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

New Car Reviews

2021 Honda Passport Touring Road Test

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Review and photos by Trevor Hofmann

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

New Car Reviews

2021 Honda Insight Touring Road Test

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Review and photos by Trevor Hofmann

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.

In classic Honda fashion, the update from third-generation 2016-2018 Pilot 1.0 to 2019 Pilot 2.0 is ultimately subtle, but somehow the changes made have resulted in a wholly better looking crossover SUV. …

New Car Reviews

2019 Honda Pilot Touring Road Test Review

In classic Honda fashion, the update from third-generation 2016-2018 Pilot 1.0 to 2019 Pilot 2.0 is ultimately subtle, but somehow the changes made have resulted in a wholly better looking crossover SUV.

The new Pilot’s mid-cycle makeover adds a more assertive looking truck-like grille above a stronger front bumper and fascia design, which tie in better to other models throughout Honda’s lineup. The new look is further improved by a wonderfully complex set of full LED headlamps in top-line Touring trim, sporting Honda’s signature vertical elements for a whole new level of sophistication when compared to lesser trims.

Incidentally, trims below Touring get standard low-beam-only LED headlights that feature a less distinctive projector-style design, while an attractive set of updated LED tail lamps are the same with all trims, these positioned above a new rear bumper.

Additionally, silver skid plates below both front and rear bumpers toughen up the look of most trims, while matte and glossy black versions of the same garnishes adorn base and Canadian-exclusive Black Edition versions respectively, while Honda adds a little bit of extra exterior chrome to Touring trim, including bright metal door handles, and new 20-inch machine-finished alloys with black painted pockets that result in a more upscale look from front to back. All of these small details have really added up to a handsome mid-size crossover SUV, and while it remains a large three-row family hauler that can actually fit real adults in its rearmost seats, the Pilot somehow appears light and lithe, as if it’s actually fun to drive.

Rather than just refreshing the styling and leaving at that, Honda went further by improving the auto start-stop system in top-tier Touring and Black Edition trims, so that it shuts off and restarts the engine quicker and with less fanfare, a fix that should cause more owners to leave it engaged and therefore do a better job of minimizing fuel consumption and emissions. I’m a big fan of that, and never had a problem with this feature throughout my test week.

Likewise, my top-line Pilot Touring tester’s updated nine-speed automatic transmission performed flawlessly, delivering what seemed to be smoother more effortless shifts when tooling around town or cruising along the highway, and feeling more precise when flicking through the gears on the highway. This said I never had a problem with the outgoing nine-speed when testing it in a 2017 model, but some have complained about refinement and therefore Honda made improvements that should appease such disgruntled owners.

Base LX, plus mid-range EX and EX-L Navi owners would have had no such issues due to their Pilots incorporating Honda’s time-tested six-speed autobox, while the one-size-fits-all 24-valve, SOHC 3.5-litre V6 is about as seasoned as modern-day engines get, remaining quite potent for the class at 280 horsepower and 262 lb-ft of torque, and kitted out with direct-injection, i-VTEC, Variable Cylinder Management (VCM) that shuts off a bank of cylinders under light loads to improve fuel economy, plus an Active Control Engine Mount (ACM) system to help reduce noise, vibration and harshness levels, which it seems to do effectively.

Thanks in part to standard Intelligent Variable Torque Management (i-VTM4) AWD, supported by Honda’s Intelligent Traction Management System, the latest Pilot felt as sporty off the line as its new look lets on, while it carried that newfound nimbleness through fast-paced corners with an easy, composed nonchalance that defied its near full-size proportions, combining this agile handling with a thoroughly comfortable, compliant ride that only became unsettled when pushed beyond what’s reasonable on a particularly poorly paved section of curving roadway.

Driven at calmer speeds my Pilot Touring tester was not only ideally stable and thoroughly comfortable, but came very close to achieving its claimed Transport Canada five-cycle rating of 12.4 L/100km in the city, 9.3 on the highway and 11.0 combined, with my weeklong average being 11.7 L/100km of mostly city driving on flat roadways. Of note, six-speed models are estimated to achieve 13.0 city, 9.3 highway and 11.3 combined. Factoring in new carbon tax-infused pump prices, these numbers are quite good for such a large utility.

