New 2021 Nissan Kicks Starts at $19,898

Nissan has announced that its new Nissan Kicks is now on sale in Canada and starts, with the Kicks S model, at $19,898 CAD.

This New 2021 Nissan Kicks comes with new styling and design elements such as a Double V-motion front grille, bumper, LED headlights and LED fog lights.

Customers will now get two new exterior colours and three new two-tone paint schemes to choose from. Inside brings some new touches, as an 8-inch touchscreen display, a Bose Personal Plus audio system, new seat materials and premium finishers. For those cold Canadian winters, there is now available heated front seats and available heated steering wheel.

Every 2021 Kicks comes with a standard 1.6-litre DOHC 16-valve 4-cylinder engine rated at 122 horsepower and 114 lb-ft of torque, mated to an Xtronic transmission.

The 2021 Kicks is offered in three: S, SV and SR, including an SR Premium variant.

Manufacturer’s Suggested Retail Prices for the 2021 Nissan Kicks:

Kicks S – $19,898

Kicks SV – $22,898

Kicks SR – $24,098

Kicks SP Premium – $24,998

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Ten Future Classics From the Last Decade

No one can predict the future or say with total certainty which cars will end up being widely desirable in the future. 20 years ago, who could have predicted the explosion in price of mid-90s Japanese sport compacts? What soothsayer of the late 1970s had the foresight to predict the skyrocketing prices of ‘60s American muscle cars — some hitting seven figures by the mid-2000s?

Outside of supercars and super-exclusive limited production models, it can be hard to predict what’s going to maintain or increase in value in the automotive world. However, we can make some good guesses based on current desirability, exclusivity, pedigree and historical significance.

Now that we’ve entered a new decade (so weird that we’re now living in “The ‘20s”), it’s time to reflect on models that only existed in the past decade and which we think will be worth holding on to as more decades come to pass.

Ford Mustang Shelby GT350

2016 – 2020

There are definitely a few Mustangs we could put on this list from the 2010s. Namely, the 2012 – 2013 Boss 302 and 2013 – 2014 Shelby GT500. Both of which are notable as top-tier models and coveted nameplates which were very the last to feature a live rear-axle.

However, the much-loved Shelby GT350 is almost sure to be the most desirable and collectable moving forward. Partly because of its unique and wonderful 5.2-litre flat plane crank V8. Partly because, unlike the GT500, the GT350 only came back for a short period of time before disappearing again. But mostly because it could very well be the last Shelby Mustang ever with a clutch pedal.

Dodge Challenger SRT Demon

2018

Ten Future Classics From the Last Decade

I don’t think most Challengers — even the 392 Scat Pack and Hellcat cars — are going to command a super high price in the near years to come. The market is just too saturated with them and a lot of time is going to have to pass before their rarity and demand start to hit that critical tipping point.

However, I think the story will be different for everything higher than the Hellcat trim, such as the widebody and Red Eye models, because of their year-to-year exclusivity.

Of course, no Challenger model fits that bill better than the one-year-only, 840 horsepower Demon model. If past Mopar classics like the HEMI and convertible E-body cars are any indication, there’s going to be some serious collectors out there interested in acquiring the most powerful Dodge ever.

Subaru BRZ tS

2018 – 2020

Ten Future Classics From the Last Decade

With the Toyota 86 and Subaru BRZ being such commonplace, and with a newer, more powerful model on the way, it could be difficult to see how these cars could ever become highly desirable or collectable.

But let’s not forget the lessons of the Nissan 240SX. The majority of those cars were either modified beyond recognition or drifted into a wall and as result, good examples are hard to find and are highly desirable.

Since the tS model featured every performance addition added to the 86 and BRZ over its lifespan and had a limited production run of just 500 units, it will almost surely be the most desirable one.

Mitsubishi Lancer Evolution X Final Edition

2015

Ten Future Classics From the Last Decade

Whereas its introduction in 2008 was met with high praise for its extreme handling abilities and healthy amounts of turbocharged horsepower, the Evolution ultimately failed to evolve over its seven-year lifespan, chiefly due to Mitsubishi’s financial troubles.

So in 2015 we said goodbye to a car that felt like it was from a previous decade… because it was. But that doesn’t mean the Final Edition wasn’t one of the best the 2010s had to offer.

Besides featuring all the best performance and bodywork bits of various Evo X models, it’s the lack of sophistication that will make the Final Edition so desirable. Putting aside the blistering performance and the cult following that the Evo commands, this was a car on sale in 2015 that featured no back up camera or navigation system. The interior was so crude and noisy, it’s like it was made from melted down action figures. It had a five-speed manual transmission. And razor’s edge steering. The whole thing was analogue and raw, and represented a generation of car that would simply no longer exist after 2015.

And that’s why people will want them. The Evo X Final Edition is a time capsule.

