“We’re thrilled and honored to earn both Truck and Utility of the Year from the NACTOY jury for the Ford Maverick and Bronco, especially among such a strong field of competitors,” stated Kumar Galhotra, president, Americas & International Markets Group, Ford Motor Company. “But we’re also proud because these awards are well-deserved recognition for the tremendous amount of work, focus and energy our teams have invested in designing, engineering and building exciting vehicles for our customers. This also reflects the overwhelming reception we’ve had from our Maverick and Bronco customers alike.”
To earn this highest honour, the Civic edged out the redesigned Volkswagen Golf GTI and Golf R, which are basically the same car in different trims (there’s no longer a regular Golf for 2022), plus the stunning new Lucid Air electric luxury sedan, a recent competitor to the Tesla Model S and Porsche Taycan.
“The Honda Civic has long set the standard by which other compact cars are measured and this all-new Civic raised that bar in every conceivable way,” said Michael Kistemaker, assistant vice president of Honda national sales, American Honda Motor Co., Inc. “We’re especially proud for the Civic development team in Japan and our production associates at our plants in Greensburg, Indiana and Alliston, Ontario where the 2022 Civic Sedan, Hatchback and Si are built.”
Where the new Civic gets a dramatic styling update, its other changes are more evolutionary than revolutionary, which was a smart choice for a car that outsells every competitor most months, but the two new Fords are completely new additions to the domestic brand’s lineup, and necessary considering they no longer sell many cars. The Bronco goes head-to-head with the Jeep Wrangler as a serious 4×4-capable off-roader, while the Maverick is forging into an entirely new car-based compact pickup truck segment, only shared with Hyundai’s new Santa Cruz.
The Maverick beat the Santa Cruz in the final NACTOY showdown, as well as the larger Rivian R1T electric truck. It comes standard with a hybrid drivetrain, is available with a potent turbo, decent fuel economy, and features some smart cargo carrying innovations.
The Bronco didn’t have an easy fight in its SUV category either, with the all-new Genesis GV70 and pure-electric Hyundai Ioniq 5 challenging. While none of these specifically compete against each other in real life, they all excel in the sport utility sector, and only one could be the winner.
“This year’s group of semi-finalists includes some of the most interesting and innovative cars, trucks and utility vehicle candidates in recent memory,” said NACTOY President Gary Witzenburg, “and a larger number of new trucks than we’ve seen in many years. And it features more electric vehicles than we’ve ever seen, all of which our jurors will continue to test and evaluate prior to our next vote.”
More than 50 automotive journalists from the U.S. and Canada took part as jurors in this year’s NACTOY awards. To qualify, a vehicle needs to be completely new or significantly updated for the current model year. All finalist evaluations are based on design, driver satisfaction, innovation, performance, safety, technology, and value.
Porsche has once again earned top spot amongst premium brands in J.D. Power most recent 2021 Customer Service Index (CSI) Study. It’s the second time in three years that Porsche was awarded first place…
Porsche has once again earned top spot amongst premium brands in J.D. Power most recent 2021 Customer Service Index (CSI) Study.
It’s the second time in three years that Porsche was awarded first place in the luxury sector, and this happened just a month after the brand earned a “most trouble-free new car overall” ranking for its 911 sports car in the same third-party analytics firm’s latest 2021 Vehicle Dependability Study, and the Macan achieved the highest position possible in its “Premium Compact SUV” class.
“Our dealers worked hard for our customers throughout the initial lockdowns of the past year and subsequent social distancing and health measures to make sure they could rely on Porsche,” stated Kjell Gruner, President and CEO of Porsche Cars North America, Inc. (PCNA). “We are continually striving to not just meet, but exceed the high expectations of our customers – and it’s vital that the quality of service must live up to that vision.”
The J.D. Power CSI Study measures “customer satisfaction with service for maintenance or repair work among owners and lessees of 1- to 3-year-old vehicles,” with the survey’s latest data collection period having taken place from July 2020 through December 2020. More than 62,500 new vehicle owners responded to this CSI study, allowing for a comprehensive ownership base to draw results from.
