When considering a compact SUV, it’s essential to compare offerings from both domestic and international car manufacturers. This helps make a well-informed choice, striking the right balance between performance, space, efficiency and value. Today, we compare the 2024 Chevrolet Equinox, 2023 Ford Escape, 2023 Toyota RAV4 and the 2024 Honda CR-V.
Performance and Efficiency
2024 Chevrolet Equinox:
Engine: Turbocharged Gas I4, producing 175 hp @ 5800 RPM and 203 lb-ft torque between 2000-4000 RPM.
Fuel Efficiency: EnerGuide Estimate for the highway is 7.9 L/100 km.
Emissions: 207 G/km of CO2.
Transmission: 6-speed automatic.
2023 Ford Escape:
Engine: Intercooled Turbo Premium Unleaded I-3, delivering 180 hp @ 6000 RPM and 199 lb-ft torque @ 3000 RPM.
Fuel Efficiency: EnerGuide Estimate for the highway is 6.9 l/100 km.
Emissions: 197 G/km of CO2.
Transmission: 8-speed automatic with OD.
2023 Toyota RAV4:
Engine: 2.5 Litre, 4-Cylinder, DOHC with Dual Variable Valve Timing, generating 203 hp @ 6,600 rpm and 184 lb-ft torque.
Fuel Efficiency: EnerGuide Estimate for the highway is 6.3 L/100 km.
Emissions: Not Available.
Transmission: CVT with OD.
2024 Honda CR-V:
Engine: Intercooled Turbo Regular Unleaded I-4, 190 hp @ 6000 RPM and 179 lb-ft torque @ 1700 RPM.
Fuel Efficiency: EnerGuide Estimate for the highway is 7.6 L/100 km (estimated).
Emissions: Not Available.
Transmission: CVT with OD.
Interior and Comfort
Both the Ford Escape and Chevrolet Equinox impress with their spacious interiors, boasting passenger volumes of 104 ft³ and 103.5 ft³, respectively. On the other hand, the Toyota RAV4 provides a slightly more compact ambiance with 98.9 ft³, while the Honda CR-V matches the Equinox and the Escape with 103.5 ft³.
Cargo and Utility
Regarding space, the Honda CR-V leads the pack with a sizable cargo volume of 39.3 ft³ up to the second seat. Following closely are the Ford Escape at 37.5 ft³ and the Toyota RAV4 at 37.4 ft³. The Chevrolet Equinox offers slightly lesser space at 29.9 ft³.
As for towing capacities, the Ford Escape comes out on top with a capacity of 2000 lbs. The RAV4 and CR-V follow with 1750 lbs and 1499 lbs, respectively. The Equinox’s towing capacity remains unspecified.
Incentives & Financing
Incentives and financing options can make a significant difference in your purchasing decision:
2024 Chevrolet Equinox: Finance incentives range between 5.49%-6.19% for 36 to 84 months. Lease incentives are at 8.9% for 24 to 60 months.
2023 Ford Escape: Finance incentives span from 1.99% to 3.99% for 36 to 84 months, and lease incentives are set at 3.99% for 24 to 60 months.
2023 Toyota RAV4: Finance incentives begin at 7.29%, going up to 7.79% for 24 to 84 months. Lease incentives range from 6.29%-8.39% for 24 to 60 months.
It should be obvious that the interest rate assigned to your finance or lease agreement is going to impact your monthly payments in a very significant way. Click on the name of each of these vehicles to check out the latest offers available at CarCostCanada®.
Each SUV in this comparison brings a unique set of attributes. While the Chevrolet Equinox and Ford Escape shine with their spacious interiors and robust performance, the Toyota RAV4 stands out for its unmatched fuel efficiency. The Honda CR-V, on the other hand, offers a harmonious blend of performance and space.
Your final choice should reflect which attributes align best with your needs and preferences.
Let’s delve into the world of electric trucks, focusing on a new electrifying addition to the Canadian marketplace, the Ford F-150 Lightning. Before we dive into the nitty-gritty, let’s get a sense of the pricing:
XLT 4WD SuperCrew 5.5′ Box:
LARIAT 4WD SuperCrew 5.5′ Box: $90,000
Platinum 4WD SuperCrew 5.5′ Box: $121,000
Remember, you can also uncover the Invoice Price for free, giving you even more control over your purchasing decision. Now, onto the good stuff!
