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With five-passenger crossovers regularly at the top of the mid-size SUV sales charts in North America, Honda simply had to be in on the game. Therefore, in another attempt to replicate its small utility…

New Car Reviews

2021 Honda Passport Touring Road Test

With five-passenger crossovers regularly at the top of the mid-size SUV sales charts in North America, Honda simply had to be in on the game. Therefore, in another attempt to replicate its small utility success in the large SUV categories, the two-row, five-passenger Passport joined up with the three-row Pilot for 2019.

Most automotive industry followers saw the initial news stories along with the usual follow-up pieces about pricing, trims, standard and optional features, etcetera, and then plumb forgot about the new SUV soon after. A smattering of ads that accompanied the SUV when introduced might have initially put it on some consumers’ radars, but it could’ve just as likely flown under yours, as they’re not exactly easy to spot on the road.

Honda delivered just 3,017 Passports in Canada throughout 2020, its first year of availability, and a mere 559 during Q1 of this year, which incidentally makes it the slowest selling mid-size SUV in Canada, other than Toyota’s new Venza that only arrived in September last year, yet still found 1,403 buyers (and at the end of March 2021 another 798 new owners), and Dodge’s 150-year-old Journey (ok, in reality it’s just 13 years old) that’s been discontinued for two years, yet still managed to lure in 420 bargain shoppers. This means by Q1 2021’s close, the Venza was already outselling the Passport by 143 percent, while by May’s end its lead had grown to 175 percent.

The larger Pilot, on the other hand, has enjoyed a fairly steady rise in sales over the past decade, with 2020 being its best year yet thanks to 9,340 new owners. This has allowed it to move up through the ranks, now sitting fifth amongst three-row SUVs, with 11 contenders trailing behind, which once again has me wondering why the Passport hasn’t caught on.

After all, being dead last in any SUV category makes absolutely no sense for a brand that, until recently, had been swapping the lead baton back and forth in the compact SUV segment as if the CR-V and Toyota RAV4 were part of the same relay team. The RAV4 has since rode off into the sunset with 67,977 units down the road last year, much thanks to conventional gasoline, plus hybrid and plug-in Prime variants, but the single-engine-powered CR-V still held an extremely strong second place with 50,135 deliveries in 2020, the next brightest star being Mazda’s CX-5 with 30,583 down the road during the same 12 months. Just why Honda hasn’t been able to graduate a reasonable number of these CR-V owners into its mid-size Passport is hard to fathom, but, amongst other issues, it may come down to the larger SUV targeting an intrinsically different type of buyer.

The CR-V does well because it’s reasonably priced and fuel-efficient, plus nice enough looking, comfortable, amply spacious, technically advanced, historically dependable, capable of holding its resale/residual value, etcetera. I can say much the same about the Passport (the Canadian Black Book shows its larger Pilot sibling tied as runners-up with the Toyota 4Runner in mid-size SUV retained value, so one would think the Passport would fair similarly), although few people have even heard of this newcomer, plus its entry price is higher than the majority of its five-seat rivals, and it’s hardly as fuel-efficient as most of those too.

The CR-V occupies this same position on CCB’s compact SUV retained value list, incidentally, right beside the now defunct Nissan Xterra (a BIG mistake for Nissan to have dropped this model) and just below Jeep’s Wrangler, which makes me feel all the better about the countless times I’ve recommended Honda’s little runabout to new and pre-owned buyers, both here in reviews and personally to friends and colleagues.

The Passport (and its larger Pilot sibling) on the other hand, never came to mind when offering up my sage wisdom (ahem), but considering the CCB’s rating of the latter, I should probably start adding it to my list of large SUV recommendations. I’ll need to see whether or not the Passport catches on before it gets a full thumbs up, however, because a vehicle needs to have garnered a large enough group of waiting pre-owned buyers in order to maintain its value.

As happenstance is, halfway through writing this review I received a call from a friend who was surprisingly considering a lease takeover of a Honda Passport. He’s waiting for the next-generation Toyota 4Runner to launch, which he’ll probably buy far in advance, but until then he needs something to drive, because the lease of his previous 4Runner came due and he chose not to buy it out. Being that he’s already ok with driving a relatively thirsty V6, and that he won’t actually be purchasing, but effectively renting instead, I couldn’t argue against it, but I didn’t get behind the decision like I would’ve done so for a CR-V.

Instead, I recommended he check out LeaseBusters, a service that specializes in lease takeovers (and in full disclosure is affiliated with this site), in order to see what else might be available for $600 per month, the charge being asked for that specific 2019 Passport. It’s not that a Passport wouldn’t work for him, as it probably would, but I’d rather he suss out all available options before making what will probably be a two-year commitment.

To be fair, the Passport is much more fuel-efficient than any V6-powered 4Runner to date. While the next-gen 4Runner will probably ship with a hybrid, the current long-in-tooth model is rated at a dismal 14.8 L/100km city, 12.5 highway and 13.8 combined, compared to a relative 12.5, 9.8 and 11.3 for the Passport. The Pilot, incidentally, is good for a claimed 12.4, 9.3 and 11.0. Yes, you read that right. The larger, heavier three-row Honda gets better fuel economy than the shorter, lighter two-row variant. Go figure. It must come down to aerodynamics on the highway.

How does the Passport fare against immediate competitors? Toyota’s Venza comes standard with a hybrid power unit and therefore walks away with the mid-size two-row efficiency prize, its rating being 5.9 L/100km in the city, 6.4 on the highway and 6.1 combined. Ouch! No wonder it’s selling better. The Toyota’s $38,490 starting sticker doesn’t hurt either, especially next to this Honda’s near premium-level $43,670 entry price. That’s a $5,000-plus deterrent, combined with nearly twice the ongoing fuel costs. I’m not a big fan of the Venza’s styling, and I quite like the Passport’s looks front to back, but it’s hard to argue against such night and day savings.

As a useful comparo, let’s see how the Passport rates against all five-seat competitors when it comes to pricing and fuel economy with AWD (city/highway/combined) in the order of sales numbers:

Jeep Grand Cherokee: $49,565; 12.7/9.6/11.3; 3,073 sold in Q1 2021; 16,967 sold in 2020)
Hyundai Santa Fe: $31,399; 11.0/8.5/9.9 base or 7.1/7.9/7.4 hybrid; 3,103 sold in Q1 2021; 15,721 sold in 2020
Ford Edge: $38,399; 11.5/8.3/10.0; 2,525 in Q1 2021; 13,213 in 2020
Subaru Outback: $31,195; 10.1/7.9/9.1; 2,355 in Q1 2021; 12,556 in 2020
Kia Sorento (no two-row mid-size Kia alternative): $33,995; 11.1/8.4/9.9; 2,030 in Q1 2021; 11,821 in 2020
Volkswagen Atlas and Atlas Cross Sport (VW combines sales of its two- and three-row crossovers): $40,095; 11.7/10.0/10.9; 2,625 in Q1 2021; 9,370 in 2020
Nissan Murano: $34,098; 12.0/8.5/10.4; 1,641 in Q1 2021; 8,091 in 2020
Toyota 4Runner: $48,910; 14.8/12.5/13.8; 2,154 in Q1 2021; 7,821 in 2020
Mazda CX-9 (no two-row mid-size Mazda alternative): $40,000; 11.6/9.1/10.5; 1,296 in Q1 2021; 4,887 in 2020
Chevrolet Blazer: $37,498; 10.6/8.7/9.7; 1,000 in Q1 2021; 3,861 in 2020
GMC Acadia (no mid-size two-row GMC alternative): $37,498; 10.6/8.7/9.7; 1,031 in 2021; 3,109 in 2020
Honda Passport: $43,670; 12.5/9.8/11.3; 559 in Q1 2021; 3,017 in 2020
Toyota Venza: $38,490; 5.9/6.4/6.1; 798 in Q1 2021; 1,403 from Sep-Dec 2020

While price and fuel economy doesn’t seem to affect the sales of cult-like 4x4s, such as Jeep’s Grand Cherokee and the 4Runner, it really does appear to impact car-based family haulers, such as Hyundai’s Santa Fe and Subaru’s Outback, the latter of which enjoys some built-in cult status of its own. Ford’s Edge has long been at or near the top of this pack, so it has earned its fair share of repeat buyers, even if it doesn’t quite measure up empirically, while Kia’s Sorento does well by delivering a whole host of positives including value. Chevy’s new Blazer should be doing well, but its lofty price no doubt causes pause from savvy shoppers, whereas the Passport’s highest starting price amongst car-based crossovers is no doubt pushing it down the pecking order.