Porsche garnered 17 additional points since last year’s CSI study, incidentally, with its 2021 results totalling 899 points out of a possible 1,000. The automaker’s retail outlets were ranked in either first or second place in each of the survey’s five categories, which include Service Facility, Service Advisor, Service Initiation, Service Quality, and Vehicle Pick-Up.
According to CarCostCanada, Porsche is offering all models with zero-percent financing, so follow the links embedded into each model’s name (above) to see their body style and trim pricing, to configure a car with all of its colours and options, and learn about any other manufacturer incentives that may be available. Also, be sure to find out about a CarCostCanada membership so you can access dealer invoice pricing that can save you thousands when negotiating your next deal, and remember to download the free CarCostCanada app so you can access all of this important information when you need it most.
Story credits: Trevor Hofmann
Photo credits: Porsche
Have you seen the 2020 Toyota Highlander? It’s not available to purchase yet, having only debuted at the New York International Auto Show in April, but a quick glance shows that Toyota’s crossover…
Have you seen the 2020 Toyota Highlander? It’s not available to purchase yet, having only debuted at the New York International Auto Show in April, but a quick glance shows that Toyota’s crossover SUV division is abandoning its recent Lexus-inspired grandiosity in favour of a subtler approach, much like the 2014 through 2016 Highlander did.
You might remember that Toyota redesigned the Highlander for the 2014 model year, giving it a lot more character and much more refinement inside, while increasing the maximum seat count from seven to eight, and then after enjoying much success with this newfound mid-size crossover formula the automaker replaced the simpler Toyota truck-inspired front grille and fascia for a ritzier chromed up look just three years later for the 2017 model year, which honestly hadn’t hurt sales until recently.
I’m not a fan of all the glitz and glam adorning the face of this otherwise clean, uncluttered and straightforward family hauler (it still looks quite nice from the rear), but possibly due to its new façade and likely more so because of the automotive market’s general adoption of crossover SUVs in place of cars, Canadian sales were up by 17.70 percent from calendar years 2016 to 2017, although they dropped by 4.06 percent last year and over the first half of 2019 have slipped another 17.70 percent (bizarre that the model’s fall from grace so far this year is in perfect sync with its growth two years ago).
So why, in a market that’s supposedly turning away from traditional cars to crossovers and SUVs, has the Highlander been losing so much ground? Another glance at the stats shows it’s not alone, at least amongst mid-size SUV sales that have fallen by 7.66 percent from calendar years 2017 to 2018. In fact, of the 24 crossovers and SUVs currently selling into the mid-size volume segment (including raised wagons like Subaru’s Outback, two-row crossover SUVs like Hyundai’s Santa Fe, three-row crossover SUVs like this Highlander, and traditional body-on-frame SUVs like Toyota’s 4Runner), eight saw positive growth and 10 experienced a swing in the negative direction, with another five seeing only growing due to being completely new models.
Don’t expect to see all of these models in the same order at year’s end, thanks to redesigns (the new Explorer should be closer to it’s previous third place, and the aforementioned 2020 Highlander will no doubt get a boost too) and all-new models swelling the ranks (the new Blazer’s sales are impressive), but the leading brands will likely maintain their leadership for good reason, and one of those leaders has long been Toyota.
Being the last year of this well-seasoned third-generation K-platform-based (XU50) Highlander (the new model will ride on the GA-K version of the Toyota New Global Architecture/TNGA), Toyota hasn’t done much to lure in additional buyers. In fact, it’s only added an optional set of LED fog lamps in place of last year’s halogens, which look almost identical from a distance.
Toyota loaned me a 2019 Highlander Hybrid Limited for my weeklong test, by the way, in the exact same Celestial Silver Metallic and Black perforated leather combination as last year’s version, a model I reviewed in detail along with a lovely “Ooh La La Rouge Mica” (that’s really the name) painted conventionally powered 2018 Highlander Limited (both models get the LED fog light upgrade this year).