Chevrolet Camaro Z/28

2014

Ten Future Classics From the Last Decade

The Z/28 was not supposed to happen. It was an unsanctioned Frankenstein’s monster of a project that consisted of mashing a cavalcade of obsolete GM parts from other models onto a chassis which itself was about to be sent out to pasture. It also didn’t have a radio. Just like the original.

Even better, there were 35 factory parts which GM restricted the sale of in order to prevent any LS, LT, SS, or even ZL1 owners from building a Camaro Z/28 clone. The only way to have a Z/28 is to have a Z/28.

This was lightning in a bottle car that put an egg on the face of the Boss 302 Mustang and even some BMW M cars of the day. It kick-started the “muscle cars that handle” trend that we see reflected today in the Camaro 1LE and Mustang Performance Pack offerings. It’s very special. And people are going to want them.

Dodge Viper ACR (Fifth Generation)

2017

Ten Future Classics From the Last Decade

There’s a general feeling that every generation of Dodge Viper will be the last Dodge Viper, because there simply aren’t that many maniacs out there who can afford to drop $100,000 to prove that they really are over their divorce.

As a result, most generations tend to see at least some kind of collector and enthusiast market spring up around them and it’s the higher scale, track weapon models, like the T/A and ACR which command the highest prices.

The very last Viper ACR featured the behemoth and utterly silly 645-horsepower, 8.4-litre V10 as all Fifth Gen Vipers did. But it also featured an enormous carbon wing, front splitter and canards. These types of aggressive, track-focused styling cues would go on to be adopted by other top-tier performance variants like the Corvette ZR1 and Shelby GT500 Carbon Track Pack.

Chevrolet Corvette (C7)

2014 – 2019

Ten Future Classics From the Last Decade

The last front-engine Corvette. The launch of the C8 Corvette ushered in a design change that various ‘Vette engineers had been striving to accomplish for decades—moving the engine behind the driver. And while the hype for the C8 has hit a fever pitch for the moment, there are a number of Corvette faithful who believe the rightful place for the ‘Vette’s motor is firmly up front. Unless Chevy reverses their rear-engine decision (and there’s no sign of that happening any time soon), the C7 will represent the absolute pinnacle of front-engine engineering for the Corvette. This means it’s sure to be a sought after collector’s item — especially for those who will maintain that the C7 was the last “real Corvette”.

Cadillac CTS-V Wagon

2010 – 2014

Ten Future Classics From the Last Decade

The 2010 CTS signified a new direction for Cadillac, and for a time, it seemed like the brand planned to base everything around the CTS, offering it in a coupe, sedan and wagon form.

The problem was, Cadillac didn’t sell a lot of CTS wagons. And they sold even fewer CTS-V Wagons. By 2013, only 1,200 of the 556-horsepower station wagons had been sold. That was roughly 0.5 percent of Cadillac’s total CTS sales.

So they’re rare. But they’re also awesome. At the time, the CTS-V was the fastest production station wagon ever. In 2011, Top Gear USA raced one against a Ferrari California and the CTS-V wagon absolutely smoked it. So, yeah. This is a special car.

Mazda Mazdaspeed3 (Second Generation)

2010 – 2013

Ten Future Classics From the Last Decade

It’s difficult to fault Mazda’s new direction of “luxury at a discount” because it seems to be mostly working for them. Positioning their new product line to appeal to the middle-managers of Yorkville might be boring for enthusiasts, but it’s hard to argue with the increase in quality or sales.

However, there was a time in Mazda’s history when quality was a little lower on the priority list and fun was much, much higher.

The second generation Mazdaspeed3 saw only three years of production before it killed the nameplate for good, but that makes this 2.3-litre turbocharged hot hatch even more rare and significant.

While the Mazdaspeed3 is viewed as something of a failure, what’s interesting is to think about how many great hot hatches we got in North America after the Mazdaspeed3 had gone. The Golf R, the Type R, the Veloster N and the Focus RS all seemed to fill a void that the Mazdaspeed3 had left. Maybe it was just a few years too ahead of its time.

Ford Focus RS

2016 – 2018

Ten Future Classics From the Last Decade

Let’s also not forget to pour one out for the brilliant Fiesta ST and Focus ST models. Those will continue to be desirable cars for years to come. However, none will retain the level of cult following status or be as coveted as the briefly tasted forbidden fruit that is the Ford Focus RS.

The Focus RS was a casualty of Ford deciding to axe everyone of its cars in North America, save for the Mustang. Which is frustrating. Long had we lusted after the RS and its 350-horsepower, 350-ft-lb of torque and 2.3-litre turbocharged greatness.

While the engine may live on in future Ford performance vehicles, the rarity and limited availability of Ford’s hottest of hatches means the Focus RS is sure to maintain its value amongst the faithful indefinitely.

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Sometimes, Timing is Everything

In this life, timing is everything – almost. Take General Motors.

In December, I had a chat with Scott Bell, GM Canada’s president and managing director, about the resumption of fossil fuel-powered light-trucks manufacturing at the rejuvenated GM plant in Oshawa.