I didn’t have opportunity to tow a trailer during my test week, but take note there’s no difference in ability with either transmission, the Pilot’s rating set to 1,588 kilograms (3,500 lbs) in base form or 2,268 kg (5,000 lbs) when fitted with its available towing package.

Hauling in mind, the Pilot provides plenty of cargo space for all your load carrying needs, with 524 litres (18.5 cubic feet) behind the third row, or 510 litres (18.0 cubic feet) with the Touring and Black Edition; 1,583 litres (55.9 cubic feet) when that 60/40-split third row is folded flat; plus a range from 3,072 to 3,092 litres (108.5 to 109.2 cubic feet) when both rear rows lowered, but take note that models with second-row captain’s chairs are missing a centre section that may need to be gapped when trying to fill it fully with gear. Some others with this problem attach a carpeted extension to the backside of one seatback that can be flipped over the open section of load floor when filling with cargo, but no such innovation was shown here.

These sliding and reclining captain’s chairs, which straddle a slightly raised floor-mounted console with cupholders and shallow bin, don’t come standard in Touring trim, but instead replace a regular bench seat that’s good enough for three adults abreast. The model tested, therefore, only provided for seven occupants, whereas the base version is one of the more capable family haulers thanks to eight available seatbelts. I’ve tried both, and the captain’s chairs are certainly more comfortable, thanks in part to fold-down armrests and seat heaters. I also appreciated the much more open and visually airy interior provided by the big panoramic sunroof included with Touring and Black Edition upgrades—all other trims but the base model include a regular powered moonroof up front.

Features in mind, top-tier $52,690 Touring trim comes well stocked, with items not yet mentioned including a more advanced set of LED high beam-infused headlamps, power-folding auto-dimming side mirrors, blue ambient lighting inside, front window acoustic glass to subdue NVH levels, rain-sensing wipers, an electronic gear selector, ventilated front seats, a premium 600-watt audio system with 11 speakers including a subwoofer plus 5.1 Surround Sound, wireless device charging, Honda’s ultra-useful new CabinTalk in-car PA system (it really works well), HondaLink Subscription Services, a Wi-Fi hotspot, the “How much Farther?” app, a rear entertainment system, HDMI input jack, a 115-volt rear power outlet, blindspot monitoring with rear cross-traffic alert, plus more.

Additionally, features pulled up from EX-L Navi trim to the Touring model including an acoustic windshield, memory-linked side mirrors with reverse tilt, a heatable steering wheel rim, a four-way powered front passenger’s seat, navigation, satellite and HD radio, front and rear parking sensors, the heated outboard second-row seats noted earlier, one-touch third-row access buttons that make getting in and out of the rearmost seating area ultra-easy, second-row sunshades, a powered tailgate and more, while items pulled up from EX trim include LED fog lights, LED turn signals within the side mirrors, roof rails, illuminated vanity mirrors, a Homelink garage door opener, a leather-wrapped steering wheel rim, a 10-way powered driver’s seat with memory, and the just noted power moonroof.

Lastly, I should also mention a number of standard $41,290 Pilot LX features that are also part of the Touring trim package, such as a remote engine starter, keyless proximity access, pushbutton ignition, a windshield wiper de-icer, an overhead console-mounted conversation mirror that doubles as a sunglasses holder, tri-zone automatic climate control, three-way heatable front seats, the HondaLink Assist Automatic Emergency Response System, and the list goes on (all prices are sourced from CarCostCanada, where you can also get all the latest rebate info as well as dealer invoice pricing that could save you thousands).

Particularly notable, all Pilot trims feature a large 7.0-inch TFT multi-information display (MID) within a mostly digital gauge cluster, the former featuring bright and clear high-resolution colour graphics, plus easy operation via steering wheel-mounted controls, while the 8.0-inch tablet-style infotainment touchscreen atop the centre stack is even more fully featured, starting with a wonderfully colourful array of tile-like graphics that appear to be inspired by the iPhone and iPad. The inclusion of standard Apple CarPlay is therefore fitting, although take note that Android Auto is also standard, plus Bluetooth smartphone connectivity with streaming audio, a superb multi-angle rearview camera with dynamic guidelines, and more.