Updates aside, I still find it shocking that Toyota is the only mainstream volume brand to offer optional electrification in this mid-size class, being that most key competitors have had hybrid drivetrains within their given lineups for decades (although I’ll give Chrysler a shout-out for its Pacifica Hybrid plug-in because it’s at least spacious enough to compete). More power to Toyota, as this Highlander Hybrid remains the most fuel efficient mid-size crossover SUV available, at a time when our country is experiencing our highest pump prices ever, and no end to the budget gouging in sight if our various governments continue to have any say.
Claimed 2019 Highlander Hybrid ratings are 8.1 L/100km in the city, 8.5 on the highway and 8.3 combined, compared to 12.0 city, 8.9 highway and 10.6 combined for the most similarly equipped mid-range XLE and top-line Limited trims with the conventionally-powered V6, AWD, and upgraded auto start/stop system.
Before showing you all competitive model Transport Canada fuel economy numbers, it’s important to note that both Highlander models offer a lot more standard power. Where the majority of rivals come standard with four-cylinder engines, the regular Highlander now uses a 3.5-litre V6 good for 295 horsepower and 263 lb-ft of torque, driving either the front wheels in LX trim, or all four in LX AWD, XLE and Limited trims, via an eight-speed automatic with available auto idle start/stop, whereas the Highlander Hybrid uses the same engine running the more efficient Atkinson-cycle yet, thanks to its potent electric motor/battery combination, makes 306 net horsepower and an undisclosed (but more than sufficient) amount of torque, which ramps up near immediately due to 100 percent of electrified twist arriving instantaneously.
From the list of three-row competitors above, the most efficient (when compared with AWD and auto start/stop if available) rival is Kia’s Sorento at 11.2 L/100km city, 9.0 highway and 10.2 combined, but the Sorento is quite a bit smaller than the Highlander and, like its platform-sharing Hyundai Santa Fe that is no longer available with three rows so as to make way for the brand new Palisade, Kia buyers looking for more passenger and cargo room will likely move up to the Telluride.
Just the same, after the Sorento the thriftiest three-row mid-size SUVs are as follows: GMC Acadia: 11.3 L/100km city, 9.4 highway and 10.5 combined; Mazda CX-9 at 11.6, 9.1 and 10.5 respectively; Highlander V6 at 12.0, 8.9 and 10.6; Nissan Pathfinder at 12.1, 8.9 and 10.7; Honda Pilot at 12.4, 9.3 and 11.0; Hyundai Palisade at 12.3, 9.6 and 11.1; Kia Telluride at 12.5, 9.6 and 11.2; Dodge Durango at 12.7, 9.6 and 11.3; Ford Explorer at 13.1, 9.2 and 11.4; Chevrolet Traverse at 13.7, 9.5 and 11.8; Volkswagen Atlas at 13.8, 10.2 and 12.2; Dodge Journey at 14.5, 10.0 and 12.4; Ford Flex at 14.7, 10.7 and 12.9; and Toyota 4Runner at 14.3, 11.9 and 13.2 respectively.
The only mid-size (kind of) crossover SUV that comes close to the Highlander Hybrid as far as fuel economy goes, albeit with only two rows, five passengers, and much less cargo capacity or power is the four-cylinder equipped Subaru Outback, which still comes up short at 9.4 L/100km city, 7.3 highway and 8.5 combined, while more closely sized, but still two-row, five-passenger and four-cylinder equipped options that improve on the V6-powered Highlander’s fuel-efficiency include the base Ford Edge at 11.4 city, 8.3 highway and 10.0 combined; the Hyundai Santa Fe at 11.2, 8.7 and 10.1 respectively; and the Nissan Murano at 11.7, 8.5 and 10.3; while just for the sake of finishing the list, the new similarly smaller Honda Passport is rated at 12.5, 9.8 and 11.3 respectively; the new Chevrolet Blazer at 12.7, 9.5 and 11.3, while finally the Jeep Grand Cherokee gets a 12.7, 9.6 and 11.3 respective rating.