Literally a day or two later, GM announced it would spend a billion dollars – that’s “illion” with a “b” – to transform its CAMI Assembly facility in Ingersoll, Ont., from automobiles (they put the Chevrolet Equinox together there) to large electric delivery vans.

“Wow,” I thought, “I got a good story out of the interview I had with Bell but if I’d waited a day or two, maybe I’d have gotten a better one.”

Okay, so a week ago Thursday, GM took a huge step along the electric highway. It announced that it will phase out internal combustion engines worldwide by 2035 – 14 years from now – and replace them with electric- or hydrogen fuel-cell-powered vehicles.

Oh, and the Cadillac brand will lead GM’s electrical revolution.

Fine, except that four days later, last Monday, Feb. 1, Cadillac unveiled two of the most powerful cars it has ever built, the 2022 Cadillac CT5-V Blackwing and the CT4-V Blackwing. Those two gorillas were really built for the race track (although most will be driven on the street) and they run on – guess what? – gasoline.

Timing.

So Tuesday of this week, I sat down to have another chat with Scott Bell. I didn’t plan to put him on the spot about this other stuff but I was really curious about, in particular, the investment in Ingersoll, where the EV delivery vans will be built.

How did this all come about? Was this the result of long-term corporate planning or was it a spur-of-the-moment decision?

“It was a secret to many people, even within our own company,” he said. “It was exciting to make that announcement, both externally and internally. We are talking over $2 billion in investment in Canada (the Oshawa and Ingersoll facilities) and this is work that is happening as we speak and this will all be on the production line by the beginning of next year and perhaps even the end of this year.”

He said GM saw an opportunity for the CAMI plant a few years ago when the delivery van business started to explode because of the success of e-commerce.

“It accelerated quickly last year and we knew we needed a place to build an electric van. Our negotiations with the union at CAMI weren’t scheduled before September but with the momentum we’d built at Oshawa (with Unifor), we felt it was a good time to sit down to see if we could strike a deal and get going.”

Bell said the deal secures the future of the plant at Ingersoll and secures employment. He said the new van and the new Equinox would be built together for the next while before transferring to full production of the van.

Talking about the electric van, Bell said the company has a team of engineers in Oshawa and Markham working on future projects all the time.

“The challenge for our company,” he said, “is always to try to think outside the traditional new car, (new) truck, crossover and to determine what opportunities are out there.

“We could see parcel and food delivery really starting to boom,” he said. “When COVID hit, the need grew. That’s why (GM) launched a new business called BrightDrop that offers electric delivery vans and other technology and services to companies like FedEx, which we worked with locally during the development.”

(BrightDrop, incidentally, offers a product called EP1, an electrically powered pallet to move packages, and the EV600, which is the commercial electric truck that will be built in Ingersoll.)

“We were working on an overall solution and we feel that BrightDrop is the answer,” he added.

I reminded him that California has decreed that all delivery fleets will have to start becoming electric-only by 2024 and that GM obviously had a big jump. I asked him if the EV revolution was evolving even faster than the industry had expected.

“There is an excitement in the air, for sure,” he said. “Global warming is real and we’re trying to find a solution to cure that. In this context, these delivery vans are growing. Consumers like that door-to-door service.

“There is a need to bring a clean solution to this business and we’ve found ways to do that. I wasn’t around when the horse and buggy were going away and the idea that the automobile was coming but I imagine there would have been the same feelings.

“What would life be like (today) if clean solutions could be found to simplify your day as a consumer. There’s a lot of hype building here and we’re right in the thick of it, which is very cool.”

Norris McDonald is a retired Star editor who continues to write for Wheels under contract. He reviews the weekend’s auto racing every Monday at wheels.ca

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2022 Nissan Frontier Gets Chunkier Styling, New Powertrain

Prominent “Frontier” script on tailgate in-keeping with current pickup trends

Can you believe it’s been almost eleven years since we saw significant change in the Frontier? And even then, the change was little more than skin deep and was otherwise a carryover from when the Frontier was last given a full redesign for the 2005 model year. Up in Canada, meanwhile, the wait for some significant Frontier news has been even longer; when the 2020 model received a new powertrain, the Canadian market was skipped.

Well, wait no more because we now have that powertrain, only that’s only a small part of the story as it’s wrapped ‘round an all-new truck for 2022, one that’s a whole lot bolder looking and more purposeful than previous.

It starts with the grille; actually, it starts with the whole front fascia, really, as it’s been crafted to look as if taken from a single block of steel. And plastic, I guess – but I digress.

For the areas that required fastening – say, where the fender meets the headlamp lens or taillamp lens – the panels have been given a kind of tongue-in-groove look, which is actually pretty original and unique. Although not totally unique as lead designer Hiran Patel says that the Nissan hardbody truck from the ‘80s was the inspiration that lead to that “as one” look. The larger space between the windows and rocker panels, meanwhile, also serves to recall the older truck and really adds a nice level of chunkiness to the proceedings. The bedwalls are also taller to ensure they properly meet the bottom of the side windows.