Part of that ongoing features list includes a whole host of standard Honda Sensing advanced driver assistance systems such as automatic high beams, Adaptive Cruise Control, Forward Collision Warning, Collision Mitigation Braking System, Lane Departure Warning, Lane Keeping Assist System, and Road Departure Mitigation, which means that together with the Touring model’s cornering-capable full LED headlights the 2019 Pilot now achieves a best-possible Top Safety Pick Plus rating from the IIHS (last year’s versions didn’t achieve the “Plus” or “+” rating), while it also received a five star safety rating from the NHTSA.

While most everything I’ve said thus far has been positive, I was somewhat surprised that the Pilot only provides soft touch synthetic surfacing across its dash top, as well as a piece on the instrument panel just ahead of its front passenger that wraps overtop the centre display, and the front door uppers, plus of course the usual door inserts and armrests. This means the rear door uppers were hard plastic, which is strangely low-rent for this class, while some rivals even go so far to provide the pliable synthetic treatment to the lower dash including the glove box lid, while also wrapping the A pillars in fabric to improve refinement further.

On the positive, the driver’s seat was very comfortable, but this said its two-way powered lumbar support didn’t meet up with the small of my back, so I didn’t use it the way I would if it also adjusted for height. Speaking of seats, I should say more about the third row that actually was quite comfortable, with plenty of legroom for a five-foot-eight adult (with long legs and a shorter torso), about three to four inches available for the knees when the second row was pushed back to its rearmost position, and loads of headroom.

My last and final complaint won’t be an issue for many Pilot owners, but I found it odd that Honda expended so much energy (and money) creating the Touring (and Black Edition) model’s electronic gear selector yet didn’t replace the foot-operated parking brake with an electromechanical unit. It’s not like lifting the foot and pressing down on a parking brake is a big negative, but it certainly ties what is otherwise a modern and advanced vehicle to the past. I’m guessing Honda will replace it for the next generation Pilot, so I, like some others, will look forward to this upgrade.

And yes this is where I need to say, if a foot-operated parking brake, two-way lumbar support, and a little more hard plastic than I’d like to see is all I can find to complain about after a weeklong test, Honda is doing pretty well with the new Pilot. All in all this is easily the best Pilot I’ve ever driven, and one of the more competitive crossover SUVs in its three-row mainstream volume class. I like its new styling, appreciate the amount of effort Honda’s engineers put into refining the new model’s drivetrain and suspension, and therefore enjoyed my time behind the wheel. It’s certainly an easy SUV to live with thanks to ample passenger and cargo space, while its fuel economy didn’t put me in the poorhouse. For these reasons and more the 2019 Pilot is easy to recommend.

I said this before and I’ll say it again, the new Accord is the most attractive car in its midsize sedan class, and one of the best looking to ever be sold in this segment. Not only that, I find it…

New Car Reviews

2019 Honda Accord Hybrid Touring Road Test

I said this before and I’ll say it again, the new Accord is the most attractive car in its midsize sedan class, and one of the best looking to ever be sold in this segment. Not only that, I find it better looking than a lot of premium-branded sedans, and wouldn’t doubt that some who might have never purchased in this class before will now consider doing so solely because it exists.

This scenario may have played out on Canada’s sales charts last year, with the Accord being the only mid-size sedan to see growth from January 2018 through December’s end. OK, its archrival Toyota Camry barely escaped the red by growing a scant 0.1 percent over the same 12-month period, but Accord deliveries were up 2.4 percent during an era that’s seen the mid-size sedan decimated by crossover SUV popularity. This last point was evidenced by other Accord competitors seeing their market shares eroded significantly, the next best-selling Chevy Malibu’s sales down 16.3 percent, followed by the Fusion dropping 34.8 percent, the Nissan Altima lower by 21.4 percent, the Hyundai Sonata by 33.6 percent, Kia Optima by 27.5 percent, Volkswagen Passat by 29.5 percent, Mazda6 by 9.8 percent, and Subaru Legacy down by 28.1 percent. That’s an unbelievable level of mid-size sedan carnage, but the new Accord solely rose above it all.