The electromechanical portion of the Highlander Hybrid’s drivetrain is made up of two permanent magnet synchronous motors, one for driving the front wheels and the other for those in the rear, plus a sealed nickel-metal hydride (Ni-MH) traction battery. Yes, no lithium-ion battery for this now classic Hybrid Synergy Drive hybrid system, but that’s not a bad thing. Consider for a moment that NiMH batteries have been in automotive use since the original Prius went on sale in 1997, and plenty of Prius taxis can be found running around Canadian cities with more than a million kilometres on their original battery packs. NiMH batteries have a proven track record, plus older batteries can be rebuilt using newer modules, as they’ve basically been the same since 2001.
The only negative with the Highlander Hybrid, at least from a driving perspective, is the replacement of the regular model’s eight-speed automatic with an electronically controlled continuously variable transmission (ECVT), but it’s only an issue when pushing the SUV harder through fast-paced backroads than you will likely ever do. Around town and on the highway both transmissions are wonderfully smooth and easy to get along with, while Toyota gives the ECVT a fairly conventional feel thanks to stepped ratios that mimic a traditional automatic, as well as a sequential shift mode when wanting to get sporty, or merely downshift for engine-braking.
As for the Hybrid’s all-wheel drive system, it worked well enough in the rain and even in the mountaintop snow I was able to locate during my test week. Toyota has had a baker’s dozen of years to perfect this basic system, moving up from the original 2006 Highlander Hybrid’s 3.3-litre V6 to the current 3.5-litre version, but other than that sticking with this tried and true drivetrain formula, and I’ve never had an issue pulling myself out of sticky or slippery situations, snow banks included.
Breaking the $50k barrier (at $50,950 plus freight and fees) the 2019 Highlander Hybrid doesn’t come cheap in base XLE trim, while this full-load Limited version hits the road for an even loftier $57,260, but then again a similarly optioned 2019 Chevrolet Traverse High Country comes in at an even pricier $60,100, and the only slightly more upscale 2019 Buick Enclave Avenir will set you back a stratospheric $62,100, and they don’t even offer hybrid drivetrains, so maybe the Highlander Hybrid Limited isn’t so expensive after all.
By the way, make sure to check out CarCostCanada for detailed pricing of all cars just mentioned, including trims, packages and options, plus money saving rebate info and dealer invoice pricing that could save you thousands, whether purchasing the new 2019 Highlander, 2019 Chevy Traverse, 2019 Buick Enclave, or any other mid-size crossover SUV (I’ve got them all linked above if you’d like to know more).
This is where I’d normally go into detail about those trims, packages and options just noted, but it makes more sense to link to my 2018 Toyota Highlander V6 AWD and Hybrid Road Test review and you can read all about it, because, as mentioned earlier, nothing at all has changed from 2018 to 2019 other than those LED fog lamps.
Suffice to say this is a really impressive SUV, with plenty of power, a wonderful ride, decent enough handling, near premium levels of interior quality that even include woven cloth wrapped around all eight roof pillars and plenty of soft-touch surfacing, a nice colourful gauge cluster filled with the types of hybrid controls expected from a partially electric vehicle, a reasonably good centre touchscreen that’s now only overshadowed because of Toyota’s excellent new Entune infotainment interface, comfortable seating from front to back, loads of cargo space, a great reliability record, and superb fuel economy.
The only reason not to consider the 2019 Highlander Hybrid is the same factor for getting one sooner than later, the new 2020 Highlander Hybrid that will show up later this year. It promises to be a step up in styling, refinement and performance, which might give pause to anyone buying this tried and tested model, but that said the current version is not only well proven, it should also be easier for your to get a significant discount. Once again, check out CarCostCanada for any rebate info, while it’s always a good idea to find out what the dealer pays for the vehicle you want in order to negotiate the best deal possible.