Other great details abound especially on the Pro-4X package which gets underfloor skid plates the cover the gas tank and transmission, red tow hooks and a new take on the new Nissan emblem that sees it painted red. In Canada all trim come standard with 4WD unless you include the 2WD special order King Cab S truck that is reserved for fleet ctomers. Other than that, no 2WD as according to Nissan, 2WD just doesn’t sell in Canada meaning we get 4WD at base. Which is mostly good, though we won’t see the 3,408-kilogram tow rating the U.S. is reporting, because their figures are based on 2WD trucks. With 4WD the base S (and burliest tower) is good for 2,944 kilos. Still plenty for jet skis and the like.

Both King Cab and Crew Cab are available for every model except base S, which gets only a King Cab option and only in Canada can you get a Pro-4X with the smaller King Cab. All King Cab models get a six-foot bed, while Crew Cab spec means a five-foot bed unless you select the SV long-wheelbase model (3,550 mm as opposed to 3,200 mm), which opens up enough space for a Crew Cab and the longer box.

A manual transmission, it seems, is also no longer in the cards as every Frontier sold both in Canada and the US gets the exact same powertrain: a 3.8-litre V6 good for a generous 310 horsepower and 280 pound-feet of torque, fed through a nine-speed automatic transmission.

On the subject of transmissions and powertrains: since every Canadian Frontier gets AWD, every truck gets a shift-on-the-fly 4WD system with 2WD, 4HI and 4LO modes that are connected to an electronically-controlled transfer case. There’s also hill start assist and hill descent control while the Pro-4X model provides an electronic locking differential.

Of course, it doesn’t stop there for the Pro-4X as it also gets special Bilstein shocks and those aforementioned underbody panels. For those looking for even more performance bits, Nissan did confirm that its Nismo performance division is already working on installable upgrades for the new Frontier.

2022 Nissan Frontier

Inside, we find more of the chunky, blocky styling language that’s been applied to the exterior. The dash, for example, looks to be divided in two but held together by an x-brace that also doubles as the centre stack – if you look closely, you can see more of the tongue-in-groove styling used for the head- and taillights.

The interior is also finished in materials and colours chosen to reflect outdoors gear – think neon oranges and flat greys – and the materials have been chosen for their durability. It should come as little surprise that Apple CarPlay and Android Auto come standard, while wireless charging (but no wireless CarPlay) is an added option along with a Pro-4X-specific nine-speaker Fender audio system. All that is controlled, meanwhile, by an eight-inch touchscreen while a nice-incher is available as an option.

In addition to getting the bonus Pro-4X King Cab option in Canada, we also get Nissan Safety Shield 360 tech as standard that adds rear auto-braking and cross-traffic alert, automatic emergency braking with pedestrian detection, blind spot warning, lane departure warning and high beam assist, as well as intelligent adaptive cruise control. This being a Nissan, the Frontier also gets the brand’s very good Around View parking camera.

That’s some pretty good kit for a base truck but don’t ask us how much all that’s going to cost; Nissan hasn’t announced that as of yet.

The 2022 Nissan Frontier is scheduled to go on sale in summer of ’21.

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Nissan Canada unveils a re-invented Pathfinder

Later this summer, Nissan Canada will give Canadians a whole new Pathfinder experience.

In a for media-only digital reveals Nissan Canada executives showcased the new 2022 Nissan Pathfinder that sees this fifth-generation SUV re-invented from the ground up with a more modern design, a more powerful engine with greater towing capacity and a more refined interior.

Adam Paterson, director of marketing with Nissan Canada said this new Pathfinder is part of the automaker’s focus on bringing a bevy of new vehicles to market in the next 20 months, “and this all-new Pathfinder is rugged, capable, versatile and advanced in terms of the technologies it brings to the market.”

The new 2022 Pathfinder is larger than its predecessors with a wider stance and a V-motion grille that will harken back to original pathfinder grille design. C-shaped headlights will be integrated into a refined floating roofline and the standard LED headlights will come with slimmer daytime running lights. A ‘floating’ C-pillar will give the Pathfinder a more SUV look and support an eye-catching two-tone roof. A ‘boxed out’ liftgate will showcase an oversized ‘Pathfinder’ name and will throw into relief the now slimmed-down LED taillights.

Drivers will also get a choice of 11 colour combinations with four new tow-tone treatments.

Under the hood will be a 3.5-litre direct injection V6 that will give 284 horsepower and 259 lb-ft of torque, and mated to a new 9-speed automatic transmission. All 2022 Pathfinder models will come equipped with Nissan’s Intelligent 4WD with 7-position Drive and Terrain Mode Selector. For those looking to do a little camping and needing to tow a boat or trailer, the Pathfinder can provide up to 6,000-pounds of towing capacity.