Of course, what this interesting data dump doesn’t tell us is how these vehicles drive or how easy they are to live with. That’s where I come in, and while it would be outrageous to try and squeeze a segment-wide comparison into one review, I’ve covered many of these models earlier, or at least have driven most and will review as quickly as possible.

I commented earlier that you may not have even seen a new Passport on the road, but it’s more likely that you have and just didn’t realize you weren’t looking at a Pilot. While the Passport is a bit tougher looking, thanks to a blackened grille that appears bigger due to a deeper mesh insert, plus some additional matte-black lower body cladding, a revised liftgate that doesn’t include the Pilot’s additional blade-shaped taillight reflectors, and gloss-black wheels, it’s basically a shortened Pilot from the outside in. That’s not a bad thing since Honda toughened up the look of the Pilot for 2019, with both models now appearing rugged and SUV-like.

My tester wore a gorgeous Deep Scarlet Pearl paint job, one of four $300 optional colours available in Touring trim, including Obsidian Blue Pearl, Crystal Black Pearl, and Platinum White Pearl, with the only standard colour being Modern Steel Metallic. Once again, I admit to liking the way the Passport looks, especially in this rich colour. Due to its abbreviated length, the Passport appears more upright than its longer sibling too, resulting in even more of a traditional SUV stance, which is not unlike the original Pilot.

Classic SUV in mind, when Honda launched the Passport back in 2019, they made a point of showing photos of it doing some pretty severe off-roading manoeuvres, not to mention hauling camping gear such as canoes, kayaks and even a sizeable trailer, while a complementary video combined some energetic music with clips of it hustling up a mountainside dirt road, plus one close-up of a wheel in the air as part of a staged articulation exercise (check out my previous news story with photos and video). It was all in an effort to give the Passport a more rough and ready image than the Pilot, something its shorter wheelbase would allow for inherently, but there’s more to Honda’s two-row alternative than that.

Most notably, the Passport adds 28 mm (1.1 inches) of ground clearance over its Pilot sibling (with its standard all-wheel drive layout, or 13 mm/0.5 inches with US-exclusive FWD), allowing greater ease over obstacles such as rocks and roots or through deep potholes and ruts that can be found on any ungraded road or trail. What’s more, Honda’s enhanced i-VTM4 all-wheel drive system, which uses active torque vectoring to send up to 70 percent of engine torque to the rear axle and 100 percent to either the left or right rear wheels, provides good traction when things get slippery, whether the surface below is cold and snowy or hot and sandy.

Honda’s Intelligent Traction Management (ITM) system adds another element to the Passport’s off-road capabilities, due to four driving modes that work together with its all-wheel drive system, including normal, snow, mud and sand selections.

Of course, most owners will never venture off pavement, which to be fair is true for ultra-capable 4x4s made by Land Rover and Mercedes too, so the fact that Honda’s AWD system also overdrives the Passport’s outside rear wheels while cornering in order to maintain grip is probably even more important to would-be buyers.

I can’t say that I’d be willing to torture a new Passport in “the world’s harshest environments” such as “the sands of Dubai, muddy country roads of Russia, and snowbound trails in Minnesota,” as Honda claimed was done during the Passport’s development, but I’d certainly be comfortable taking on the types of dirt roads shown in its launch video. I’d also be more than happy to test its mettle on the rougher sections shown in the photos, as long as it was part of a launch event and Honda’s PR team had ok’d it. I’ve done so previously with the brand during such programs, with especially good memories of getting down and dirty with the original Ridgeline.

As for towing, the Passport’s standard 2,268-kg (5,000-lb) rating (1,588 kg or 3,500 lbs for U.S.-spec front-wheel drive models) should be good enough for mid-size camp trailers and average-sized fishing and ski boats, while an “overhead” feature found in the standard multi-view camera makes connecting a hitch and trailer easier than ever before.

One of the reasons it provides such impressive trailering capability is the 3.5-litre V6 that so negatively impacts fuel economy. With 280 horsepower and 262 lb-ft of torque, it’s the most potent base engine in its two-row class, which will either be a boon or a bane depending on your priorities. Honda has equipped it with an i-VTEC valvetrain and Variable Cylinder Management (VCM) in order to enhance power while minimizing consumption, while its nine-speed automatic transmission with standard idle-stop that shuts off the engine when it would otherwise be idling, tries to maintain the fewest revs possible in its normal driving mode. Still, step into the throttle and the Pilot moves off the line quite nicely, while providing strong passing power on the highway.

Thanks to weight savings of 16 to 55 kilograms (35 to 121 lbs) depending on trim, the 1,890- to 1,914-kg (4,167- to 4,219-lb) Passport feels a bit more energetic off the line than the Pilot, with the just-noted transmission providing ultra-smooth, yet positively shifting performance throughout its range, via steering wheel-mounted paddle shifters no less, this needed for manual mode, being that the gear selector is Honda’s array of electronic buttons and pull-tabs on the lower console (it gets easier to use with familiarity).

Likewise, for the suspension, which combines an excellent ride with more engagement through the curves than the larger Pilot, despite using the same fully independent front MacPherson strut and rear multi-link setup, featuring amplitude reactive dampers and Agile Handle Assist.

Combine its better handling and more capable off-road chops, with stronger straight-line acceleration and fractionally worse fuel economy, and the only negative left is cost. Of course, its near $44k starting point (which in fact is pricier than the larger Pilot’s $42,605 MSRP) is a big hurdle to overcome when compared to most rivals. Granted the Passport comes standard with AWD, which compares well to the majority of competitors that make it optional, but adding AWD to the aforementioned Santa Fe will only set you back $2,000 more at $33,399, although doing so with a V6-powered Murano pushes its price up by $6,000 to $40,098, because that model automatically includes mid-grade SV trim, featuring navigation, an overhead 360-degree surround parking monitor, a panoramic glass sunroof, and more.

The Passport comes in three trims, including Sport, EX-L and Touring, the latter two starting at $47,270 and $50,670 respectively. Colours and dealer-added accessories aside, none of the trims offer any options, with the only new feature since its inaugural year being a 2021 upgrade from a rather sad little 5.0-inch infotainment display in its most basic trim, to the much more respectable 8.0-inch display found in second- and third-tier trims last year, which incidentally comes complete with Apple CarPlay and Android Auto smartphone integration, the aforementioned Multi-Angle Rearview Camera with dynamic guidelines, Honda’s LaneWatch blind spot display that provides a rear visual of your blind spot when flicking the turn signal, Siri Eyes Free, wi-fi tethering, control of a six-speaker 115-watt seven-speaker audio with a subwoofer, and more.

Some additional standard Sport features worth noting include 20-inch alloy wheels, LED (low beam) headlights with auto high-beam assist, LED DRLs, LED fog lamps, LED side mirror repeaters, and LED taillights, a front wiper de-icer, proximity-sensing keyless Smart Entry and Smart Start, remote engine start, a configurable 7.0-inch colour TFT multi-information display within the primary instrument cluster that features audio, trip and phone info (plus turn-by-turn route guidance on models with navigation), adaptive cruise control, tri-zone automatic climate control, two USB device connectors, an auto-dimming rearview mirror, a HomeLink universal remote, a powered moonroof, a heatable leather-wrapped steering wheel rim, a 10-way power-adjustable driver’s seat including two-way powered lumbar support (that nicely met up with the small of my back), and more.

