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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.

The Fit is the least expensive way to put a Honda car in your garage, but it just might be the smartest choice no matter how much you’d be willing to spend. Ok, the same Japanese brand’s HR-V subcompact…

New Car Reviews

2019 Honda Fit LX CVT Road Test

The Fit is the least expensive way to put a Honda car in your garage, but it just might be the smartest choice no matter how much you’d be willing to spend.

Ok, the same Japanese brand’s HR-V subcompact crossover SUV incorporates the same ultimately innovative rear seating system, illusively dubbed Magic Seat, with even more cargo room, so either model might do the trick, but being that this Fit starts at just $15,590 compared to the HR-V’s $23,300 price tag, it’s the perfect choice for active lifestyle folks on more of a budget.

To be clear, my 2019 Fit tester was in second-rung LX trim, upgraded yet further with its optional continuously variable transmission (CVT), to its asking price moved up from $18,990 for the six-speed manual to $20,290, but the LX CVT with Honda Sensing not only provides the LX trim’s body-colour rear roofline spoiler, an auto-up/down driver’s window, illuminated steering wheel-mounted audio and cruise controls, larger infotainment touchscreen incorporating Apple CarPlay and Android Auto smartphone integration, multi-angle rearview camera with dynamic guidelines, Siri Eyes Free compatibility, text message function, Wi-Fi tethering, extra USB device connector (for a total of two), filtered air conditioning, heatable front seats, centre console with armrest and storage bin, HondaLink Assist automatic emergency response system, cargo cover and more, but also includes forward collision warning with automatic emergency braking, lane departure warning, lane keeping assist, road departure mitigation, an ECON mode button, and the list goes on.

The LX gets everything from the base model too, a shortlist including auto-off multi-reflector halogen headlamps, LED brake lights, heated power-adjustable side mirrors in body-coloured housings, body-colour door handles, remote entry, powered locks and windows, intermittent front and rear wipers, a tilt and telescopic steering column, 160-watt four-speaker AM/FM/MP3/WMA audio, Bluetooth phone connectivity with streaming audio, etcetera.

The Fit has always been a bit polarizing visually, but what subcompact hatchback is a style leader? Maybe Kia’s Rio could be called good looking, but most entry-level buyers likely agree this third generation Fit is a lot more eye-catching than the bland original and slightly less bland second generation, or at least it was for me, while the most recent 2018 refresh that adds yet more of Honda’s edgy new design language makes it look even better.

This upgrade came with an even edgier new Sport trim that I covered last year, this model’s $19,990 price placed right in the middle of four additional trims including base DX, my tester’s LX designation, $22,290 EX, and the $24,390 top-line EX-L NAVI. If you ask me, as much as I like the glossy black alloys and additional black and red exterior trim of the Sport, plus the performance-oriented black and red interior upgrades, the LX is probably the smartest option from a purely pragmatic point of view.

It’s an “everything you need, nothing you don’t” argument as verified by the features list above, the only upgrade I’d like being proximity-sensing access and pushbutton ignition, while once inside any Fit, old or new, or better yet having lived with one for enough time to experience how brilliantly practical it is, you’ll appreciate that styling matters a lot less than choosing the right car to accomplish the things you want to do. It’s the pragmatic minivan argument shrunken down to genuinely small proportions, yet play around awhile with its Magic Seat configurations and you’ll quickly understand that size really doesn’t matter when innovative engineering is factored in.

It’s long been one of the roomiest cars in its class, and the most versatile by far. People thinking they need to go full-size for more headroom had best expand their vision, as most will be cranking the Fit’s height-adjustable driver’s seat upward in order to take advantage of all the space overhead, thus providing a near SUV-like downward view at adjacent traffic below. The same can be said for legroom, which is more plentiful than most four-door sedans, while the Fit’s cargo space superiority certainly lives up to its name.