As with the redesigned exterior, the interior of the 2022 Pathfinder gets a makeover as well. A new 12.3-inch digital dashboard is complemented with a 10.8-inch head-up display. A 9-inch infotainment touchscreen provides easy access to Apple CarPlay, Android Auto, and SiriusXM radio. Also available is a wireless smartphone charging pad, wireless Apple CarPlay, Bose Premium Audio with 13 speakers, and such sought-after features as Nissan Door-to-Door Navigation and Intelligent Around View Monitor.

New to Pathfinder, the Head-Up Display can now provide the driver their preferred vehicle and navigation content such as turn-by-turn directions all without distracting the driver.

The interior of the 2022 Pathfinder adds a new level of comfort and spaciousness for driver and passengers. Owners are now offered woven cloth, leather- or premium quilted semi-aniline leather-appointed seats and brushed bronze metallic accents are among five available interior environments. Standard interior features include a 10-way power driver’s seat and Tri-Zone Automatic Temperature Control with second-row climate control. Climate controlled front seats, and heated rear seats are available.

2022 Nissan Pathfinder

The larger interior can now comfortably hold up to eight people, and for the first time, the Pathfinder will have available second-row captain’s chairs along with a 60/40 split-folding third-row seating.

For the first time, the 2022 Pathfinder will now come equipped with Nissan’s ProPILOT Assist, and it will be standard on S and SV grades. The SL and Platinum grades will have Navi-Link with the ProPILOT Assist, a feature that was introduced earlier with the 2021 Nissan Rogue. Other safety features to be included will be Nissan Safety Shield 360, automatic intelligent braking, blind spot warning and land departure warning, for example.

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Here’s What’s Happening To Your Hunkered-Down Car During the Long COVID Winter

Cars aren’t that different from us humans in some ways.

For instance, cars are best to be up and moving about on a regular basis. We know that being a couch potato is bad for us, and remaining stationary for extended periods can spell disaster for the health of your car, too.

Below, we’ll outline what’s happening to your car while it sits unused on the street, or in your driveway or garage. With a look at how long periods of non-use can affect the health of your vehicle, we’ll also outline some ways to fend off possible problems, before they start.

If you’re a new car shopper, remember that these same things may be affecting brand new vehicles sitting for extended periods on dealer lots, too. So-called ‘lot-rot’ has been linked to an increase in complaints from new car owners in the months following their purchase.

Here’s the sticky.

The Battery

Your car’s battery suffers the most at times like these. Cold temperatures and long periods without any recharging from the engine can take months or years off of its lifespan. Electronic components that run in the background while your car is parked pick away at its charge even further.

If you had to boost your car at least once last winter and haven’t changed the battery yet, there’s a good chance it won’t survive this winter, if you’re not driving regularly.

Fend off battery trouble by using a trickle charger at all times while your vehicle is parked for more than a few days. You can grab one for fewer than fifty bucks at Home Hardware. Hooking it up takes a few moments, and will extend the lifespan and reliability of your battery.

If your battery was a bit shady last winter and you haven’t driven your car in a month now, you may want to double-check that it still starts your engine.

Rodents

Your car is full of delicious things that rodents love to eat, and build nests from, and urinate on. It’s also warm and sheltered.

Rodents like mice, rats, and squirrels come for the cheerios and fries your kids scatter around the back seat and stay for the delicious stuffing inside of their child seat or a nearby piece of footwear, which they’ll use as nesting material.

Rodents can scare an unexpecting driver, spread disease, and damage your vehicle. Make your vehicle less attractive to nesting rodents by cleaning and vacuuming it thoroughly, and keeping the area where your vehicle is parked clean and free of food sources like garbage, bird feeders, and the like.

Brakes

At all times, your car is exposed to moisture and dampness in the environment and air around it that can cause certain parts to rust. Your car’s brakes contain several of those parts.

When you drive your car, the rust that forms on those parts is cleaned off automatically when you use the brakes. When your car is parked for extended periods, rust accumulation on these parts can go unchecked, as there’s no braking being done to clean the rust away.

Sometimes, that rust accumulation causes unwelcomed noises and sensations when you’re driving later on, like a grinding or rubbing sound when you hit the brakes, for instance. Usually, this goes away after a few minutes of driving. In some cases, rust buildup can cause more serious damage and problems with other parts of the braking system.

Ensuring your car’s brakes are properly serviced and maintained can help extend their life, and going for an occasional drive, even if it’s just to get some fresh air, can help keep rust formation on braking components in check.

Tires and Suspension

Your tires naturally lose air over time, which is why checking and adjusting your tire pressure is one of the most important maintenance tasks in the book.

If your car has been sitting for an extended period, and especially in the wintertime, chances are its tire pressures need adjustment. Driving on improperly inflated tires results in poor fuel economy, poor handling, and accelerated tire wear which costs you money.

Be sure to check and adjust tire pressures often, and especially before driving a vehicle that’s been parked for a long time. Some tires may flat-spot when parked for days on end, which can result in vibration or unwelcomed sound when the vehicle is driven. Usually, this disappears within a few minutes of driving.

Remember: you can’t check tire pressure by looking at the tire. You’ll need to use a gauge.