The Electric Revolution: F-150 Lightning:
With the rise of electric vehicles (EVs), Ford has stepped up with the F-150 Lightning, bringing together the ruggedness and reliability of the classic F-150 with the eco-friendliness and cost-effectiveness of electric power. The Lightning defies typical F-150 expectations. Floor the accelerator and you’ll encounter an instantaneous, forceful torque that pulls you back into your seat as if you’ve been rear-ended by a Peterbilt truck.
Power and Performance Under the Hood:
Underneath its familiar exterior, the Lightning is an all-wheel-drive powerhouse with an Extended-Range battery that supports up to 580 horsepower. At the test track, this super truck went from 0-60 mph in a lightning-fast 4.0 seconds. EPA estimates suggest a driving range between 370 Km with the standard battery and up to 514 Km with the larger one.
Economic and Environmental Impact of EVs:
Now here at the Car Magazine we have crunched the numbers on the cost of travelling 100 Km in Canada in 2023 with an average gas price of 1.60$ a Liter. Currently a normal 2023 Ford F-150 will cost roughly 16$ in gas for 100 Km whereas the lightning cost only 2.37$ per 100 Km, over a couple of years those are some huge savings!
The Pros and Cons of an EV:
One cannot ignore the holistic benefits of an electric vehicle (EV) like the Ford F-150 Lightning when considering its impact on both your wallet and the environment. Operating an EV typically leads to lower costs over time, thanks to cheaper maintenance, no oil changes, and reduced fuel costs. In fact, the cost of ‘refueling’ an EV can be significantly less than filling a gas-powered vehicle. Moreover, EVs produce zero tailpipe emissions, contributing to cleaner air and a healthier environment. However, it’s important to also consider a potential downside. While the F-150 Lightning boasts impressive ranges under normal driving conditions, it’s worth noting that towing heavy loads over long distances can significantly decrease the battery range. This could result in more frequent stops to recharge during lengthy trips, which could potentially extend your travel time. That said, as charging infrastructure continues to improve across Canada, the inconvenience of finding a charging station is becoming less of a concern.
Value and Practicality in Design:
The Lightning is not all about raw power. Ford has crafted this vehicle with practicality in mind. Even with the steep price increase over last year’s model, the XLT trim provides substantial value. The Extended-Range battery pack adds $10,000 to the total, but it’s a worthy investment for long-distance journeys or regular towing. The XLT model, coupled with the 312A High package, boasts a variety of desirable features, including adaptive cruise control, the Pro Power Onboard generator, heated front seats and steering wheel, a power-operated tailgate, in-dash navigation, and much more.
Storage Solutions in the Lightning:
And let’s not forget storage. The Lightning pairs its practical cabin with an innovative frunk storage area and continues the F-150 legacy with a 66-inch cargo bed.
Maintaining the Classic F-150 Look:
On the outside, the Lightning retains the signature F-150 look, offering familiarity amidst change. It’s the perfect truck for Canadians keen to join the EV trend without losing the classic design they’ve come to love.
So, from an auto enthusiast’s perspective, the Ford F-150 Lightning offers an appealing blend of power, practicality, and environmental consideration to the Canadian market. It’s a vehicle worth considering if you’re passionate about trucks and open to the undeniable benefits of electric power. A spin in the Lightning feels like a leap into the future of the automotive industry – and it promises to be a thrilling journey.
Discover the Lightning MSRP & Invoice Price right here
Delve into Factory Incentives, Lease Rates, and Finance Rates right here
Searching for comprehensive details on Vehicle Specifications? Uncover them here
“We’re thrilled and honored to earn both Truck and Utility of the Year from the NACTOY jury for the Ford Maverick and Bronco, especially among such a strong field of competitors,” stated Kumar Galhotra, president, Americas & International Markets Group, Ford Motor Company. “But we’re also proud because these awards are well-deserved recognition for the tremendous amount of work, focus and energy our teams have invested in designing, engineering and building exciting vehicles for our customers. This also reflects the overwhelming reception we’ve had from our Maverick and Bronco customers alike.”