On the “more” list is the Honda Sensing suite of advanced driver assistive and safety systems, which include Collision Mitigation Braking System (CMBS) with Forward Collision Warning (FCW), Road Departure Mitigation (RDM) including Lane Departure Warning (LDW), plus Lane Keeping Assistance System (LKAS) and Adaptive Cruise Control (ACC). These are joined by the industry’s usual assortment of active and passive safety items, plus Honda’s proprietary Advanced Compatibility Engineering (ACE) body structure, which unfortunately isn’t enough to even warrant a Top Safety Pick rating from the IIHS, let alone revered Plus status.

The Passport does appear safe, however, thanks to best-possible “G” (for good) ratings in its “Small overlap front: driver-side”, “Moderate overlap front”, “Side”, “Roof strength”, and “Head restraints & seats” crash tests, but only an “A” (acceptable) rating for its important “Small overlap front: passenger-side” and “Headlights” tests, not to mention merely an acceptable rating for the its child seat LATCH system’s “ease of use” test (the latter item having nothing to do with safety).

It’s certainly easy to fold those rear seats down, however, which, by pressing electronic release buttons on the cargo wall, expands the dedicated cargo area behind the second row from 1,166 litres (41.2 cu ft) to 2,206 litres (77.9 cu ft). Interestingly, the first number is only 56 litres (2.0 cu ft) more accommodating than a CR-V, which might be another reason that owners of the smaller and more efficient Honda aren’t moving up.

Just like the CR-V, the Passport’s second-row seats split in the usual 60/40 configuration, which while not optimally divided in my favourite 40/20/40 split, which allows for longer items like skis to be placed down the middle, is the norm in this mainstream volume-branded class, while a reversible cargo floor swaps out carpeting for a washable hard plastic surface when needing to haul dirtier loads. Underfloor storage is segment-leading, by the way, measuring 71 litres (2.5 cu ft).

While cargo capacity might not be enough of a differentiator for CR-V owners to move up to the Passport, the larger SUV’s roomy passenger compartment might cause some to reconsider their allegiance. It gains 368 litres (13.0 cubic feet) over the smaller Honda, thanks to 3,282 litres (115.9 cu ft) ahead of the rear seatbacks for segment-leading spaciousness, while the Passport’s 4,448 litres (157.1 cu ft) of overall interior volume is best-in-class as well.

As importantly, the Passport is finished well inside, or at least my Touring trimmed example was. Before I get ahead of myself, some notable EX-L features include a quieter acoustic windshield to enhance refinement, a memory-linked driver’s seat and side mirrors with reverse gear tilt-down, rear parking sensors, HD and satellite radio, two more USB charging ports, leather upholstery for the seating surfaces, a four-way powered front passenger’s seat, heated rear outboard seats, and a powered liftgate.

Lastly, my Touring model came with some special gloss black bumper skid garnishes, auto-levelling LED (low and high beam) headlamps, auto-dimming power-folding side mirrors, quieter front door acoustic glass, Blind Spot Information (BSI) with Rear Cross Traffic monitoring, additional ambient lighting in the cupholders, door panels and footwells, ventilated front seats, a superb sounding 550-watt 10-speaker audio upgrade, accurate navigation, a navi-based compass, 4G LTE in-vehicle Wi-Fi that can support up to seven devices, wireless device charging, a 115-volt household-style power outlet, and hands-free access for the powered liftgate.

As I mentioned a moment ago, my tester’s cabin was finished nicely, but Honda was careful that it wouldn’t compete with Acura’s MDX. The front door uppers and dash top receive a soft composite surface treatment, the latter down to the midpoint of the instrument panel, around the gauge cluster and surrounding the centre display, while the lower dash and door uppers are hard shell plastic. Likewise, for the glove box lid, while the rear door panels, save for the door inserts and armrests, are entirely made from hard plastic too. Hard plastic rear door uppers are unusually substandard for the mid-size class, with some compact SUVs, like Mazda’s CX-5, offering soft-touch door uppers and even real hardwood trim to go along with supple Nappa-leather upholstery. Like I said, the Passport isn’t trying to be premium in execution.

More impressive is the decently sized high-resolution touchscreen atop the mid-stack, this being one of the more attractive and easier infotainment system interfaces to use in the industry, and I’m not just saying this to leave on a positive note. The nicely coloured tiles are easy to navigate through, the graphics are large and clear, and the parking camera is superb.

So, after this epic, novel-length review is done, what’s the final verdict? I think the most important takeaway is the Passport’s overall goodness as an accommodating mid-size SUV that’s ideal for five adults and plenty of gear. Its on-road handling and off-road prowess should make for a good compromise when comparing it to less well-rounded alternatives, while its good forecasted reliability, and strong expected retained value might make up for its higher initial price.

This said, the Passport’s base price includes a lot of standard goodies, which if tacked onto some rivals would pull their dollar-for-dollar evaluations much closer this Honda. Still, it lacks some options mid-size SUV buyers like, such as the panoramic sunroof included in the much more affordable Murano. In the end, you’ll need to weigh each SUV’s advantages once getting closer to your final choice.

Those opting for the Passport will be happy to learn that Honda is offering up to $1,000 in additional incentives for 2021 models, so be sure to check the 2021 Honda Passport Canada Prices page at CarCostCanada for details, plus learn how members can save even more from accessing important manufacturer rebate information when available, plus info about factory leasing and financing rates, as well as dealer invoice pricing that can save you thousands during negotiation. This all comes as part of a CarCostCanada membership, so be sure to learn how their system works, and also remember to download their free app from the Google Play Store or Apple Store, so you can have all of their money-saving info where and when you need it most.

Review and photos by Trevor Hofmann

I’ve got to admit, Honda’s hybrid and full-electric strategy has long baffled the mind. Despite being second in the world and first in North America amongst modern-day hybrid makers, the Japanese…

New Car Reviews

2021 Honda Insight Touring Road Test

I’ve got to admit, Honda’s hybrid and full-electric strategy has long baffled the mind. Despite being second in the world and first in North America amongst modern-day hybrid makers, the Japanese brand’s combined love affair with impractical two-seat electrified sport coupes and hybrid five-passenger sedans, the latter providing real sales success stories, has left them with a much smaller slice of the alternative fuels market than they most likely would’ve enjoyed if they’d devoted all of their wired investment into highly marketable projects.

I’m going to guess that Honda’s best-selling electron-infused effort to date is the Civic Hybrid, just because of the sheer number of them I’ve seen on the road over the past decade-plus, although the brand never parsed out hybrid sales numbers from Civics using their conventional powertrains, so only those on the inside know for sure (please tell me I’m wrong, Honda). In fact, the decision to add a hybrid power unit to Canada’s most popular car was so smart that Toyota finally copied them with its latest Corolla Hybrid, a model that now partners the hybrid sector’s long-time best-selling Prius in the compact segment (just a quick note to let you know the new Sienna minivan, only available as a hybrid, just surpassed the Prius as the number-one hybrid seller in the US, not to mention the best-selling minivan).

2000 Honda Insight — It’s two-seat impracticality might not have been the only reason Honda’s first-generation Insight didn’t find as many buyers as the original four-door Prius.

Mentioning the Prius pulls memories of a particularly poorly planned successor to Honda’s original Insight, or at least most buyers thought so, as did I after initially testing it. While the first-generation 1999–2006 Insight needs to be slotted into the impractical two-seat electrified sport coupe category I noted a moment ago, the second-gen 2009–2014 Insight came across like an embarrassing admission of the first car’s failure. Honda came as close to copying the second-generation Prius as it could without being sued for plagiarism, but the rather bland hatchback didn’t look as good or go as well as its key rival. To be fair, it was the best-selling car overall in Japan for the month of April, 2009 (three months after going on sale), besting Honda’s own Fit for top spot, but North American buyers were never so enthusiastic. I could only get excited about its fuel economy at the time, which admittedly was superb.