The CR-V is the best SUV in its compact class. Yes, I know I’m going out on a limb making this claim, but as of September 30, 2018 a total of 42,748 Canadians agreed with me, and this number only represented…
The CR-V is the best SUV in its compact class. Yes, I know I’m going out on a limb making this claim, but as of September 30, 2018 a total of 42,748 Canadians agreed with me, and this number only represented those who purchased it this year.
That figure also represents the most compact SUVs sold over the first nine months of 2018, meaning that Honda is currently first in this extremely important category. Toyota, which was first last year is now runner up with 41,023 units down the road, whereas Ford’s Escape is a distant third with 34,928 deliveries, Nissan’s Rogue has only managed 32,373 sales, and the remaining 10 rivals merely in the twenty-somethings, teens and four figures.
The CR-V’s success makes a lot of sense, especially the latest fifth-generation model. Its styling is certainly more upscale than previous versions, particularly when dolled up in top-line Touring trim that gets full high/low beam LED headlamps, a chrome garnish on each LED fog lamp bezel, more chrome trim decorating the side sill extensions, bright metal dual tailpipes, satin-silver roof rails, and sporty machine-finished 18-inch alloys with black painted pockets. My tester was finished in Gunmetal Metallic for a sophisticated look at no extra cost, but you can dress yours up in five alternative shades, Platinum White Pearl costing $300 extra, plus two rich looking colours.
Each time I climbed inside of my 2018 tester and took it for a drive I was thoroughly impressed, just as I was with my previous 2017 CR-V Touring test model. It’s not the fastest or the best handling SUV in its class, but its cabin is finished to a higher level of refinement than the majority of its peers and it’s oh so comfortable. What’s more, it’s fitted with an almost fully digital dash, a large high-resolution infotainment system, and even gets some pretty authentic looking woodgrain trim. It’s really more about how much attention to detail has been painstakingly added, mind you, and the overall design of the interior.
Finishing the top of the dash in soft-touch synthetic is nothing new in this category, but Honda goes one step further by trimming the entire instrument panel in nicely stitched leatherette with a stylish piano black inlay down the middle. To be clear, and I don’t know why they didn’t just finish it all the way across, the bolster ahead of the front passenger is soft synthetic, as is the section that stretches above the infotainment system, but the tiny piece surrounding the ignition button and another one on the left lower side of the gauge cluster is made to look identical as the others yet finished in hard plastic. On the positive, the door panels get soft touch uppers, nice padded and stitched leatherette inserts, comfortable padded armrests, and the usual hard plastic lower door panels, while the centre armrest is finished identically to those on the doors, yet quite wide and very comfortable.
Speaking of comfort, the CR-V Touring’s driver’s seat is extremely good. It’s wide enough for most body types, with decent side bolstering, and even includes four-way powered lumbar support. In case you weren’t aware, you won’t even be able to get four-way adjustable lumbar with the Lexus NX, a similarly sized vehicle priced much higher than the CR-V, and this Honda’s ergonomics are much better than the pricey premium model too, thanks to more reach from the tilt and telescopic steering wheel. The comfortable seating position and fully adjustable lumbar support resulted in a vehicle I could drive all day long without pain, which is a rarer find than it should be this day and age.
As part of its comfort quotient the new CR-V remains roomy and accommodating from front to back, with the rear seating area so spacious that there seems to be little need for a larger mid-size five-occupant Honda crossover SUV. It’s so roomy, in fact, that Honda offers a seven-passenger version in other markets, although all of this being said Honda has announced that a new crossover SUV, once again bearing the Passport name (remember the Isuzu Rodeo that was rebadged as a Honda Passport from 1993 to 2002? Yeah didn’t think you would), will soon be unveiled at the Los Angeles auto show.