To earn this highest honour, the Civic edged out the redesigned Volkswagen Golf GTI and Golf R, which are basically the same car in different trims (there’s no longer a regular Golf for 2022), plus the stunning new Lucid Air electric luxury sedan, a recent competitor to the Tesla Model S and Porsche Taycan.
“The Honda Civic has long set the standard by which other compact cars are measured and this all-new Civic raised that bar in every conceivable way,” said Michael Kistemaker, assistant vice president of Honda national sales, American Honda Motor Co., Inc. “We’re especially proud for the Civic development team in Japan and our production associates at our plants in Greensburg, Indiana and Alliston, Ontario where the 2022 Civic Sedan, Hatchback and Si are built.”
Where the new Civic gets a dramatic styling update, its other changes are more evolutionary than revolutionary, which was a smart choice for a car that outsells every competitor most months, but the two new Fords are completely new additions to the domestic brand’s lineup, and necessary considering they no longer sell many cars. The Bronco goes head-to-head with the Jeep Wrangler as a serious 4×4-capable off-roader, while the Maverick is forging into an entirely new car-based compact pickup truck segment, only shared with Hyundai’s new Santa Cruz.
The Maverick beat the Santa Cruz in the final NACTOY showdown, as well as the larger Rivian R1T electric truck. It comes standard with a hybrid drivetrain, is available with a potent turbo, decent fuel economy, and features some smart cargo carrying innovations.
The Bronco didn’t have an easy fight in its SUV category either, with the all-new Genesis GV70 and pure-electric Hyundai Ioniq 5 challenging. While none of these specifically compete against each other in real life, they all excel in the sport utility sector, and only one could be the winner.
“This year’s group of semi-finalists includes some of the most interesting and innovative cars, trucks and utility vehicle candidates in recent memory,” said NACTOY President Gary Witzenburg, “and a larger number of new trucks than we’ve seen in many years. And it features more electric vehicles than we’ve ever seen, all of which our jurors will continue to test and evaluate prior to our next vote.”
More than 50 automotive journalists from the U.S. and Canada took part as jurors in this year’s NACTOY awards. To qualify, a vehicle needs to be completely new or significantly updated for the current model year. All finalist evaluations are based on design, driver satisfaction, innovation, performance, safety, technology, and value.
Just as the glitter and confetti from all our New Year celebrations is being swept up, Ford and Hyundai have been sweeping up 2021’s North American Car, Utility and Truck of the Year (NACTOY) awards.
Yes, it appears as if 2021 is the blue-oval brand’s year to shine as two of its vehicles drove away with class wins, the always best-selling F-150 earning 2021 Truck of the Year honours, and the controversially named Mustang Mach-E silently accepting 2021’s Utility of the Year.
Car of the Year went to Hyundai with its new 2021 Elantra, the reality of which might cause some in Dearborn to wonder what might have happened if the much-lauded (in Europe and other markets) new Focus had been made available in our market.
Notably, the just-noted Truck of the Year finalists are merely significantly upgraded trims of models already available in 2020, leaving the winning F-150 as the only entirely redesigned model entered into this year’s North American Truck of the Year class. How this may have impacted the Truck of the Year results is not known.
I promised myself not to harp on Ford for giving up on the midsize pickup truck market segment eight or so years ago, because they know how much that decision has cost them better than any critic, so let’s just say it’s great to have them back as a key competitor to Toyota’s Tacoma, Chevy’s Colorado, GMC’s Canyon, Jeep’s new Gladiator (the latter of which more than makes up for the loss of the Dakota that Dodge/Ram should nevertheless bring back as well), Honda’s Ridgeline, and (speaking of not investing in this market for the past decade) Nissan’s Frontier.
This said, when first laying eyes on it in the Philippines about five years ago, I quickly understood why Ford chose not to initially import this Australian-designed and Thailand/South Africa/Argentina/Nigeria/Vietnam-built third-generation (fourth-gen to us) Ranger T6 to its North American markets. The mid-size truck is big. Instead of completely retooling the previous Ranger’s St. Paul, Minnesota and Edison, New Jersey assembly plants to accept the entirely new design, Ford felt it could fill the outgoing Ranger’s void with a lower priced F-150. This was true to a point, but the lack of a small truck to suit differing tastes also opened up a hole in Ford’s lineup that was quickly filled by the trucks mentioned above.