2010 Honda Insight Hybrid — Honda’s second-gen Insight was easily more palatable to the masses than the original, but its similarity to Toyota’s second-gen Prius caused some criticism at the time.

After a reasonable five-year stint (2011–2016) playing around with another impractical two-seat electrified sport coupe dubbed CR-Z, a stylish runabout that I happened to like a lot, yet not enough buyers with real money agreed, the third-gen Insight arrived as a more attractive (in my opinion) Civic Hybrid, sans the name (an initial image of the new 2022 Civic shows the brand is leaning toward a more conservative design approach).

At first, I considered Honda’s choice of rebadging what’s little more than a hybridized Civic with the Insight nameplate as a stroke of genius (don’t ask me for marketing advice), but as it soon became apparent by the lack of Insights on the roads around my hybrid-infused Vancouver homeland (Honda chose the 2018 Vancouver International Auto Show for its launch, after all), it hasn’t been a hit.

2016 Honda CR-Z — Honda’s CR-Z was a real looker, but limiting occupancy to two made its target market very small.

It seems, much as Honda wants to keep the Insight legacy alive, or maybe just shine a prettier light on it, the comparatively obscure moniker’s historical relevance is no match for household name recognition (and another key issue I’ll go into more detail about later). As noted earlier, only Honda has the internal data to compare the percentage of Insights and Civic sedans it sells now to Civic Hybrid and conventionally-powered Civic sedans it sold in the past, but as stated at the beginning of this review, my guess is the old Civic Hybrid made a much bigger impact on the brand’s small car sales chart.

Enough about Honda’s hybrid duopoly of Civic and Accord success stories and insightful missteps, mind you, because the question that matters more is whether or not the latest Insight is any good. Of course, being based on the Civic can only mean that it’s inherently an excellent car, so therefore adding Honda’s well-proven hybrid drivetrain to the mix can only make it better from a fuel-efficiency standpoint, or at least that’s what I deduced after a week behind the wheel.

The powertrain consists of a 1.5-litre Atkinson-cycle internal combustion engine (ICE), an electric propulsion motor, and a 60-cell lithium-ion battery, with the end result being an enthusiastic 151 net horsepower and an even heartier 197 lb-ft of torque. Claimed fuel economy is 4.6 L/100km in the city, 5.3 on the highway, and 4.9 combined, which is exemplary when comparing it to most conventionally powered sedans in its compact category. Even the thriftiest version of Honda’s Civic sedan is downright thirsty when viewed side-by-side, its rating of 7.9 L/100km city, 6.1 highway and 7.1 combined stacking up well against competitors, yet not so impressive next to the Insight. Then again, sidle up Toyota’s aforementioned Corolla Hybrid beside to the Insight and its 4.4 city, 4.5 highway and 4.5 combined rating edges it out.

Of course, even hybrids aren’t all about fuel economy. Straight-line performance matters too, as does handling, refinement, style, etcetera. Before venturing away from driving dynamics, I have to mention how wonderfully smooth the Insight’s drivetrain is. It uses a continuously variable transmission, which is par for the course across most of the Civic line, and not uncommon amongst competitors too, Corolla included, so as long as driven calmly it’s pure bliss.

Step into the throttle with Sport mode engaged and it moves along quickly enough too, but the CVT keeps the engine at higher revs for longer than a conventional automatic would, and therefore produces more noise and harshness. I’m willing to guess most hybrid drivers don’t deep dive into the go-pedal all that often, however, so this probably won’t be a big issue. It certainly wasn’t for the duration of my test week, as I drove it in its default Comfort, Econ and EV settings more often than not.

On Honda’s side, the Insight’s all-electric mode is much more useful than the EV modes in Toyota’s Corolla or non-plug-in Prius, as it can actually be used at city speeds without automatically switching into hybrid mode, or in other words have the ICE kick back in. Unless moving up to one of Toyota’s plug-in Prime models, their ICEs automatically turn on at around 20 km/h, making it impossible to drive around town on electric power alone.

Some of my city’s poorly paved streets made me grateful for the Insight’s well sorted suspension, incidentally, as the ride is very good for its compact dimensions. This is partially due to an independent rear suspension setup, which is ideal for soaking up bumps and ruts no matter the speed, not to mention keeping the rear of the car from hopping around when driving quickly through imperfect asphalt mid-corner. Yes, it handles quite well, with the Insight’s battery weight hidden under the rear seat for a low centre of gravity.

You’ll be wanting to use the previously noted Sport mode for such situations, but don’t expect to manually row a gear lever through stepped intervals to so, because you won’t find any such thing. Instead, the Insight lets you swap “cogs” via much more engaging steering wheel paddles, while using Honda’s pushbutton gear selector for PRND, complete with a pull switch for reverse. It looks clean and elegant, plus saves airspace above for uninhibited access to centre stack controls, yet leaves more than enough room nearby on the lower console for stowing a large smartphone.

The latter includes a rubberized tray, plus a couple of USB charging ports and a 12-volt charger just ahead, these items forming the base of the centre stack that continues to be well organized and filled with plenty of useful features, such as an attractive dual-zone automatic climate control interface, integrating a strip of quick-access buttons for the three-way heatable front seats and more. It’s all topped off by the same big 8.0-inch touchscreen Civic owners will be all too familiar with, incorporating attractive, colourful, easy-to-use graphics that are laid out in a convenient tile format, with functions such as Android Auto and Apple CarPlay smartphone connectivity, an accurate navigation system in my Touring trimmed tester, and an engine/battery power flow indicator that can be fun to watch.

For those unfamiliar (which would include those trading up from a base second-gen Insight, or those still driving base Civic Hybrids from the same era), the display works like a smartphone or tablet, letting you tap, pinch, or swipe to perform various functions, while Honda has also lined each side with some quick access buttons. On the left is a one for the home screen, plus another for the return or back function, one for swapping between day and night screens, two more for scrolling between radio stations or tracks, and lo and behold an actual volume knob that I used more often than the redundant one on the left-side steering wheel spoke.

Honda lights up the name of each feature so they’ll be easy to see at night, but this caused me to press the name instead of the little black button below when getting acclimatized, my mind seemingly pre-programmed for touch-sensitive controls these days. Some will be ok with this unorthodox analogue setup, while others, like yours truly, will wonder why Honda didn’t choose larger buttons with integrated backlit names, but being that this was my only criticism after a week on the road, I say they’re batting 300.

The primary instruments are fully digital, with those on the right housing a speedometer and gas gauge, and the left portion of the cluster featuring a multi-information display filled with helpful hybrid info, including a battery charge indicator. Switchgear on the steering wheel spokes control the MID, and I must say they’re very well made and ideally fitted in place, just like all the buttons, knobs and rockers throughout the rest of the cabin. These include controls on the overhead console too, which houses a set of incandescent reading lights, an emergency assist button, a HomeLink garage door opener, and a rocker switch for the regularly sized powered glass sunroof.

Following this high-quality theme, the Insight’s interior comes close to Acura ILX levels of fit, finish, and materials quality. The dash top, for instance, consists of a really impressive soft-touch synthetic surface treatment, while a padded and French-stitched leatherette bolster ahead of the front passenger continues over the entire instrument panel all the way down the side of the centre stack, which made it a shame that Honda didn’t finish the driver’s area to the same impressive level. Each side of the lower console is done just as nicely, however, matching the sliding centre armrest. Additionally, the front door uppers receive the same high-quality treatment as the dash top, while the door inserts get a similar stitched leatherette to the instrument panel bolster. It all looks very upscale, with refinement that’s on an entirely new level for Honda’s compact offerings.

The driver’s seat is up to Honda’s usual high standards too, with plenty of support and good adjustability, while the tilt and telescopic steering column provides ample reach and rake, not always the case with some competitors regarding the former. I couldn’t make mention of the steering wheel without adding that it’s thick, meaty, and shaped like it came out of a performance car, or one of Honda’s impractical two-seat electrified sport coupes (I know I’m going to get hate mail from all those CR-Z fans out there, but don’t slay me for pointing out the fact that an otherwise good car wasn’t exactly a runaway sales success).