Of course, there’s a lot more to the 10th-generation Accord than just good looks. There’s an equally attractive interior filled with premium levels of luxury and leading edge electronics, plus dependable engineering borne from decades of production and non-stop refinements. The first hybrid drivetrain was introduced as an option to the seventh-generation Accord way back in 2005, skipped a generation and then came back as an option with the ninth-gen Accord in 2013, and now it’s here again.

As with previous iterations, the latest Accord Hybrid looks much the same as the conventionally powered model, which I appreciate because it’s not trying too hard to stand out and keeps the Accord’s attractive styling intact. Truly, the only noticeable difference is a removal of tailpipe finishers, the Hybrid featuring some discrete chrome trim in their place. Chrome in mind, both no-name Hybrid and Hybrid Touring trims feature the same chrome exterior details as the regular Accord’s EX-L and above trims, Sport model excluded.

Touring upgrades that aren’t as noticeable include full LED headlamps that feature light emitting diodes for the high as well as the low beams, plus unique signature LED elements around the outside of the headlamp clusters, chrome-trimmed door handles, and the availability of no-cost as-tested Obsidian Blue Pearl exterior paint instead of standard Crystal Black Pearl or $300 White Orchid Pearl, the only two shades offered with the base model.

Now that we’ve got the obvious visual changes from base Hybrid to Hybrid Touring trims out of the way, the top-line model also replaces Honda’s exclusive LaneWatch blind spot display system with a Blind Spot Information (BSI) and Rear Cross Traffic Monitor system, while adding adaptive dampers to improve handling, rain-sensing wipers, a head-up display (HUD), an auto-dimming rearview mirror, passenger side mirror reverse gear tilt-down, a HomeLink garage door remote, a powered moonroof, front and rear parking sensors, navigation, voice recognition, satellite and HD radio capability, HondaLink subscription services, wireless device charging, an AT&T Wi-Fi hotspot, driver’s seat memory, a four-way powered front passenger’s seat, a heatable steering wheel rim, perforated leather upholstery, ventilated front seats, heated rear outboard seats, and more for $40,090 plus freight and fees.

Incidentally, I sourced 2019 Honda Accord Hybrid pricing from CarCostCanada, which not only breaks everything down into trims, packages and standalone options, but also provides information about available rebates as well as dealer invoice pricing that could save you thousands.

Additionally, items pulled up to the Hybrid Touring from base $33,090 Hybrid trim include unique aerodynamically designed machine-finished 17-inch alloy wheels, auto-on/off headlight control with automatic high beams, LED fog lamps, LED taillights, a remote engine starter, proximity-sensing keyless access with pushbutton ignition, a leather-wrapped multifunction steering wheel, a 7.0-inch colour TFT multi-information display within the primary gauge cluster, dual-zone automatic climate control, an 8.0-inch infotainment touchscreen with tablet-style tap, swipe and pinch gesture controls, Apple CarPlay and Android Auto smartphone integration, a multi-angle rearview camera with dynamic guidelines, Bluetooth phone connectivity with streaming audio, near field communication (NFC), 452-watt audio with 10 speakers including a subwoofer, two front and two rear USB charging ports, SMS text message and email reading functionality, Wi-Fi tethering, overhead sunglasses storage, a 12-way powered driver’s seat with four-way powered lumbar support, heatable front seats, the HondaLink Assist automatic emergency response system, plus all the expected active and passive safety features including front knee airbags.

Some safety features that might not be expected include the standard Honda Sensing suite of advanced driver assistance systems, incorporating Adaptive Cruise Control (ACC) with Low-Speed Follow, Collision Mitigation Braking System (CMBS), Forward Collision Warning (FCW), Lane Departure Warning (LDW), Road Departure Mitigation (RDM), Lane Keeping Assist System (LKAS), and traffic sign recognition, this being enough to earn the regular Accord a Top Safety Pick from the IIHS when equipped with its upgraded headlights, while all Accord trims get a best-possible five stars from the NHTSA.