To be clear, the new mid-size Ranger, while considerably larger than the old compact one, is nevertheless dwarfed by even the smallest 13th-generation F-150, a truck that will soon be replaced by the 2021 14th-gen version that grows a bit larger in some dimensions. As it currently is, the 2020 F-150 SuperCab 4×4 with its 6.5-foot box measures 536 mm (21.1 in) lengthier with a 462-mm (18.2-in) longer wheelbase, 167 mm (6.6 in) wider, and about 155 mm (6.1 in) taller than a similarly configured 2020 Ranger SuperCab 4×4, while the F-150 SuperCrew takes up even more real estate comparably.
Our Canadian-spec Ranger T6 measures 5,354 mm (210.8 in) long with a 3,221-mm (126.8-in) wheelbase, 1,862 mm (73.3 in) wide without mirrors, and a respective 1,806/1,816 mm (71.1/71.5 in) tall for the SuperCab/SuperCrew, by the way, which is actually a smidge shorter than the best-selling Tacoma (and a lot shorter than the long-wheelbase Toyota pickup), plus its narrower albeit a hair’s height taller, so it’s not like the Ranger T6 isn’t an ideal fit for the North American mid-size pickup truck market, now or back in 2011 when it debuted throughout the rest of the world.
The Ranger is Ford’s primary pickup in most global markets, unlike here in North America where F-Series trucks dominate all blue-oval deliveries, not to mention the production of all competitive pickups. The current third-gen global Ranger, that’s now built in Wayne, Michigan, and available to us as of model year 2019, is actually a nicely facelifted version of a Ranger T6 introduced back in 2015, so even this refreshed truck is no spring chicken.
Still, the current third-gen Tacoma has been around a while too (it arrived in 2015), so it’s not like the Ranger, updated the same year, feels in any way outdated, while its powertrain was totally revamped for its 2019 debut in North America. Looking back, the first version that caught my eye was the particularly attractive Ranger Wildtrak found in Asian markets (check out the Wildtrak in the gallery above), but most will probably see the newer Ranger Raptor as the model’s most desirable trim. So far Ford of Canada hasn’t announced this smaller Raptor for our market (we’ve got more Ranger Raptor photos in the gallery), leaving us with base XL, mid-range as-tested XLT, and top-tier Lariat trims.
My test truck was an XLT SuperCrew 4×4 in eye-catching Lightning Blue paint, which when optioned up with an available Sport Appearance package and FX4 Off-Road package, looked mighty good, if not as aggressive as the two foreign models. The Sport Appearance package adds a darkened grille surround and Magnetic-Painted (dark-grey) 17-inch alloy wheels to the exterior, plus a leather-clad steering wheel and shifter to the interior, plus power-folding side mirrors and an auto-dimming rearview mirror inside. These are both included in the 302A package, incidentally, while a Bed Utility package added the drop-in bedliner and 12-volt in-bed power adaptor, and an FX4 package added those sweet looking red and grey/black decals on the rear sides of the box.
Of course, there’s a great deal more to the FX4 package than a couple of cool stickers, such as specially tuned off-road monotube shocks, a set of rugged 265/56 Hankook Dynapro AT-M tires, an electronically locking rear differential, Trail Control, that lets you set a given speed between 1 and 30 km/h to crawl over rugged terrain via throttle and braking management, and a Terrain Management System that, via Grass, Gravel/Snow, Mud/Ruts, or Sand modes, utilizes all of the Ranger’s off-road technologies to overcome light to extreme trail surfaces. Additionally, the FX4 package includes a steel front bash plate below the front bumper, plus skid plates cover the electric power steering system, the transfer case, and the fuel tank. Lastly, the FX4 package lets the Ranger’s driver monitor pitch, roll and steering angle info from inside.