As for cargo space, the CR-V is one of the more sizeable in the compact SUV class boasting 1,110 (39.2 cubic feet) behind the 60/40-split rear seatbacks and 2,146 litres (75.8 cubic feet) when they’re laid flat. The process to lower them is as good as this segment gets too, thanks to handy levers on each side of the cargo wall that drop them down automatically. What’s more, unlike the previous fourth-generation CR-V the load floor is almost perfectly flat, and therefore much more utile. The rear portion of that floor is also removable and stuffed with a full-size spare tire and jack, although even better is the ability to lower that load floor a few inches for fitting in taller cargo.
Honda provides a large panoramic glass sunroof to shed light on the CR-V Touring’s beautiful interior, not to mention ambient lighting to draw attention to key areas, while additional Touring trim exclusives that I haven’t mentioned yet include rain-sensing wipers, a really accurate and easy-to-use navigation system with nicely detailed mapping and turn-by-turn directions, bilingual voice recognition, an excellent sounding 331-watt audio upgrade with nine speakers including a subwoofer and HD radio, helpful hands-free access to the programmable height-enhanced powered tailgate, and Blind Spot Information (BSI) with Rear Cross Traffic Monitoring, which unfortunately replaces Honda’s superb and exclusive LaneWatch passenger-side blindspot camera that comes standard on EX and EX-L trims.
I should mention that an entire suite of Honda Sensing advanced driver assist systems comes standard with all-wheel drive models in all four CR-V trims, and includes automatic high beams, adaptive cruise control with low-speed follow, forward collision warning with autonomous collision mitigation braking, lane departure warning with lane keeping assist and road departure mitigation. Along with the usual active and passive safety features, including Honda’s impact-absorbing Next-Generation Advanced Compatibility Engineering (ACE) body structure, so-equipped CR-V’s achieve an almost best possible IIHS Top Safety Pick rating.
While Touring trim starts at $38,690 plus freight and fees, you can get into a well-equipped base 2018 CR-V LX model from $27,290, and take note there are two additional trims in between including $33,590 EX and $35,890 EX-L. Honda’s Real Time AWD with Intelligent Control System, the latter referring to an electric motor within the transmission that engages the rear wheels when front tire slip occurs, adds $2,800 in LX trim yet comes standard with the EX, EX-L and Touring. For complete pricing of trims and options, plus otherwise difficult to get dealer invoice pricing that can save you thousands, as well as useful rebate information, be sure you visit CarCostCanada.
As you might have guessed, Touring trim incorporates most items from the mid-range EX, including the aforementioned fog lamps, plus turn signals infused into the side mirror housings, a HomeLink garage door opener, a 12-way powered driver’s seat, rear USB charge points, a retractable cargo cover, and more, while an auto-dimming rearview mirror, heatable steering wheel, leather shift knob, perforated leather upholstery, driver’s seat memory, four-way powered front passenger seat, heatable rear outboard seats, and some additional audio gear including satellite radio, plus the powered liftgate (sans gesture control) get pulled up from EX-L trim.
I was previously surprised to find out the CR-V’s proximity-sensing keyless access and pushbutton ignition were standard across the line and the same remains true for 2018, whereas additional base LX features pulled up to Touring trim include LED taillights, an electromechanical parking brake, a configurable colour TFT primary gauge cluster, dual-zone auto climate control, heatable front seats, a high resolution 7.0-inch colour infotainment touchscreen with gesture controls like tap, pinch and swipe, Apple CarPlay and Android Auto smartphone connectivity, a multi-angle backup camera with dynamic guidelines, Bluetooth phone connectivity with streaming audio, Wi-Fi tethering, an always appreciated rotating volume knob, HondaLink Assist automatic emergency response system, plus more.
I mentioned earlier that the CR-V isn’t the fastest or best handling SUV in its class, but it still should be sporty enough for most buying into this family-oriented category. Honda provides one smooth, responsive 1.5-litre turbocharged four-cylinder engine capable of 190 horsepower and 179 lb-ft of torque, which is better than average in this class, while its continuously variable automatic transmission is all about refined, linear acceleration. The CVT kicks down to provide more power and a sportier feel when needed, and doesn’t cause as much of a droning engine/exhaust note as some other CVT-equipped powertrains. What’s more, the CR-V’s claimed 8.4 L/100km city, 7.0 highway and 7.8 combined FWD fuel economy rating, and 8.7 city, 7.2 highway, 8.0 combined AWD consumption estimates make it extremely efficient.