Like your tires, some parts of your car’s suspension are made of rubber components that like to be stretched and squashed as you drive your car, to help keep them limber and flexible. When those rubber pieces remain stationary for extended periods, they can become stiff and inflexible, just like that flat-spot on your tire.

The result is the same: drivers may experience unwanted noises or sensations for the first few moments of driving.

Proceed With Caution

Hopefully, your car can tackle an extended period of non-use without any headaches. Using a trickle charger, minding your tire pressure, and going for a weekly drive for some fresh air as a bare minimum can all be helpful.

Just use your intuition when you do get out for that drive, though: after adjusting tire pressures and driving for a few minutes to quiet your rusty brakes and flat-spotted tires, does anything feel or sound unusual or out of place?

If it does, it probably is. If in doubt, get it checked out by a professional for maximum peace of mind.

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Acura Flagship MDX Now Available in Dealers for Canada

Acura announced that their premium, three-row MDX is now available for sale in their dealers across Canada.

Now longer, wider and more spacious, the all-new MDX benefits from a new exterior design, upgraded and elegant interior finishes as well as advanced safety and driver enhancements & technologies.

The new MDX is now built on an all-new light truck platform with an all-new double-wishbone suspension up front that Acura claims will give it Type S performance.

Under the newly elongated hood sits the familiar 3.5-litre V-6 engine that produces 290 hp and 267 lb-ft of torque that is matched to a 10-speed automatic transmission that puts the power down to the wheels through Acura’s Super Handling all-wheel-drive system (SH-AWD).

The MDX comes equipped with five driving modes: Snow, Comfort, Normal, Sport, and Individual. The individual mode gives the driver the unique ability to select specific throttle response, gear shifting, steering feel and engine sound settings.

To ensure there is enough airflow to the engine an oversized diamond-patterned pentagon grille dominates the front end between the new Jewel Eye LED headlights.

Both leg and headroom have been increased up front without compromising space in the second and third rows. The driver-centric cockpit is sleek and sophisticated and uses a blend of fine leather, wood and metal trim to amplify its sporty, speed inspired look and feel. Following on from the speed theme the front race-inspired bucket seats can be adjusted in 12 ways and haae a 4-way adjustable lumbar support.

2022 MDX

The second row features one-touch sliding seating that includes a one-touch walk-in design. The centre seat is removable with the third row now being larger. The trunk features adjustable flooring that increases the capacity from 1,107.2-litres behind the third row with the floor in the upper position up to 2,690.1-litres with second and third rows folded and the floor in the lower position.

The MDX comes with a plethora of safety and technical enhancements. Available is intuitive low-speed braking that is controlled by sonar that reduces the risk of front or rear end collisions at low speed. The MDX is also equipped with Acura’s AcuraWatch driver assist systems that are designed to enhance the driver’s awareness and will try and avoid collisions. Included in the system is: Collision Mitigation Braking System, Blind Spot Information System (BSI). Lane Keep Assist (LKAS) Cross Traffic Alert and Road Departure Mitigation System (RDM).

The MDX also features Acura’s first Digital Virtual Cockpit, a 12.3-inch customizable drivers instrument display that can be easily changed to display a number of functions from navigation, tire pressure, and the likes. Another 12.3 infotainment display sits atop the dash making sure that all functions are easily read and controlled with the minimum of effort.

Pricing for the MDX will start at $56,405 for the MDX trim, followed by the Tech Spec at $60,405, A-Spec at $63,405 and the Platinum Elite at the top of the list coming in at $67,405.

The 2022 Acura MDX will now become the brands’ flagship model and if the pictures are anything to go by, rightly so.

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Volkswagen unveils less carbon intensive ID.4 digital marketing

Volkswagen Canada is now providing information on its upcoming all-electric ID.4 crossover on a black and white, text-only consumer information site, as well as on a regular colour one on VW’s main site, in order to allow environmentally-minded consumers to gather information on the upcoming battery electric SUV using less carbon intensive digital marketing.

The thinking behind the move is that the internet has a carbon footprint, with every video, photo, post and app consumers interact with adding to the amount of electricity generated by the servers and platforms that brought it to you. VW Canada detailed how this black and white consumer site was certified to produce less carbon dioxide than 99 per cent of websites tested by Website Carbon, a UK-based company that offers various carbon measuring tools for companies and websites around the world.

The company calculates that the Internet and the gadgets supporting them globally consume over 416 TWh (terrawatt-hours), or more than the entire United Kingdom. This adds up to an estimated 3.7 per cent of all global GHG emissions, or roughly similar to what’s produced by the airline industry, according to Lancaster University researcher Mike Hazas in the UK.

Volkswagen Canada is therefore highlighting its extra efforts to measure and reduce the upcoming carbon footprint of its digital marketing programs in relation to the electric ID.4, say company executives.

