and hybrid power units available globally

Such agility and stability will be important considering all the power available in top-tier trims, but Land Rover has yet to announce exactly which powertrains will be available to the Canadian market.

Globally, the Sport will be offered with a 3.0-litre inline six-cylinder Ingenium engine in four states of tune. Both entry-level versions, dubbed P360 and P400, boast 48-volt mild-hybrid designs, and while we can’t be sure if either will make it across the Atlantic to our port of entry, we can be certain that all three mild-hybrid six-cylinder diesel engines, named D250, D300 and D350, won’t be sold here.

Two plug-in hybrid drivetrains provide up to 113 km of EV range

A more likely base engine in our market is the P440e, which incorporates an electric motor powered by a 38.2-kWh battery for a total of 434 net horsepower and a claimed zero to 100 km/h acceleration time of 5.8 seconds. Alternatively, or possibly offered as an option, a higher output version of the same engine gets the P510e moniker due to its larger 105kW electric motor, which along with the same 38.2-kWh battery provides net output of 503 horsepower and a standstill to 100 km/h sprint time of 5.4 seconds.

Both full-hybrid power units provide up to 113 kilometres (70 miles) of zero local emissions EV range in optimal conditions, or an expected real-world range of 88 km (54 miles), which, says Land Rover, is “enough for most owners to complete up to 75 percent of journeys on electric power.” Additionally, the two plug-in hybrid power units allow for up to 740 km (460 miles) of combined gasoline and electric range, making long uninterrupted road trips easier, plus you’ll be doing less damage to the environment than the previous model (and many competitors) thanks to CO2 emissions rated at just 18g per km.

Ultimate performance is still available by opting for a twin-turbo V8 or upcoming EV

If you like your Range Rover Sport with unadulterated V8 power, rest assured the redesigned gen-3 version won’t disappoint. This said the current model’s 5.0-litre supercharged V8 will not be available any longer, instead replaced by a new 4.4-litre twin-turbocharged mill that promises even stronger performance in non-SVR trim.

As it is, Land Rover’s press release gave no mention of the Sport’s SVR upgrade package, so it will most likely be a late arrival. Instead, the only V8 mentioned makes 523 horsepower, which is up 5 hp from the current blown V8’s 518 ponies, and capable of a spirited 4.3-second dash from standstill to 100 km/h when launch control is engaged.

Of course, these output and performance numbers are still shy of the SVR’s 575-horsepower engine, so only time will tell if a more potent version of the twin-turbo V8 makes the cut for the top-line SVR variant, or possibly if the all-electric model, set to arrive for model-year 2024, receives the revered designation.

Range Rover Sport’s off-road capability second to none

All powertrains come standard with an eight-speed ZF automatic transmission and Intelligent All-Wheel Drive featuring Land Rover’s award-winning Terrain Response, the latter now incorporating a road-focused Dynamic Mode alongside an updated Configurable Terrain Response system designed to tackle all types of off-road conditions, plus an innovative new Adaptive Off-Road Cruise Control system designed to improve off-road capability while reducing driver fatigue when on the trail.

“New Range Rover Sport’s advanced chassis dynamics feed into its immense capability away from the tarmac, utilizing its hardware and software to full effect,” said Rory O’Murchu, Vehicle Line Director, Jaguar Land Rover. “It is the first vehicle to feature our new Adaptive Off-Road Cruise Control, which has been engineered to help drivers focus on steering the vehicle by providing consistent and comfortable progress across rough terrain.”

New Range Rover Sport to improve interior beyond the current model

While some might find it hard to fathom a higher quality, more refined mid-size luxury utility than today’s Range Rover Sport, Land Rover promises improvements at every level.

While materials are said to upgraded, the focus has been more toward environmental friendliness than perceived quality. Its sustainable alternatives to leather, for instance, are dubbed Ultrafabrics and made from recycled polyurethane, plus finished in new Duo Tone colourways. Land Rover also makes available a unique textile trim option, which extends to the dashboard and door detailing. This said, Premium grained Windsor or even more supple Semi-Aniline leathers will still be on the menu, as will hardwoods, aluminum accents and more, but special Moonlight Chrome interior trim is new.

Land Rover goes big with digital displays

Ahead of the driver is a very sizeable 13.7-inch digital driver’s display, while the similarly large and curved Pivi Pro infotainment system incorporates standard wireless Android Auto and Apple CarPlay, plus a 3D surround overhead camera. Both systems also come with standard Software Over The Air updates, while Alexa is now part of the standard setup in all Land Rover vehicles.

“Living with the New Range Rover Sport couldn’t be easier thanks to its suite of connected technologies,” said Alex Heslop, Director of Electrical Engineering, Jaguar Land Rover. “Our award-winning Pivi Pro infotainment is at the heart of the experience and its haptic, curved floating touchscreen provides intuitive control of the vehicle systems. To help drivers maintain their focus, embedded Amazon Alexa voice AI is on hand, so customers can keep their eyes on the road and hands on the wheel while doing anything from setting the navigation and placing calls to selecting media sources.”