Much like the spacious front seating area, the rear passenger compartment is roomy and comfortable, seemingly on par with the regular Civic. Likewise, the trunk could also be from a Civic, and even includes storage space under the cargo floor for random items. Honda stows the car’s tire repair pump in this location, a requirement for fixing flats as no spare tire is included. The segment’s usual 60/40 split-folding rear seatback configuration expands the trunk’s usefulness when needed, growing it from 416 litres (14.7 cu ft) to who knows how much (but ample for skis and boards) when lowered.

Yes, the Insight is a spacious, comfortable four-door sedan with a very practical, secure trunk, plus a good performance and fuel economy compromise, along with an impressively crafted interior with excellent electronics, and in my opinion, very attractive styling. If rebadged with the Civic Hybrid name, I think it would sell better than it does, simply because everyone knows someone with a Civic. This said, don’t let any negative connotations about old Insights dissuade you from buying the current model. In fact, if you can get one for the right price, I’d highly recommend it, and I’d also recommend that Honda get even more practical with future hybrids, like possibly a CR-V Hybrid for the Canadian market?

It’s hard to understand why Honda allowed others to hybridize the SUV segment before they got around to it, but unfathomably there’s still nothing in their Canadian lineup to compete with electrified versions of the Toyota RAV4, Hyundai Tucson, Ford Escape and others, an especially odd predicament for the Japanese brand to find itself in when considering the CR-V is built right here in Canada.

The problem is reportedly due to Honda’s inability to build an electrified version in its Alliston, Ontario plant, and unwillingness to procure one from its U.S. manufacturing division (according to multiple sources quoting Honda Canada VP of marketing and sales, Jean-Marc Leclerc, selling a CR-V Hybrid here would simply not be profitable). They don’t seem to be having much trouble selling CR-Vs as it is, but the latest RAV4 has taken over top spot in the segment, possibly due at least partially to its past regular hybrid and current plug-in Prime variants.

Until the powers that be at Honda choose to take on hybrid challengers within Canada’s fastest growing compact SUV segment, the only two electrified vehicles in the lineup will remain this Insight, the larger mid-size Accord Hybrid, and the brand’s rather unusual looking Clarity Plug-in Hybrid (good luck trying to find one of those on the road). All three are sedans, with the latter two approximately the same size and therefore somewhat redundant (I’d argue they would have done better with an Accord plug-in). Again, Honda’s electrification strategy remains a mystery. At least the Insight and Accord hybrids are straightforward in design and four-door functionality, with either being a good choice for those desiring a sedan body style. If only there were more buyers for this type of vehicle these days.

To wrap it up, as of April’s close, Honda has delivered a grand total of 15,629 CR-Vs so far this year, which sounds quite good until noting Toyota’s 23,585 RAV4 sales total, of which I’m willing to guess (again) about 25 percent were hybrids (electrified vehicle sales have been surging in Canada over the past two years, and RAV4 Hybrid sales were already at 22 percent in 2019). Canada’s third best-selling vehicle is Honda’s Civic, by the way, with 10,884 units down the road so far in 2021, while the previously mentioned Corolla is a close fourth at 10,788 YTD sales to its credit.

Even if the Corolla Hybrid only managed 15 percent of that model’s total sales, it would have achieved more than 1,500 deliveries since the beginning of the year, which totally destroys Insight deliveries of just 132 units over the same four months, and sadly that’s after seeing 1.5 percent year-over-year sales growth. It can’t be the styling, as it’s easily as attractive as the current Civic sedan, and more so in my opinion, so therefore, while my argument for name recognition might factor in to some extent, it probably has everything to do with acquisition costs from Honda’s Greensburg, Indiana plant, the same facility that makes the CR-V Hybrid.

This results in a starting price of $28,490 plus freight and fees, which is $3,400 more expensive than Toyota’s Corolla Hybrid that begins at just $25,090. Ouch! The Touring trimmed model I tested is even dearer at $32,190, and this car isn’t much better (if at all) than a top-level Corolla Hybrid with its Premium package, that will only set its owner back $27,090 (plus destination and dealer charges). That’s $5,100 more affordable than the Insight, hence the lost sales numbers. No wonder Honda isn’t willing to add its U.S.-made CR-V Hybrid to the mix, as there’s obviously a serious problem making a business case for U.S.-produced hybrids in Canada.

Honda produces its Accord Hybrid in Marysville, Ohio, incidentally, a model that seems to suffer from the same problem, with a base price of $35,805 compared to the Toyota Camry Hybrid’s entry window sticker of $30,790. Likewise, the top-line Accord Hybrid Touring is available from $42,505, whereas the optimally loaded Camry Hybrid XLE is a mere $39,690.

Moving forward, Honda Canada will need to address this issue, at least with the models it can. By rejigging their Alliston assembly plant, they should be able to sell many more CR-V Hybrids than any other electrified model currently on offer, although the business case for doing so may not make sense in a market that’s only about 10 percent of America’s size.

Such a scenario might be justifiable if they chose to produce the Insight right next to the Civic, that’s also built in the Alliston facility, or even better, create a new Civic Hybrid model that doesn’t require the extra expense of unique body panel stampings. It certainly wouldn’t be the first time Honda offered a Canadian-specific Civic, although that model was under the Acura EL nameplate.

No doubt Honda’s Canadian division has thought through numerous hybrid and electric strategies, as choosing the right one will be critical to its future success. Waiting for a fully electric alternative will put them at risk of losing ground in Canada’s electrified car industry overall, which really isn’t an option considering that the HEV, PHEV and EV industry is growing faster north of the 49th than it is south of the border, and also factoring in that all of its competitors are already selling or in the process of ramping up multiple hybrid and pure electric production vehicles. As it is, Honda Canada is only discussing the possibility of a CR-V Hybrid, and then only as part of the model’s upcoming generation.

Yes, even after all these years, Honda’s global electrification strategy is anything but cohesive. Nevertheless, the Insight is a very good car that could provide you with a lot of happiness behind the wheel. The automaker is attempting to sweeten the deal with incentives up to $1,000 on 2021 models or $1,600 off 2020 models (yes, there’s no shortage of new 2020s still available), but this is countered by Toyota’s factory leasing and financing rates from 0.49 percent on the Corolla Hybrid, with average CarCostCanada member savings of $1,937 when factoring in the knowledge gained by their dealer invoice pricing advantage.

Make sure to find out about every CarCostCanada membership benefit, plus remember to download their free app from the Google Play Store or the Apple Store, and choose your next car wisely. You could do a lot worse than purchasing a new Honda Insight, although the asking price might be a bit steep despite its exclusivity.

Review and photos by Trevor Hofmann

Honda Canada’s Civic sales have been crashing recently, down more than 20 percent throughout Q1 of 2021 compared to the same three months last year. Reasons for the downturn are likely varied, from…

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Honda reveals single photo of all-new 2022 Civic sedan

2022 Honda Civic Sedan — Honda will give its Civic Sedan more conservative styling for 2022.

Honda Canada’s Civic sales have been crashing recently, down more than 20 percent throughout Q1 of 2021 compared to the same three months last year. Reasons for the downturn are likely varied, from the health crisis to a 25-plus-percent increase in CR-V deliveries, the latter thanks to changing consumer tastes from cars to SUVs. Additionally, some of the slowdown is probably due to fewer Civics in dealership inventories, which makes sense now that we’ve learned a totally redesigned model is on the way later this year.

Honda took the wraps off its all-new 2022 Civic sedan this week, and at first glance it appears as if the design team wanted to take it back to the more conservative stylings of earlier iterations. Considering how well Honda has done with its current 10-generation model, which arrived six years ago for the 2016 model year, deviating from its ultimately angled look to a much more rounded, minimalist design may be seen as a risk, although it will certainly be a positive for less progressive buyers.