“To promote the ID.4 we decided to bring its sustainability from on the road to online,” said Lynne Piette, VW Canada’s director of marketing, in a regular colour video webinar the company later said would also be carbon offset through a tree-planting program.

It’s true that adding an extra black and white text-based site option on top of a regular site with full colour photos and videos increases the overall digital carbon footprint of VW’s electric vehicle marketing efforts, the company acknowledged. But VW Canada has also worked with Website Carbon to ‘clean up’ its regular VW Canada site, making its entire site cleaner than 50 per cent of most sites on the web after a thorough audit, said the digital firm’s managing director Tom Greenwood.

And the black and white page is 99 per cent cleaner, thanks to no video, colours, JPEG or PNG files at all – the grey scale images of the ID.4 and any backgrounds are all produced by super small ASCII text, artfully combined to reveal the images using words.

In short, these pictures are literally made up of a thousand words, or more.

The page is slated to expand along with the planned expansion of the ID family in upcoming years, though it will focus on and start with the ID.4, which will begin rolling out this summer in parts of the country, but will expand its availability across the country over the next year or two.

The VW ID.4 will most closely compete with electric crossovers such as the Tesla Model Y and Ford Mustang Mach-E, though the company has also said it intends to target the much larger pool of consumers looking at mainstream gas-powered crossovers such as the Toyota RAV4 and Honda CR-V, hybrid or otherwise.

Official range figures in Canada have not been released, but in the U.S., the ID.4 is EPA rated to 402 km, while the Mustang Mach-E and Tesla Model Y (Standard Range) are rated at 370 km and 393 km, respectively.

Rumours are already circling that this new less expensive version of the Model Y crossover may yet become eligible for the Canadian federal government’s $5,000 federal rebate, but nothing has been confirmed at time of writing.

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2021 Ford F-150 Raptor is out to prove it’s still the best desert racer

A few years ago I drove a Raptor through dinosaur country on an adventure of discovery. The mission: get in touch with Alberta’s Mesozoic past by visiting its rugged badlands.

Somewhere between the watercolour landscape and the precariously balanced hoodoos, I fell in love with that beast of a truck. I couldn’t put my finger on exactly why; I mean it’s not the type of vehicle that gets me up in the morning. And this is a truck that’s probably never going to be used the way it was intended. So, who is it really for?

If you’ve never been behind the wheel of a Raptor, I can safely tell you, yes, it is as awesome as you think it is. You sit higher than most on the road, there’s a surplus of grunt, and you get the feeling that if you drove it off a cliff, you’d land shiny side up ready to do it again. You only ever use about 5 per cent of its capability at any one time so all that untapped potential is exciting, not unlike an exotic supercar.

And now there’s a new Raptor, and for this third generation, Ford has thrown everything they have at it. The timing couldn’t be better either with the recent release of the epically good Ram TRX. Ram also threw everything they had at their truck with the distinct advantage of being able to beat the crap out of a bunch of Ford Raptors and learn exactly where they failed.

The ball is in Ford’s court now and there’s an all-new F-150 to work with.

As you’d expect from a vehicle inspired by the trophy trucks of the Baja 1000, the Raptor’s frame has been reinforced and strengthened. A bespoke 5-link rear suspension is said to provide over 15-inches of suspension travel using 24-inch coil springs—the largest ever fitted to a light duty truck. It allows for more traction and quicker starts of the line. The FOX live valve dampers are also all-new and more sophisticated and will handle even more abuse than before with larger 3.1-inch diameter shock bodies and damping rates that can vary 500 times a second.

For the first time, you can get giant 37-inch tires from the factory, with three different wheels styles, two of which are beadlock capable. The 2021 Ford F-150 Raptor is also a full 6-inches wider to accommodate all that rubber and suspension.

You’ll have no problem spotting one either with its gigantic grille emblazoned with large “F-O-R-D” lettering, and the wider fenders and functional hood and side vents inspired by the intakes of the F-22 Raptor fighter jet.

The 3.5-litre twin-turbo Ecoboost V6 will carry over, but now in its third generation, it gets new turbos for better torque response and improved cooling to ensure your adventures are never cut short. It’s hooked up to an upgraded 10-speed automatic sending power to a new torque-on-demand transfer case. An electronic locking differential is standard on the rear axle, and a Torsen limited-slip unit will be available out front.

Ford said nothing about power. Considering that the last Raptor made 450 hp, at least 500 isn’t out of the question. They did mention that with its standard 39-gallon (148-litre) fuel tank it can travel 800 km between fill ups, not something the TRX can brag about. It will sound better too with a new active-valve dual exhaust and configurable sound modes.

It’s not all brawn, as Ford has the advantage of a brand new platform to work with and all the tech that comes with it like over-the-air software updates and the supremely well packaged cabin of the standard F-150 that will of course carry over here.

The Raptor will also get a standard 12-inch digital gauge cluster and 12-inch centre touchscreen and optional Recaro seats. An available 2 kilowatt onboard power system can run power tools or whatever equipment you bring along.