Additional standard Range Rover Sport features include a new set of high-performance Digital LED Headlights with Adaptive Front Lighting for seeing around corners, while new Low Speed Manoeuvring Lights improve visibility in parking lots and other closed, confined areas.

All Range Rover Sports also include deployable door handles with proximity sensing, soft door close and the ability to unlock when approaching, while Automated Walkaway Lock is also part of the standard package.

Plenty of features set the Range Rover Sport apart from competitors

award-winning Pivi Pro infotainment — A roomy interior for up to five adults comes standard.

Back inside, unique Range Rover Sport highlights include a Cabin Air Purification Pro system to clean the cabin environment, featuring PM2.5 filtration and nanoe X technology that goes so far as to reduce odours, bacteria and allergens, even airborne viruses as small as SARS-CoV-2. Additionally, a separate nanoe X unit gets fitted to the second row to provide more consistent air quality in both seating areas. An advanced CO2 Management function lets occupants purify the cabin ahead of a journey too, or alternatively while on the way.

The new Range Rover Sport’s Meridian Signature Sound System, on the other hand, incorporates the latest in Active Noise Cancellation technologies, plus up to 29 integrated audio speakers provide superb sound quality, some of which are hidden behind the textile of the rear doors and four others cloaked within the headrests to allow for “personal sound zones,” says Land Rover. The system incorporates a new subwoofer too, powered by a 1,430-watt amp.

Advanced driver safety also includes off-roading features

Standard advanced driver safety and convenience features include automatic emergency braking, lane keep assist, traffic sign recognition, a driver-attention monitor and adaptive cruise control, while front and rear parking sensors are also included. Unique to Land Rover, a special Wade Sensing feature helps when fording rivers, plus ClearSight Ground View and Manoeuvring Lights further enhance the Range Rover Sport’s off-road experience.

On the options list are 22-way power-adjustable, heatable and ventilated memory seats up front, featuring massage function and winged headrests. These flagship seats also provide a 31-mm increase in legroom and 20 mm of extra knee clearance, improving comfort and support whether on the road or trail.

Later this year, Land Rover will start producing the new 2023 Range Rover Sport at its Solihull manufacturing plant in the UK. By that time, or shortly before, we can expect an announcement about Canadian-market features, trims and pricing information, plus the ability to pre-order.

Globally, the new Range Rover Sport will be available in S, SE, HSE and Autobiography trims, plus a First Edition trim will be offered through its first year of production, boasting a “specially curated specification,” said Land Rover.

New Range Rover Sport Revealed (0:59):

New Range Rover Sport (15:14):

New Range Rover Sport Challenge with Jessica Hawkins (1:57):

Story credits: Trevor Hofmann

Photo credits: Land Rover

When the 2023 Cadillac Lyriq arrives this fall, it will be price below $70k, including destination fees, which will make it a serious competitor to other mid-size premium electric crossover SUVs, particularly…

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New 2023 Cadillac Lyriq EV to be value priced below $70k

When the 2023 Cadillac Lyriq arrives this fall, it will be price below $70k, including destination fees, which will make it a serious competitor to other mid-size premium electric crossover SUVs, particularly Audi’s fractionally smaller $86,900 E-Tron and BMW’s similarly sized $79,990 iX, plus whatever pricing Mercedes eventually announces for its upcoming EQE SUV.

In fact, there will only be a $10k or so spread between Hyundai’ new Ioniq 5 (that also gets creative with the “q”) and Kia’s even fresher EV6 when either of the two Korean’s are fully loaded, which could cause some to move upmarket to a more luxuriously appointed alternative, although Hyundai’s Genesis brand appears to have that covered with its soon-to-arrive GV60, despite these Asian models being shorter and narrower than their European and American counterparts.

Lyriq to undercut most competitors when it arrives this fall

Of course, there are some additional all-electric mid-size SUVs either currently for sale or shortly on the way, supply chain bottlenecks and battery components permitting. Those already selling up a storm include Ford’s Mustang Mach-E and Tesla’s Model X, albeit the latter has seen deliveries wane somewhat after the smaller and much more affordable Model Y debuted, whereas Jaguar’s I-Pace suffers from the same difficult-to-understand malady all Jaguars do, lack of interest. The more compact SUV’s $99,800 base price might have something to do with the tepid market response it’s received, however, especially challenging when factoring in the $81,700 base price of the aforementioned Model Y.

Speaking of Tesla, the new Lyriq won’t only be more affordable than the compact Model Y, but it will undercut the cheapest version of Tesla’s larger mid-size Model X by $40k, while there’s also a $30k difference between the significantly roomier Cadillac and the just-noted near-compact Jaguar.