Setting the Ranger 4×4’s high and/or low gearing ratios is ultra-easy thanks to a rotating dial on the lower console next to the standard SelectShift 10-speed automatic’s shift lever. Yes, we counted correctly. The Ranger comes standard with 10 forward gears, which is the most offered in its class. This, along with standard auto start-stop that turns the engine off when it would otherwise be idling, provides the Ranger with segment-leading 11.8 city, 9.8 highway and 10.9 L/100km fuel economy too, which is mighty impressive.
We shouldn’t expect this kind of economy when off-road, but it should still allow you to go deeper into the woods (or desert) than its non-diesel competitors, which is saying something. What’s more, its 226 mm (8.9 inches) of ground clearance, while not as lofty as the Tacoma’s 239-mm (9.4-in) capability, should get you over most rocks and roots, while its 28.7/25.4-degree approach/departure angles will likely do the same through deep ruts and muddy swamps (the Tacoma’s approach/departure are a respective 29 or 32 to 23 degrees front to rear, depending on trim).
All of this suspension travel results in a comfortable ride, at least as far as body-on-frame trucks go. It feels pretty tight through fast-paced corners too, again as far as pickups are concerned, not exactly the best for snaking quickly through the slalom. Still, the Ranger’s standard 2.3-litre turbocharged EcoBoost four-cylinder is a blast off the line and anywhere else you step on it, thanks to 270 horsepower and 310 lb-ft of torque, the former a bit less than the Tacoma’s power output yet the latter substantially more.
The aforementioned 10-speed autobox runs through its gears quickly enough, allowing for good performance all-round, and I have to say it was smoother in this Ranger than in a turbo-four Mustang I previously tested, while the rocker switch integrated onto the shift knob was once again a good way to manually swap cogs.
Activating the Sport setting is the best way to improve performance, this allowing higher engine revs between shifts for stronger acceleration, while the transmission even held onto its chosen gear when hitting redline, very unusual yet a welcome feature when pushing the limit on pavement, not to mention holding a given gear when off-road.
In order to maintain its sporty feel and ultimate safety through fast-paced corners, Ford employs Curve Control that detects when a driver enters a turn too quickly, and then adjusts the Ranger’s speed by reducing engine torque, adding braking and increasing stability control automatically. This feature might make you feel a bit more comfortable when lending your truck to a teenage child or employee.
Together with that nice ride mentioned a moment ago, the Ranger XLT 4×4 I tested provided impressive comfort and plenty of interior room front to back. The model in question came with Ford’s largest SuperCrew cab, which includes regular full-size doors in the rear, as well as more second-row legroom. A smaller SuperCab body is standard Ranger fare, with both configurations available in XL and XLT trims, and the top-line Lariat only offered with as a SuperCrew.
The smaller SuperCab has a longer six-foot bed, incidentally, while my as-tested SuperCrew uses a five-foot bed. Also important is the Ranger’s 707-kilogram (1,560-lb) payload, which is much better than the Tacoma’s 425- to 520-kg (937- to 1,146-lb) payload rating, as is the Ranger’s 7,500 lbs (3,402 kg) of towing capacity, which beats the Toyota by 502 kg (1,107 lbs). Trailer sway control is standard, by the way.
Speaking of standard, the base Ranger XL SuperCab starts at $32,159 plus freight and fees, which is an increase of $1,090 from the same model in 2019, while an XLT SuperCab can now be had for $36,529 or $38,329 for the as-tested XLT SuperCrew, but seeing a price increase of $890 since last year. Lastly, the Lariat SuperCrew is now available from $42,619, which is only an increase of $230.
Incidentally, CarCostCanada is showing factory leasing and financing rates from 0.99 percent on their 2020 Ford Ranger Canada Prices page, plus up to $4,000 in additional incentives on 2019 models. Before speaking with your local Ford retailer, make sure to check CarCostCanada to learn more about available rates from all brands, plus manufacturer rebates and even dealer invoice pricing that could save you thousands. Also, make sure to download the free CarCostCanada app from Google Play Store or the Apple Store so you can access all of their valuable information anytime and anywhere you need it.
The Ranger’s pricing structure compares very well to this year’s Tacoma, incidentally, which has rocketed up in price by $5,625 from $31,825 last year to a new base of $37,450 for the 2020 Access Cab and $38,450 for the 2020 Double Cab, due to losing its 4×2 drivetrain in Canada, while its top-line Limited trim starts at $50,750. Yes, the Japanese truck is in an entirely different pricing league, but give the Ranger a little more time (plus King Ranch, Platinum, Limited and/or Raptor versions) and it will likely catch up.