This change will make Hyundai’s third-place Elantra the compact segment’s most sharply creased dresser, while the category’s second-most popular Corolla could also be seen as an even more aggressive alternative than the upcoming Civic. The compact class isn’t as varied as it was five years ago, having lost the Dodge Dart in 2016, the Buick Verano and Mitsubishi Lancer in 2017, the Ford Focus in 2018, and Chevy’s Cruze in 2019, but the Civic still needs to contend with the already noted Corolla and Elantra, plus the Kia Forte, Mazda3, Nissan Sentra, Subaru Impreza, and VW Jetta, while the regular Golf will be discontinued for 2022, taking one more compact car competitor out of the market (don’t worry GTI and Golf R fans, as these will arrive in stylish new MK8 duds).

2022 Honda Civic Prototype — The 2022 Civic Prototype, introduced last November, shows expected rear styling.

As for the new 11th-generation Civic, other than what little information the single frontal photo provides we know very little about it. Then again, if the Civic Prototype that debuted (on video game platform Twitch no less) in November is anything to go by, and both cars look very similar from the front except for lower fascia details, its rear design should include a smart set of LED infused taillights that come to a point that’s kind of reminiscent of those on the eighth-gen North American sedan at their rearmost ends, albeit much narrower. That was a particularly good-looking car for the era, while the current model’s C-shaped lenses have been amongst its most controversial styling elements.

We won’t delve into expected content, other than to say it will likely be filled with standard advanced safety kit in order to help keep its occupants safe, and score well in safety tests, while its cabin will no doubt come standard with a large centre touchscreen and offer a fully digital gauge cluster, at least as an option. More detailed information will arrive later this month, which we hope to include more photos, including at least one of its backside plus with a plethora of interior shots.

If a glimpse of the new 2022 Civic makes you want to snap up a 2021 before all the new ones are gone, take note that Honda is now offering up to $1,000 in additional incentives, while most CarCostCanada members are saving $1,593 off their purchases. To find out how you can potentially save thousands from your next new vehicle purchase, see how the CarCostCanada dealer invoice pricing system works, and make sure to download their free app from the Google Play Store or Apple Store now.

Story credits: Trevor Hofmann

Photo credits: Honda

When the second-generation Ridgeline arrived on the scene for the 2017 model year, we lauded its drivability, refinement, and creature comforts, but weren’t exactly wowed by its styling. It looked ok,…

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Honda’s ruggedly refreshed 2021 Ridgeline is now available to order

2021 Honda Ridgeline — Honda has refreshed its 2021 Ridgeline with a much more rugged looking grille and front fascia design that should be much more appealing to pickup truck buyers.

When the second-generation Ridgeline arrived on the scene for the 2017 model year, we lauded its drivability, refinement, and creature comforts, but weren’t exactly wowed by its styling. It looked ok, but lacked a certain visual ruggedness necessary for luring in truck buyers in large numbers. Honda appears to be ready to deal with that problem for 2021, thanks to renewed styling that toughens up the mid-size model’s exterior design.

Gone is the Ridgeline’s smooth, wind-cheating grille and sloping hood, replaced by a much bolder, more upright grille and broader, flatter hood with a centre power bulge. This is combined with a more rugged looking lower front fascia and redesigned front fenders, all combining for a truck that looks as capable as the Ridgeline really is.

Changes to the new Ridgeline’s flanks and rear design are much less pronounced, with the former painting the cab’s rearmost extension a stylish black instead of body colour, and the rear bumper losing any chrome embellishment.

The more visually appealing 2021 Ridgeline will go on sale across Canada tomorrow, January 15, starting at $44,355 plus freight and fees for the Ridgeline Sport with standard AWD, while other trims include the Ridgeline EX-L at $47,355, Ridgeline Touring at $51,555, and Ridgeline Black Edition at $53,055. It will start arriving in Canadian dealerships in the beginning of February.

Take note that CarCostCanada is reporting up to $1,000 in additional incentives for the outgoing 2020 model, which already has a $1,650 lower MSRP, so if you want to save on the old version now’s the time to take action (find out about all of CarCostCanada’s other benefits too, plus download their free app while you’re at it).

Before you do, be aware that the new grille and other styling enhancements aren’t the only changes made to the 2021 model. The new Ridgeline also benefits from new, brighter LED low beam headlamps with reflector beam halogen high beams, while new more aggressive 18-inch wheels wrapped in new more rugged looking tires join a 20-mm wider track in giving the updated truck greater visual breadth.

The Ridgeline’s interior needed little to make it more welcoming, but nevertheless Honda fitted the centre stack with a revised infotainment touchscreen featuring a real volume knob for quick, easy audio adjustment. With a focus more on style than functionality, all 2021 Ridgeline trims get contrast stitching for the seats, while Sport trims get new fabric seat inserts, and Sport, EX-L and Touring trims add new dash, steering wheel and centre console trim accents. Everything else about the cabin remains the same, including its spacious rear passenger compartment with a flat floor and foldaway 60/40-split rear lower seat cushions.

The Ridgeline’s power unit continues into 2021 unchanged too, the 3.5-litre direct-injected V6 producing up to 280 horsepower and 262 lb-ft of torque, while its standard nine-speed automatic transmission makes sure fuel economy remains the truck’s trump card, with all trims claiming 12.8 L/100km in the city, 9.9 on the highway and 11.5 combined.

As mentioned earlier, Honda’s i-VTM4 torque-vectoring all-wheel drive is standard, as is its ability to send up to 70 percent of the engine’s twist to the rear wheels when needed, while continuously apportioning up to 100 percent of that torque between left and right rear wheels depending on slip. The Ridgeline’s standard Intelligent Traction Dynamics System enhances power delivery further by attributing engine torque to the wheel with the most traction, whether overcoming wet, snowy, muddy, or sandy conditions.

Of course, optimizing traction benefits safety, as does the 2021 Ridgeline’s standard Honda Sensing suite of driver-assistive technologies including Collision Mitigation Braking System (CMBS) with Forward Collision Warning (FCW), Lane Keeping Assist System (LKAS), Road Departure Mitigation (RDM) with Lane Departure Warning (LDW), and Adaptive Cruise Control (ACC).

The Ridgeline also does well in U.S. collision safety ratings, with strong National Highway Traffic Safety Administration (NHTSA) and Insurance Institute for Highway Safety (IIHS) ratings, achieving a “GOOD” rating in all IIHS collision tests, and a “SUPERIOR” IIHS rating for frontal crash prevention, while it gets a 5-star Overall Vehicle Score in the European NCAP system.

When checking out the photo gallery above you’ll see the Ridgeline hauling Honda dirt bikes and towing one of the Japanese brand’s ATVs, which should be a good indication this truck can do more than merely out-handle its competition on paved roads. Like the outgoing model, the 2021 Ridgeline can manage up to 1,571 lbs (713 kg) on top of its trunk-infused bed, and gets a 5,000 lb (2,267 kg) trailer rating.

On this note, a friendly reminder to remove the spare tire from the trunk before hauling heavy loads that can’t be removed onto highway shoulder lanes, such as bark mulch or building materials, as it will be inaccessible if you get a flat (and flat tires occur more often when a truck is loaded).

Other than this inconvenience, offset by the convenience of having a lockable trunk embedded under the cargo floor in the first place, the new 2021 Honda Ridgeline looks like a winner.

Story credits: Trevor Hofmann

Photo credits: Honda

What’s the best-selling SUV in Canada? It’s not the Honda CR-V, but falling short by only 506 units at the close of calendar year 2018, representing less than one percent of total sales, must have…

New Car Reviews

2019 Honda CR-V Touring Road Test

What’s the best-selling SUV in Canada? It’s not the Honda CR-V, but falling short by only 506 units at the close of calendar year 2018, representing less than one percent of total sales, must have been a hard pill to swallow when the Markham, Ontario-based automaker’s sales and marketing teams departed for their New Year’s Eve celebrations last year.