The long list of Accord Hybrid Touring features comes in a cabin that exudes quality and refinement, thanks to premium-level soft synthetic surfacing on most surfaces above the waste, authentic looking matte woodgrain inlays spanning the instrument panel and door panels, tastefully applied satin-silver accents throughout, supple leather upholstery on the seats, door inserts and armrests, padded and stitched leatherette trim along the sides of the lower console, the front portion protecting the inside knees of driver and front passenger from chafing, and some of the highest quality digital displays in the class.

Immediately impressive is the brightly lit primary instrument package that looks like a giant LCD panel at first glance, but in fact houses a digital display within its left two-thirds while integrating an analogue speedometer to the right. The screen on the left is filled with hybrid-specific info by default, but you can scroll through numerous other functions via steering wheel controls, resulting in a very useful multi-info display.

Likewise you can project key info onto the windshield via the HUD by using another steering wheel button, the system showing graphical information for route guidance, the adaptive cruise control system and more up high where you can see it without taking your eyes off the road.

Over on the top portion of the centre stack, Honda’s new infotainment interface has become a personal favourite amongst mainstream volume brands, thanks to high definition displays, wonderful depth of colour and contrast, plus fabulous graphics, the elegantly arranged tile system easy to figure out and plenty attractive to look at. Being a hybrid, a number of cool animated graphic sections are included, while the navigation system’s mapping was excellent and route guidance easy to input and precisely accurate, plus the backup camera was equally clear and dynamic guidelines helpful. Yes, I would’ve appreciated an overhead 360-degree bird’s-eye view, but the ability to see a variety of views thanks to its multi-angle design, no matter the trim, is a bonus that others in the class don’t offer.

The final digital display is Honda’s dual-zone automatic climate control interface, which is attractively designed in a narrow, neatly organized, horizontal row that includes an LCD centre display, three knurled metal-edged rotating knobs, and a variety of high-quality buttons for the HVAC system and heated/ventilated front seats.

I should mention that all of the Accord Hybrid Touring’s switchgear was excellent, and much of it beautifully finished with aforementioned satin-silver detailing, while the audio system knobs got the same grippy and stylish knurled metal treatment as those used for the HVAC interface. Much of the design shows an artistically flair too, particularly the recessed speaker grille behind the fixed tablet style display atop the dash, and the 3D effect used to raise the top buttons on the HVAC interface above those below.

At the very base of the centre stack is a little cubby filled with a 12-volt power outlet, a charged/connected USB port and a wireless charging pad that’s large enough for big smartphones like the Samsung Note series. Interestingly Honda has done away with the classic old auxiliary plug, replacing it with near field communication (NFC) as noted earlier, and three more USBs, the second one found within the centre storage bin under the armrest, which includes another 12-volt charger as well. The bin has a nice removable tray as well, which feels very high in quality and is rubberized so that it doesn’t rattle around like so many others in this class. This is just one of many details that let you know the Accord’s quality is above average.

The leather seats are nicely styled with perforations the three-way forced ventilation noted earlier. The driver’s was extremely comfortable, with good side support for this segment and excellent lower back support. On that note I was surprised that Honda not only includes a power-adjustable lumbar support with fore and aft control, but it’s a four-way system that also moves up and down to ideally position itself within the small of your back. That’s unusual in this class, even when compared to some premium models like the Lexus ES 350 and more directly comparative ES 300h hybrid that only include two-way powered lumbar. Likewise for the Toyota Camry and Camry Hybrid, plus a few others in this segment that don’t measure up either.

The seating position is good, probably on par with the aforementioned Camry, but I must say neither is excellent when it comes to adjustability. Their steering columns don’t offer enough reach, forcing me to power my seat too close to the pedals in order to achieve optimal comfort and control of the steering wheel. We’re all made differently, and I happen to have longer legs than torso. The compromise was a more upright seatback than I would have otherwise liked, but doing so allowed ample control and decent comfort, so this is how I drove all week.