Size matters to families looking for the most accommodating luxury SUV

How much larger is the Lyriq than its competitors? From the outside it measures 4,996 mm (196.7 in) long with a 3,094-mm (121.8-in) wheelbase, while its width spans 1,976 mm (77.8 in) and its height reaches 1,623 mm (63.9 in). This makes it 95 mm (3.7 in) longer than the E-Tron, albeit with a 166-mm (6.5-in) greater wheelbase, plus it’s 41 mm (1.6 in) wider and 7 mm (0.3 in) taller.

Similarly, the Lyriq is 43 mm (1.7 in) longer than BMW’s iX, with a 97-mm (3.8-in) longer wheelbase, plus it’s 9 mm (0.4 in) wider and 73 mm (2.9 in) shorter, whereas the as-noted I-Pace is dwarfed by Cadillac’s new offering, due to 314 mm (12.4 in) less length and a 104-mm (4.1-in) shorter wheelbase, plus 81 fewer mm (-3.2 in) of width, and 58 mm (2.3 in) less height. The upcoming GV60 will be smaller than the I-Pace and Ioniq 5/EV6, incidentally, so probably no direct competition to families looking for the most accommodating luxury EV.

Of course, usable space matters more, with the Lyriq providing up to 2,973 litres (105.0 cu ft) of total passenger volume in the cabin, along with 793 litres (28.0 cu ft) of dedicated cargo space behind its second row, plus 1,722 litres (60.8 cu ft) when the split-folding rear compartment is stowed away. When compared to the E-Tron, the Lyriq’s exterior size appears to benefit with 85 litres (3.0 cu ft) more passenger volume and 122 litres (4.3 cu ft) more total cargo space, but the electrified Audi does beat the Caddy EV in dedicated luggage capacity behind the rear seats, albeit just by 14 litres (0.5 cu ft).

Cadillac’s low roof height looks sleek yet cuts into interior space

As for BMW’s iX, its greater height provides 198 litres (7.0 cu ft) of added passenger volume, while the Bavarian model’s dedicated cargo space increases by 212 litres (7.5 cu ft) and maximum gear-toting capability goes up by 484 litres (17.1 cu ft), or about the size of a compact car’s trunk.

Comparatively, the I-Pace does pretty well for its exterior dimensions with 716 litres (25.3 cu ft) of cargo space behind the second-row seats and 1,444 litres (51 cu ft) with its rear seats folded, while Genesis had yet to publish interior specifications for its GV60 at the time of writing, but being that its 2,900-mm (114.2-in) wheelbase is 100 mm (3.9 in) shorter than the Ioniq 5’s, we shouldn’t expect the same level of interior roominess either.

Still, the Ioniq 5 provides 42.5 litres (1.5 cu ft) more passenger volume than the Lyriq, plus only 22.5 litres (0.8 cu ft) less dedicated cargo space and just 42.5 litres (1.5 cu ft) less luggage capacity with its rear seats folded, so the GV60 could measure up fairly well.

Of course, the Genesis SUV destined to ride on the back of Hyundai’s upcoming Ioniq 7 will be much larger, so let’s wait and see how this luxury crossover EV sector grows out in the near future before judging.

All said, there’s always more to purchasing within the premium sector than mere practicalities, and nothing about the Lyriq’s interior dimensions should turn off would-be buyers.

Performance should live up to Cadillac’s “V” legacy

Blisteringly quick off-the-line acceleration will be nothing new to EV buyers, but the all-wheel drive-equipped Lyriq’s 500-horsepower total output might even cause a few V8-powered Caddy diehards to requestion their dedication to high-octane gasoline power.

The AWD model will receive a dual-motor setup with one driving the front wheels and the other powering the rears, nothing new here, but more importantly this power unit puts the crested-wreath brand in the same ballpark as competitors like Ford’s 480-horsepower Mach-E GT and BMW’s 516-horsepower iX xDrive50. While no torque numbers have surfaced for AWD trim, it should be more than the 340-hp two-wheel drive Lyriq’s twist, which puts 325 lb-ft down to the rear wheels, while the four-wheel drive model will reportedly be capable of up to 3,500 lbs (1,588 kg) of towing capacity.

EV range capable of matching and beating industry leaders

As for the Lyriq’s maximum driving range on a single charge, Cadillac is claiming an EPA estimate of up to of 312 miles (502 km) on a full battery in the lesser RWD variant, which might not be in top-line Tesla Model X territory, but it will beat the I-Pace’s 470-km (292-mile) maximum, and will likely do the same to the GV60 (the Ioniq 5’s top range is about 400 km). Audi is promising range of 350-plus miles (563+ km) for its improved 2023 E-Tron, while the BMW iX already has a 324-mile (521-km) claimed EPA rating. The Lyriq AWD should do better, however, possibly even getting close to the Model X’ best 360-mile (579-km) rating, while it will certainly slaughter the pricey California-built competitor when it comes to bang for the buck.