Honda sold 54,879 CR-Vs to Toyota’s 55,385 RAV4s through 2018, the race for top spot on the compact SUV podium having always been heated; Honda actually led every year before Toyota took over in 2015. After Q3 of 2018, Honda was once again ahead with 41,023 CR-V deliveries to 41,023 RAV4s, but weaker than expected Q4 sales must’ve only made the finally result burn all the more.

Just in case you’re wondering, rivalries like these are gladiator-level sporting bouts to automakers, and Honda versus Toyota in the compact sector is the equivalent of the Yankees vs the Red Sox, Packers vs the Bears, the Lakers vs the Celtics, Frazier vs Ali, and yes, the Bruins vs the Canadiens, or the Habs vs the Leafs for that matter, we are talking about the Canadian market after all.

Unfortunately for Honda the 12th month of 2019 won’t be a nail-biter, the deep sales chart divide between RAV4 and CR-V starting to look a lot like Civic’s lead over Corolla in the compact car segment. Toyota’s all-new fifth-generation RAV gained 19.68 percent for 61,455 deliveries over the first 11 months of the year, whereas the CR-V’s 3.99-percent growth, while impressive for a vehicle three years into its lifecycle, has only resulted in 53,218 year-to-date unit sales.

The CR-V should do even better next year thanks to an edgy 2020 refresh (although a downturn in the overall market could dictate otherwise), updating its grille and front fascia with a sportier look that includes a deeper front apron with larger lower intakes, but it’s hardly a wholesale change so any uptick won’t be dramatic.

All said few compact SUVs are as good as this 2019 CR-V Touring. I’ve recommended Honda’s entry in this class more than any challenger, including Toyota’s, although the new RAV4 is superb. Still, there’s a level of solidity to the CR-V’s build quality that few in this category can match, the lack of hollowness when the doors are slammed shut, the higher end soft-touch composites found on more interior surfaces, the satisfying near silence hardly heard when the rear seats are effortlessly laid flat via cargo wall-mounted levers no less. It’s not the best cabin in the segment, Mazda’s near premium CX-5 Signature taking that title, but with just 26,587 examples sold so far this year despite a 4.7-percent gain, the CR-V wins the game that matters most.

Along with interior quality that’s at least second in the segment, the CR-V might come closer to actually leading in overall comfort. Of course, the way a front seat and steering column fits a given driver will vary depending on body type, but my longer legged, shorter torso frame really likes the CR-V. Its tilt and telescopic steering column reaches farther rearward than most others, and the Touring model’s 12-way powered driver’s seat provides ample adjustment for near optimal comfort and control. Yes, the CX-5 still beats the CR-V in this test, the Mazda allowing me to set my seat up comfortably while resting my wrist overtop the steering wheel rim, which wasn’t possible with the CRV, this setup recommended for best-possible control with hands placed at the 9 and 3 o’clock positions. Still, the CR-V Touring’s four-way powered lumbar support was sublime for meeting the small of my back and would likely work for yours as well, Toyota’s premium Lexus brand not even offering this on some of its models, and Mazda not doing so either.

The 12-way powered driver’s seat comes standard in CR-V Touring trim, and does with mid-range EX and EX-L trims as well. Honda divvies up the CR-V five ways for 2019, including LX-2WD and LX at the bottom end, with pricing for the front-wheel drive model starting at $27,690 and the first all-wheel drive trim from $30,490. Moving up through the line, all remaining trims coming standard with Honda’s Real Time AWD, an EX can be had for $33,990, the EX-L from $36,290, and this Touring model for $39,090 (plus freight and fees throughout the line).

Of note, along with its refresh the 2020 CR-V gets a significant $1,000 base price bump that allows the entire Honda Sensing suite of advanced driver assistance systems to become standard on the entry-level LX-2WD model. Forward collision warning was already standard with the base 2019 model, so the new standard additions (currently found on all AWD-equipped 2019 CR-Vs) include autonomous collision mitigation braking, lane departure warning with lane keeping assist and road departure mitigation, automatic high beams, and adaptive cruise control with low-speed follow.

Together with all of the usual active and passive safety features expected the North American markets, the upgrade should help the new CR-V hold onto its IIHS Top Safety Pick status at the very least. In order to achieve the coveted IIHS Top Safety Pick “+” rating it’ll need to upgrade its standard headlamps from projector-beam halogens to HIDs or LEDs with cornering capability. Currently Honda achieves “Marginal” and “Acceptable” headlight ratings depending on trim, with LED low- and high-beam headlights only available with my tester’s top-line Touring trim (and soon Black Edition trim too), while it gets best-possible “Good” marks in every other category except for “LATCH ease of use” where it only receives an “Acceptable” rating.

By comparison, the RAV4 achieves the highest Top Safety Pick + status because one (or some) of its trims get a “Good” headlight rating, although its lesser trims only manage “Marginal” and even “Poor” rankings for their headlights, so the IIHS is say that in the real world they may not even work as well as the CR-Vs. To be fair to Toyota, this is a strange result being that the brand fits all RAV4 trims identically with its new parabola LED headlamps, only adding halogen fog lights to mid-range trims and a set of LED fogs to top-tier models, and there’s no mention of fog lamps in the IIHS data.

While chasing after safety ratings might now seem like a fool’s errand (it certainly can be with J.D. Power ratings), no one should question the benefit of adding Honda Sensing features to its base model and keeping them standard throughout the rest of the range, and speaking of the rest of the range the new 2020 model replaces this year’s EX with a new Sport trim that’s also priced $1,000 higher, while Honda ups the EX-L’s window sticker by $1,500 and adds $2,000 to this Touring trim for 2020. Lastly, Honda tops off the 2020 CR-V line with a new $42,590 Black Edition that adds some darkened chrome trim as well as black-painted alloys, plus it’s only available in Crystal Black Pearl or $300 optional Platinum White Pearl exterior paints.

Other than some minor interior modifications the 2020 CR-V should mostly be like this 2019, and while I’d normally recommend snapping up an end-of-year 2019 in order to get a better deal (and there are certainly some left), the savings aren’t as notable as with most other brands. While there’s the obvious savings right off the top, as noted by the 2019 to 2020 price increases that range from $1,000 to $2,000 depending on trim, CarCostCanada is only showing up to $1,000 in additional incentives for the 2019 model if purchased at the time of writing (December 17, 2019), compared to the same $1,000 for the 2020 model.

Also, CarCostCanada members are only saving an average of $1,869 when purchasing either model, which while hardly an insignificant amount, doesn’t make going back a model year worthwhile. Your best bet is to get your CarCostCanada membership to find out about all available manufacturer rebates and dealer invoice pricing before negotiating your best deal, and then compare the two models at a Honda retailer before buying.

Being that both 2019 and 2020 CR-V Touring (and new Black Edition) trims should be similar as far as materials quality and refinement go, I feel safe recommending both even though I haven’t even sat in the 2020 model. On that note, while I’ve already mentioned my tester’s Touring trim offered higher end composites found on more interior surfaces than most competitors, I’ve yet to say exactly how it’s nicer inside. Its dash top and front door uppers are made from soft-touch synthetic panels, the latter finished in very nice stitched leatherette.

This mirrors the surface treatment found on the instrument panel, which is one of the more attractive in its class due to the same faux leather stitched down the middle, yet bisected with a glossy piano black lacquer inlay. Additionally, this Touring model’s imitation hardwood gets a nice matte finish, plus a fairly realistic looking grain and solid feeling dense composite in behind. It’s some of the best fake wood I’ve ever seen, and while not as impressive as the aforementioned CX-5 Signature’s authentic hardwood, the imitation stuff suits Honda’s environmental stance well, even though Mazda’s wood is reclaimed.