As for the ride, it’s once again smooth and comfortable, although plenty sporty through the corners. Then again I didn’t drive it quickly very often, because the CR-V simply doesn’t tease or tempt its driver to do so. I think that’s a good thing, because it could save you money when it comes to potential speeding tickets, and provides a more relaxing atmosphere that suits this type of luxury-lined family hauler. True, at 55 I’m getting older and don’t care as much about performance during my daily drives, so for me this CR-V is just about perfect.
Another thing we older folks appreciate more than most in younger generations is reliability, and Honda regularly outperforms most competitors in third-party studies. For instance, the most recent J.D. Power and Associates 2018 Vehicle Dependability Study placed Honda within the top 10 of all automotive brands, and therefore above the industry average, while Consumer Reports’ latest 2018 automotive brand report card has Honda in ninth place overall and third amongst mainstream volume nameplates, beating Toyota, Nissan, Hyundai, Mazda, Volkswagen and the list goes on. Additionally, CR pointed to the new CR-V as one reason why Honda’s score improved this year.
So all added up it’s no wonder Honda does so well with its CR-V. As noted earlier, it’s easily my pick for best in class, thanks to doing most everything better than its peers, from styling to interior design, finishing, quality, comfort, load flexibility and ease of use. Its electronic interfaces are excellent, while its drivetrain and suspension combo is amongst the best in the business, all resulting in one superb compact crossover SUV made all the better in top-line Touring trim. I highly recommend it.
Just in case you missed the July issue of Parents Magazine and a concurrent posting in Edmunds.com, the conjoined publications recently named the 2018 Honda Accord and Odyssey to their “10 Best Family…
Just in case you missed the July issue of Parents Magazine and a concurrent posting in Edmunds.com, the conjoined publications recently named the 2018 Honda Accord and Odyssey to their “10 Best Family Cars 2018” list.
The Accord and Odyssey, both redesigned for the 2018 model year, were chosen from 300 new vehicles after taking into account “safety ratings, car seat installation and other family-friendly features,” stated a press release from Honda.
Along with its family-oriented attributes, the 10th-generation Accord offers today’s consumer a much more modern and more premium take on the mid-size sedan, while providing a thoroughly reimagined interior with greater spaciousness, comfort and refinement, not to mention much more advanced infotainment.
The previously base 2.4-litre four-cylinder and upmarket 3.5-litre V6 engines are now gone, replaced by a duo of turbocharged and direct-injected fours displacing 1.5 and 2.0 litres. The smaller engine makes 192 horsepower and 192 lb-ft of torque, while the new 2.0-litre four produces 252 horsepower and 273 lb-ft of torque. A six-speed manual transmission can still be found mated to the base engine in lower trims, but most customers will opt for the continuously variable automatic transmission (CVT) that is available across the line and comes standard in upper trims, whereas the new top-tier 2.0-litre features an all-new 10-speed automatic that Honda says is a first for front-wheel drive cars.
With ever-rising gasoline prices affecting budgets, families will be especially happy with improvements made to the Accord’s fuel efficiency, thanks to the base engine rated at 8.9 L/100km in the city, 6.7 on the highway and 7.9 combined when mated to the manual transmission, or 7.9 city, 6.3 highway and 7.2 combined when the same engine gets matched to the CVT. This compares to 10.4 L/100km city, 7.4 highway and 9.0 combined for last year’s four-cylinder and manual combination, whereas the outgoing CVT-equipped 2017 Accord was claimed to achieve 9.2 city, 6.9 highway and 8.2 combined.