2021 Ford F-150 Raptor

A Terrain management system means there are seven drive modes: Slippery, Tow/Haul, Sport, Normal, Off-road, Baja, and Rock Crawl. Trail Control features low-speed one-pedal driving for stuff like rock crawling and water fording.

The 2021 Ford Raptor will be available in SuperCrew configuration on a 145-inch wheelbase and has an increased payload capacity of 1400 lbs. It will tow up to 8200 lbs dependent on selected options and equipment. The new 2021 F-150 Raptor will arrive on dealer lots by summer.

An even more extreme Raptor R will come next year, and there’s a supercharged V8 on Ford’s shelf that would put it neck and neck with the RAM TRX. We’ll keep our fingers crossed for that one.

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2022 Cadillac CT5-V Blackwing and CT4-V Blackwing make their debut

General Motors pretty much gave it all it had in the warmup to Monday night’s unveiling of the 2022 Cadillac CT5-V Blackwing and CT4-V Blackwing.

It kicked things off last week with an online media reveal of the four-door cars that was conducted by members of the engineering and design staffs. During the discussion, several mentions were made of Cadillac’s dominance in recent years of the Rolex 24 at Daytona, the first of sports car racing’s three big events, the 12 Hours of Sebring and the 24 Hours of Le Mans being the others.

It was obvious that Cadillac anticipated big things from its teams at Daytona last weekend and even emailed reporters a link to a commercial teasing the cars that was shown during the NBC telecast.

Everything was going to plan – except that Cadillac didn’t win the race. It came close. The Chip Ganassi Racing entry being driven by Renger van der Zande was second late in the running but a flat tire ended the team’s hopes with only minutes remaining.

That didn’t spoil the party, though. Cadillac officially unveiled the cars Monday night and you’d have to be a slug if you said you weren’t impressed. We’re talking about two ultra-high performance sedans that, the company says, “combine on-track excitement with luxury and comfort.”

Sounds good. Let’s take a closer look, starting with the power.

The CT5-V Blackwing uses an upgraded 6.2-litre supercharged V8 that, because of a higher flow air-intake and revised exhaust system, is rated at 668 horsepower and 659 lb-ft of torque. The company says that this makes the CT5 the most powerful production Cadillac ever built.

Now, get this: each CT5 V8 is hand-assembled at GM’s plant in Bowling Green, Ohio. Each engine is numbered and its plate is signed by the builder. Now, that’s luxury, in my books.

The CT4-V Blackwing is an evolution of the Cadillac 3.6L Twin-Turbo V6 and features an improved air intake system coupled with revised control system software to create 472 horsepower and 445 lb-ft torque.

Both cars come with Brembo brake calipers (they come in grey, blue, bronze and my favourite, red) for controlled braking on the track and, if necessary, sudden stops on the street.

We know that both cars have plenty of power (GM-estimated top track speed: more than 300 kilometres an hour; GM-estimated 0-100 kph: 3.7 seconds) but because of its racing heritage, speed plants like the ones at Canadian Tire Motorsport Park are the best places to stretch the legs of these two beauties.

There are other elements that go into making these cars fly like eagles – electronic limited slip rear differential, advanced suspension refinements, magnetic ride control, improved steering response and handling on the track – but that’s enough about speed and smoothness.

Because just as it’s highly unlikely that people who purchase luxury automobiles that double as off-road vehicles actually drive them onto the tundra, the same goes with people who will purchase these two dillacs. The cars might be track worthy but chances are they will probably never see one.Cadillac Blackwing

For those folks, here’s what interesting about the insides of the cars.

There are three levels of premium interiors (Base, Mid-level and Up-level) boasting unique trim and technologies including standard wireless Apple CarPlay, Android Auto capability and wireless phone charging.

The high-performance front seats can be adjusted 18 ways and include lumbar massage. The carbon-fibre seats in the CT5-V Blackwing cost extra but will likely be worth it.

As is the case with most manufacturers, Cadillac has been working on seat design that will improve comfort. The seats in these cars are designed to improve lateral support during track-day driving and adjustability to make people of all shapes and sizes feel comfy in other environments.

The seats have heat and driver’s memory settings plus those previously mentioned 18 adjustments.

The high-performance steering wheel comes with magnesium shift paddles and traction control. The steering wheel on the CT5-V is standard and an option on the CT4, which has one that’s less fancy. Meantime, the manual transmission centre console has a gearshift featuring a 3D-printed medallion cap.

A 12-inch-diagonal HD display includes unique V-Series Blackwing graphics and Track screen performance settings with timers for 0-100 kph and quarter-mile acceleration. A Performance Data Recorder will provide new levels of driving analysis. There are three display personas: Tour, Sport and Track.

The audio system has 14 speakers in the CT4-V Blackwing and 15 speakers in the CT5-V.

Reservations for both vehicles are now open with deliveries expected this summer. Pricing begins at $67,198 for the CT4-V Blackwing and $89,898 for the CT5-V.

Norris McDonald / Special to Wheels.ca

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