Now that I’m talking CX-5, that model’s top Signature trim beats the CR-V Touring in a couple of ways, particularly another soft-touch door upper in back, fabric-wrapped A-pillars, and a 40/20/40-split rear seatback that even includes two-in-one release levers on the cargo area side wall. Honda was one of the first to provide auto folding seatback levers, noted earlier, but its 60/40 split-folding rear seats are nowhere near as accommodating for active lifestyle families that want to stow longer cargo, such as skis, down the middle while rear passengers enjoy the more comfortable window seats (and neither is the RAV4’s rear row). When rear outboard seat heaters are added, these included in most rivals’ top trims including the CX-5’s Signature (and GT) model, the RAV4 Limited, and this CR-V Touring (plus the EX-L), you’ll also be mitigating potential petitions from wet, cold kids wanting the only heated rear window seat left (I can hear the whining now).

In the CR-V’s corner is a cargo floor that can be moved up or down about three inches to provide more height for taller items or meets up with the front portion of the load floor when laid flat, and those seats really do lay flat, at least much more so than the previous generation CR-V did, which had a big hump in the middle and was therefore not as accommodating as some of its peers. A retractable cargo cover sits right behind the rear seatbacks, and can be easily removed, although you’ll need to store it somewhere on the load floor or on the rear passenger’s floor, which may get in the way of your kids’ feet. The new RAV4 provides a spot to neatly store its cargo cover underneath the load floor, which I think is a very smart idea and not wholly unusual amongst SUVs. If you try to do likewise below the CR-V’s cargo floor (believe me I tried), it won’t lay flat (ditto for the CX-5, although my tester didn’t even have a cargo cover).

As for cargo capacity, the CR-V clearly wins with 1,110 litres of dedicated volume and 2,146 litres maximum with the rear seats folded, compared to 1,059 and 1,977 litres respectively for the RAV4, or 875 and 1,687 litres for the CX-5.

Speaking of space, there’s no shortage for front or rear occupants, with the driver’s position already covered at length, and the latter resulting in about 10 inches from my knees to the driver’s seat’s backside when it was set up for my long-legged five-foot-eight frame, plus more than enough room to completely stretch out my feet under the front seat’s frame. I also had more than enough headroom and side-to-side space, even with the nice thick centre armrest folded down, while the outboard rear seatbacks provide good lower back support, and the buttons for their aforementioned warmers are most conveniently placed on panels ahead of the door armrests, right next to the power window switches.

Two USB-A charging ports can be found on the backside of the front console, dual cupholders within the centre armrest, and bottle holders in the lower door panels. With soft-touch rear door uppers and 40/20/40-split rear seatbacks, or at least a centre pass-through, it’d be near perfect.

Back up front, the CR-V Touring’s nicely shaped leather-wrapped steering wheel provides a little heater button on its left side spoke to ease cold winter mornings, while both spokes’ switchgear is beautifully done, matching up nicely with the mostly digital instrument cluster the rim frames. The centre stack gets a fixed touchscreen up top, the display seamlessly set within a gloss-black surrounding surface and, other than a rotating power/volume knob replete with touch-sensitive controls. While it looks massive when the ignition is turned off, press the engine start/stop button (a proximity-sensing key fob gets you inside too) and an average-sized 7.0-inch high-resolution monitor lights up within.

Being top of the line navigation was included, and its route guidance was reliably accurate. The maps and other infotainment graphics are attractive, the colours and depth of contrast good, and the system’s overall functionality, ease of use, and response to input impressive, while the audio system includes all the usual suspects such as AM, FM, satellite radio, USB input, iPod, Bluetooth streaming, while your smartphone can be connected via Android Auto or Apple CarPlay too. On top of this, the CR-V includes HondaLink and the ability to download various apps, while the backup camera includes dynamic guidelines to help you ease your way into a parking spot, these not included in the top-line CX-5.

Another CR-V bonus is an overhead sunglasses holder with a built-in rearview conversation mirror, helpful for keeping an eye on your kids or chatting with the parents, something easy to do in an SUV that was primarily created for comfort over speed. That’s not to say the CR-V’s sole 1.5-litre, direct injection, 16-valve, DOHC, turbocharged four-cylinder engine is by any means sluggish, its 190 horsepower and 179 lb-ft of torque more than adequate for spirited performance off the line, although it’s a bit down on the RAV4’s 203 horsepower and 184 lb-ft, and quite a bit off the top-line Ford Escape’s 245 horsepower and 275 lb-ft of torque (although the base Escape only makes 168 hp and 170 lb-ft).

Suffice to say the CR-V’s acceleration is strong enough, and its continuously variable transmission (CVT) is inherently smooth if not remotely sporty. The RAV’s eight-speed automatic provides a more connected feel, albeit like the CR-V lacks paddle shifters, while upper-crust versions of the CX-5 are sportier due to paddles, yet the Mazda’s six-speed gearbox doesn’t earn points from a marketing or fuel economy perspective. Top line trims of Ford’s new 2020 Escape will probably get the most performance kudos for mixing paddles with an eight-speed auto, plus even more power than just noted.

Of these four the CR-V is the most efficient around town and thriftiest overall when powering all wheels, its claimed rating being 8.4 L/100km city, 7.0 highway and 7.8 combined with FWD and 8.7, 7.2 and 8.0 respectively with AWD. Comparatively only the RAV4 with FWD is better, but merely on the open road with an estimated rating of 8.8 city, 6.7 highway and 7.8 combined, whereas the same SUV with AWD is rated at a respective 9.2, 7.1 and 8.3. This said Toyota offers a RAV4 Hybrid that ekes out a best-in-class 5.8 city, 6.3 highway and 6.0 combined, which even makes the CX-5’s new turbo-diesel rating seem ho-hum at 8.9 city, 7.9 highway and 8.4 combined.

Yah, that’s not very impressive for a diesel despite including AWD, as it doesn’t even match the CR-V and RAV4’s AWD ratings. The CX-5’s other fuel economy numbers are all slightly less impressive than the diesel, ranging from 8.5 to 8.8 combined city/highway with FWD trims and 9.0 to 9.8 with AWD, whereas the Escape is hardest on fuel amongst these top sellers, with combined ratings of 9.1 for the FWD model, 9.9 with AWD, and 10.2 L/100km for the much more powerful version.

While the CVT is an obvious positive for fuel economy, its noise at higher revs is a negative. Common with this type of transmission, the engine can drone when getting hard on the throttle or traveling at high speeds, a factor that’s not present with the others just mentioned, but taking off more smoothly from standstill and maintaining more moderate speeds makes it a good match to the CR-V’s turbocharged engine.

That said, when comparing overall quietness the new RAV4’s cabin comes across like a two-stroke engine in a steel drum next to the CR-V. The new Toyota is easily one of the noisiest compact SUVs I’ve driven to date, although before Honda gets its head swollen with pride they could still add some more sound deadening material to the CR-V’s front firewall in order to exorcise a few of its nattering gremlins away.

Comfortable refinement is king in this class after all, and to that end the CR-V’s ride is sublime and handling more than capable through fast-paced curves. It gets a fully independent MacPherson strut front and multi-link rear suspension setup that’s as good for navigating inner city traffic as it is for cruising the highway, its only crime being a tendency to lean hard when pushed hard through tight corners at high speeds. Those wanting more performance may want to once again look at the CX-5, which delivers much more engaging maneuverability at high speeds, yet provides a similarly comfortable ride despite being shod in 19-inch alloys compared to the CR-V Touring’s 18s. To each his own, however, and to that end Honda’s faithful have spoken loud and clear.

The CR-V is a comfortable, practical family hauler, which is exactly why it sells so well. I can’t say I’d recommend it over every competitor, at least before understanding the priorities of the would-be buyer, but it does most everything more than well enough, has a reputation for dependable quality, and holds its resale value well. In fact, it took top spot amongst car-based compact crossover SUVs in the Canadian Black Book’s 2019 Best Retained Value Awards, was similarly honoured in the “Compact Utility” category of ALG’s 2019 Residual Value Awards, and as far as overall value goes, won its “Compact SUV/Crossover” class in Vincentric’s 2019 Best Value in Canada Awards. Need I say more? Probably not.

News & Reviews- Make: Honda