As it is, the current Lariat model adds exterior chrome detailing, LED headlights, and front parking sensors to the XLT’s rear ones, as well as passive keyless access with a pushbutton ignition system, illuminated vanity mirrors, a universal garage door opener, three-way heated front seats with eight-way power, leather upholstery, etcetera.
Features as yet unmentioned on the XLT include 17-inch alloy wheels (in place of 16-inch steel rims from the base model), fog lights, carpeting with carpeted floor mats (the base XL truck’s flooring is rubber), six-speaker audio, auto high beams, lane keeping assist, and more, while a Technology package adds navigation and adaptive cruise control.
As for the base XL, notable features include auto on/off headlamps, a four-speaker stereo, a USB charge port, 4G LTE Wi-Fi connectivity, a capless fuel filler, plus a pre-collision system with automatic emergency braking and blind spot warning with rear cross-traffic alert.
While only a mid-range truck, my Ranger XLT tester offered up a well put together interior with comparably good fit and finish. If you’re wondering whether this praise includes pampering padded leatherette or even soft-touch synthetic surface treatments, don’t look any further than the armrests and seat upholstery, the latter finished in a woven black fabric dressed up with sporty cream-coloured contrast stitching.
The driver’s seat featured two-way powered lumbar support that actually fit the small of my back ideally, a rare occasion for sure, while the Ranger XLT’s overall driving position was very good thanks to more than ample reach from the tilt and telescopic steering column. It includes a comfortably cushy leather-clad rim, while all controls fell easily to hand.
As is the case with all competitors, the Ranger utilizes a cluster of backlit analogue gauges for optimal visibility no matter the exterior light. The differentiator are its aqua-blue pointers that look particularly refreshing, while a high-resolution, full-colour 4.2-inch multi-information display beats most rivals when it comes to wow factor and functionality.
Speaking of dash flash, a strip of pewter-tone trim brightens up the dash on each side of those primary instruments and ahead of the front passenger, not to mention the upper door panels, while the just-mentioned gauge pointers nicely match the soft blue background of Ford’s 8.0-inch Sync 3 infotainment touchscreen atop the centre stack of this XLT and Lariat models. Even after all the years Ford has offered this system, I still find it graphically attractive and quite advanced due to tablet-like tap, swipe and pinch gesture capability, the inclusion of Android Auto and Apple CarPlay smartphone integration, and myriad audio features such as satellite radio, Bluetooth audio streaming, etcetera, while my test model included a navigation system that got me where I was going more than once, plus XM travel link, dual-zone automatic climate control, and a reverse parking camera with dynamic guidelines.
Now that we’re looking rearward, the Ranger SuperCrew’s second row of seats is certainly roomier than in the SuperCab, and therefore quite comfortable, especially in the window seats, but this mid-range model isn’t as well featured as some rival trucks. I’m not talking about a lack of rear seat warmers, these normally only offered in top-line trims, but Ford doesn’t even provide rear air vents. At least XLT and Lariat owners receive a pair of USB-A charge points on the rear panel of the front centre console, plus a handy 110-volt household-style power outlet.
Then again, my Ranger XLT didn’t come standard with integrated bumper steps for climbing up on the bed, such as those provided on GM’s trucks, but you can pay extra for a really nice kick-down step from the blue-oval accessories catalogue, an item high on my list of extras for sure.
Although a long time coming, I think the wait was worth it. Yes, that means I have no problem recommending the Ranger to anyone looking for a mid-size pickup truck, as it looks and feels well made, has excellent electronic interfaces, is roomy and comfortable, and is plenty of fun to drive. I think Ford would be wise to bring the sportier Ranger Raptor to our market too, plus other more luxurious models in order to price it higher and attract more premium buyers, but they’ve got a relative hit on their hands as it is, so we’ll need to wait to see how they want to play our market. I’m betting they’ll quickly expand the Ranger range and give sport truck and luxury buyers what they want, instead of potentially losing profits to mid-size truck competitors.