We can expect more info on the new Lyriq as it nears availability, so stay tuned.

The All-Electric Cadillac LYRIQ | Lead The Charge | Cadillac (0:30):

2023 All-Electric Cadillac LYRIQ Walkaround | Cadillac LIVE (6:29):

LYRIQ – Women’s History Month- feat. Goyo | Cadillac (0:30):

The All-Electric Cadillac LYRIQ | Fortune Favors the Fearless | Cadillac (0:30):

Testing of the All-New Cadillac LYRIQ | Cadillac (1:31):

The All-Electric Cadillac LYRIQ | AKG | Cadillac (0:15):

The All-Electric Cadillac LYRIQ | Flip The Script | Cadillac (0:30):

The All-Electric Cadillac LYRIQ | Super Cruise | Cadillac (0:15):

Our All-Electric Future Starts Now | Cadillac LYRIQ (2:14):

All-Electric 2023 Cadillac LYRIQ | Cadillac (1:33:45):

LYRIQ Electriq Kitchen ft. Chef Jordan Kahn & Niki Nakayama | Cadillac (6:18):

Chef Jordan Kahn shares inspiration for the LYRIQ Electriq Kitchen | Cadillac (1:00):

Chef Niki Nakayama shares inspiration for LYRIQ Electriq Kitchen | Cadillac LYRIQ (1:00):

Introducing the All-Electric Cadillac LYRIQ | Cadillac estimated 300+ Mile Range | Cadillac (0:15):

The All-Electric Cadillac LYRIQ | Lighting the Way | Cadillac (0:30):

The All-Electric Cadillac LYRIQ | Lighting the Way | Cadillac (1:00):

Reserve the All-Electric Cadillac LYRIQ | Cadillac (0:15):

Story credits: Trevor Hofmann

Photo credits: Cadillac

With electric-only mobility ranging from 30 to 50 kilometres, most plug-in hybrid buyers won’t be expecting to use their EV modes much, unless their commutes or errand runs are confined to short distances,…

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Porsche Cayenne and Panamera PHEVs will soon get 80 km of EV range

2022 Porsche Cayenne Turbo S E-Hybrid — Porsche’s impressive Cayenne and Panamera E-Hybrid models will get up to 80 km of all-electric range for 2024.

With electric-only mobility ranging from 30 to 50 kilometres, most plug-in hybrid buyers won’t be expecting to use their EV modes much, unless their commutes or errand runs are confined to short distances, but extending that range up to 80 km could make a PHEV viable for those with lengthier daily drives.

No doubt, Porsche is thinking along these lines with a recent announcement of up to 80 km of electric range for their future Cayenne and Panamera plug-in E-Hybrid models. When the new extended-range PHEVs arrive for 2024, they’ll offer one of the most competitive EV ranges in the industry, making these models ideal bridges to fully electric options, as they were always meant to be. Ideal for traveling long distances without the need to stop and wait while recharging, a long-range plug-in hybrid would provide a nice best-of-both-worlds alternative.

Future 911 hybrid to likely come with extended electric-only range too

2022 Porsche Taycan GTS — Porsche sold more than 42,000 Taycan EVs last year, making the new electric car profitable.

As mentioned in a previous Porsche news story, the quintessential sports car brand will soon offer a hybridized version of its legendary 911 model, which should benefit from similarly long EV capability.

The upcoming 911 hybrid, scheduled to arrive in 2025, actually pulls its electric tech from the Stuttgart, Germany-based brand’s motorsport division, as well as its 919 Hybrid supercar, giving it street and track cred that few sports car competitors could even hope to match, and that’s even before factoring in that it’s a 911, one of the most celebrated road and track cars ever created.

Porsche sees EV is profits due to 42,000 Taycans sold in 2021

2023 Porsche Macan T — A new Macan EV will arrive for 2024 (2023 Macan T shown).

Worldwide Taycan sales soared to 42,000 units in 2021, making the sporty four-door EV profitable according to Lutz Meschke, Porsche’s Chief Financial Officer. What’s more, Porsche’s Macan EV will arrive in just two years, so the brand is on track to attract an entirely new eco-focused clientele.

The Macan EV will utilize the same Porsche- and Audi-designed PPE architecture that underpins the Taycan and E-Tron GT, plus the upcoming 718 Cayman and Boxster EV sports cars that will be 100-percent electric by 2025 (check out our previous Porsche story). All new Porsche BEVs boast 800-volt fast-charging capability, making them as convenient as they’re clean and responsive.

Story credits: Trevor Hofmann

Photo credits: Porsche