For those not familiar with the Fit’s rear Magic Seats, at first glance they seem to provide the same 60/40 split-folding second row as every competitor, not even including a centre pass-through, or my favourite 40/20/40 rear seat divide, but upon closer inspection it’s easy to see those rear seats sitting upon folding metal legs that allow the lower cushions to be lifted up against the seatbacks like those in the rear compartments of some pickup trucks. This provides a large 139-litre (4.9 cubic-foot) area for loading in tall cargo, like potted plants or bicycles (with front wheels removed), while still leaving all 470 litres (16.6 cubic feet) of available cargo space behind the second row. Drop those cushions back in place before pushing the rear seats into the floor exposes 1,492 litres (52.7 cubic feet) of maximum gear-toting capacity. That’s a lot for this class, and even the larger compact class. Yes, even Honda’s own Civic Hatchback is short some 184 litres (6.5 cubic feet) of maximum cargo volume when compared to the Fit.

It’s good for people too, the Fit’s front seats providing wonderful comfort with excellent support, firm but not overly so. The steering column’s reach is ample for the majority of body types, making for an ideal driving position. Likewise, the rear outboard positions offer good comfort, having left my five-foot-eight long-legged, short-torso frame about five inches ahead of my knees and more than enough room to stretch out my legs when the driver’s seat was positioned for my height, plus about three and a half inches above my head and four or so next to my shoulders and hips.

Parked in that driver’s seat, a mostly digital gauge cluster gets a large three-dimensional speedometer at centre, this being the only analogue component, that’s surrounded by brilliant blues, greens and reds on a deeply contrasted black background, these highlighting various functions of the multi-information display mounted within the just-noted speedometer. The steering wheel switchgear that controls it, and other features, are excellent, and there are plenty of them.

Move over to the centre stack you’ll find one of the best infotainment displays in the segment, filled with smartly organized digital buttons leading to simply laid out function interfaces, with the audio panel augmented by a throwback analogue power/volume knob that I appreciated for its easy adjustment while driving. Just below is a compact manual HVAC panel nicely detailed with large dials featuring knurled metal-like grips.

As you might expect in this needs-driven class, the upper dash top is made from harder plastic, but Honda goes a step further than most subcompact rivals by finishing off the instrument panel ahead of the front passenger in a nicely sculpted soft-touch synthetic, while over on the other side is a handy feature not offered by any challenger, a pop-out cupholder just to the left of the steering wheel, where it’s easier to reach. It’s positioned directly in front of the corner vent, so will either heat up or cool down your drink depending whether you have the heat or air conditioning on. This can be a pleasant bonus, but take note it can also warm up a bottle of water.

Believe it or not, the aforementioned Sport model and two trims above actually get a set of paddle shifters attached to the steering wheel next to that cupholder, which says a lot about this car’s drivability. Ahead of the firewall is a 1.5-litre four-cylinder engine that puts out a surprisingly strong 130 horsepower and 114 lb-ft of torque, or 128 and 113 respectively when hooked up to its optional CVT. Those numbers lift it into rare territory for this class, with only one base competitor making more. This provides a bit of fun off the line, more so for the manual, yet still plenty of straight-line speed for the CVT as well, plus decent highway passing performance and enough on tap to power out of corners when tackling the twisties.

And yes, despite its front strut and rear torsion beam suspension, the latter allowing for all that cargo space mentioned before, it carves a fairly quick corner, only becoming unsettled when pushed too hard through winding, bumpy pavement. This said the Fit was really designed more for urban commuting than blasts down rural mountainside two-laners, its ride set up for comfort first and foremost, and therefore providing good compliance over rough patches of inner-city tarmac.

Commuting in mind, the Fit’s claimed 8.1 L/100km city, 6.6 highway and 7.4 combined rating for the manual is very good, although the CVT is even easier on the wallet at only 7.0 city, 5.9 highway and 6.5 combined. Some rivals offer slightly better efficiency, but not together with the Fit’s performance, especially when comparing automatic transmissions.

Summing up, the Fit is one of the better subcompacts to drive while providing superb fuel economy and unparalleled practicality, all together with good comfort, plenty of leading convenience features and safety technologies, plus Honda’s good name to keep it reliable and prop up its resale value. The Fit gets a pretty dramatic facelift for 2020, so make sure to visit CarCostCanada for all the latest rebate info on 2019s, as Honda retailers will be motivated to discount them. Also, before you try to negotiate, find out about the dealer invoice price so you know exactly what the retailer is paying in order to get the best deal possible. CarCostCanada is currently showing up to $1,000 off in additional incentives, so make sure you check out all the details before visiting your local retailer, and also learn about the 2019 Fit’s additional trims, packages and individual options.

News & Reviews- Make: Honda