Compared to last year’s V6 that was Transport Canada rated at 11.4 city, 7.2 highway and 9.5 combined with its sole six-speed automatic, the new 2018 Accord’s 2.0-litre engine makes impressive gains thanks to a claimed rating of 10.7 city, 7.3 highway and 9.2 combined with the manual (standard in Sport trim), or 10.4 city, 7.4 highway and 9.1 combined with the new 10-speed auto.
Additionally, the all-new Honda Accord Hybrid gets a highly advanced two-motor hybrid-electric powertrain capable of a claimed 5.0 L/100km in the city, 5.1 on the highway and 5.1 combined, making it one of the most economical large family vehicles available today.
Also important to families, standard Honda Sensing advanced driver assistance systems include adaptive cruise control (with low-speed follow when upgraded to the CVT), forward collision warning, autonomous emergency mitigating braking, lane departure warning, and road departure mitigation, while additional standard safety features include full LED headlights for better nighttime visibility, a multi-angle backup camera with dynamic guidelines, traffic sign recognition, a driver attention monitor to warn of possible fatigue, hill start assist, tire pressure monitoring, front knee airbags (an Accord first), the HondaLink Assist automatic emergency response system, and more.
Also notable, Honda’s exclusive LaneWatch blindspot display system comes standard with Sport and EX-L trims, but this gets replaced by blindspot monitoring with rear cross-traffic alert in Touring trim.
The fifth-generation Odyssey is also new for 2018, and like its predecessors it’s raised the minivan bar when it comes to performance, interior quietness, family-friendly cabin space, comfort, and in-car connectivity.
While it’s built in vacuum remains a popular option, CabinWatch is the auto industry’s first in-vehicle rear seat camera, while the aforementioned Honda Sensing suite of active safety and driver assist systems is optional. Also notably innovative, the Odyssey’s exclusive multi-configurable Magic Slide second-row seats offer an entirely new level of cabin flexibility to the minivan sector.
The 2018 Odyssey’s bevy of intelligent family-first features were named as reasons for it winning a 2018 ALG Residual Value award, which means Odyssey customers have a much better chance of retaining more of their investment over three years of ownership than buyers of competitive minivans. Just as notable the 2018 Accord won its class as well, with the subcompact 2018 Fit hatchback taking home the ALG honours amongst small cars.
The Accord also won North American Car of the Year and the Automobile Journalist Association of Canada’s annual Canadian Car of the Year award, so placing first is nothing new for the popular mid-size sedan.
Infiniti had more reasons to celebrate than just Canada Day on July 1, 2018, because extremely strong June sales resulted in the best month it has ever recorded. The Japanese luxury brand increased…
Infiniti had more reasons to celebrate than just Canada Day on July 1, 2018, because extremely strong June sales resulted in the best month it has ever recorded.
The Japanese luxury brand increased nationwide deliveries to 1,398 units last month, which represents a 16.3-percent year-over-year increase as well as an all-time monthly sales record.
As you might expect, sport utility vehicles were key to its success, with the brand’s largest QX80 growing its sales by 13.7 percent in June.
Additionally, Infiniti’s most popular QX60 mid-size luxury crossover achieved 567 sales, this resulting in a new monthly record as well as 14.5 percent growth when compared to June 2017.
June was also a big month for the QX50 compact luxury crossover, which arrived as a completely redesigned 2019 model halfway through the month and therefore benefited from 335 Canadian deliveries for its best June ever, not to mention 119 percent year-over-year growth.
Even the discontinued QX70 crossover found traction in June, its sales rising by 19.1 percent, while the ever-popular Q50 sport-luxury sedan also received a bump in popularity, finding 2.3 percent more buyers than it did a year ago.
The Q50 helped keep Infiniti’s car sales from sliding farther backward than the -2.5 percent slip they experienced in June, whereas SUV sales grew by a substantive 23.3 percent.
That said Infiniti cars are the big winners so far this year, with 2018 year-to-date deliveries at the close of Q2 resulting in +9.2 percent compared to -8.5 for SUVs.