Controlling the gear selector is a lot easier, although if you’re not familiar with Honda’s new assemblage of buttons and pull levers it’ll take some getting used to. The Accord Hybrid comes standard with the complex selector, and while it might be a bit confusing at first try I recommend giving it a little time before getting flustered. I’ve had a lot of opportunity to use this system in a variety of Honda models, the new Odyssey and Pilot immediately coming to mind, while it’s similar to the system used in new Acura models, so now I don’t swear at it when trying to find reverse in the middle of a U-turn. Other than the pull lever-type electromechanical parking brake found at its rearmost section, it consists of three pushbuttons, for park, neutral and drive, and another pull lever for reverse. I almost never use neutral, simplifying the process further, so it’s a tug on the lever for reverse and a simple press of the large centre button for drive or park, that’s it.

Next to the parking brake there’s another set of buttons for Sport, Econ and EV modes, plus a brake hold button. I left it in Econ mode most of the time and EV mode whenever it would allow, because this is what hybrids are all about, saving fuel and minimizing emissions and cost. This said the Accord Hybrid is one of the thriftiest vehicles I’ve driven all year, only costing me $24 after a week’s worth of very thorough use, and that’s when gas was priced at an outrageous $1.55 per litre. At today’s slightly more agreeable prices it would allow even more savings, its claimed 5.0 L/100km city, 5.0 highway and 5.0 combined fuel economy rating one of the best in the non-plug-in industry.

So what’s all the mechanical and electrically charged wizardry behind its superb fuel economy? A unique two-motor hybrid powertrain joins an efficient 2.0-litre Atkinson-cycle four-cylinder engine to provide the Accord Hybrid with a class leading total system output of 212 horsepower, while its electric drive motor puts 232 lb-ft of near instantaneous torque down to the front wheels.

To clarify, one of the electric motors drives the front wheels, while a smaller secondary motor serves mainly as a generator, providing electric current to the drive motor in order to supplement or replace power from the battery during lighter loads, such as cruising. The second motor also starts the engine that in-turn adds torque to the wheels, but it’s never used as the motive driving force for those wheels.

Additionally, the car’s Electric-Continuously Variable Transmission, or E-CVT, removes any need for a conventional automatic transmission, or even a traditional belt/chain-operated continuously variable transmission (CVT), both of which inherently rob performance and efficiencies from the powertrain. Instead, Honda’s E-CVT drives the front wheels directly through four fixed drive ratio gearsets, without the need to shift gears or vary a planetary ratio. This means there is no “rubber-band” effect when accelerating as experienced in regular CVTs, or in other words the engine is never forced to maintain steady high rpms until road speed gradually catches up, this process causing a much-criticized audible “droning” effect with other CVT-equipped cars. Honda claims its direct-drive technology benefits from 46 to 80 percent less friction than a conventional automatic transmission, depending on the drive mode.

What’s more, you can choose between three standard propulsion modes as well, including electric-only (providing the 6.7-kWh lithium-ion battery is charged sufficiently), gasoline-only, or blended gas and electric (hybrid).

Despite my favouritism for Econ and EV modes, Sport mode worked very well, making itself immediately known after engaging at a stoplight by bringing the engine back to life from its auto start/stop mode, and then boosting acceleration significantly at takeoff. A set of standard steering wheel paddles improves the driving experience further, although flicking the right-side shifter to upshift while accelerating does nothing perceptible, this because the paddles are primarily for downshifting during deceleration. Therefore, tugging on the left paddle when braking, or pretty much any other time, causes a gear ratio drop that really comes in handy when wanting to engine brake or recharge down a steep hill, or when setting up for a corner.

And I must say the Accord Hybrid handles brilliantly for a car in this class. Really, the only vehicle in this segment with more agility around curves is the latest Mazda6 and possibly the Ford Fusion Sport, and these by the narrowest of margins, with Accord Hybrid seeming to dance away from its closest competitors, including the Toyota Camry Hybrid XSE that I tested earlier this year, which is the sportiest version of that car.

The Accord Hybrid handles long, sweeping high-speed corners well too, while its ability to cruise smoothly on the highway is as good as this class gets. It’s underpinned by the same fully independent front strut and rear multi-link suspension as the conventionally powered Accord, while my tester was once again outfitted with the upgraded adaptive dampers for a little more at-the-limit control and enhanced ride quality. This gives it a wonderfully compliant setup where ever you’re likely to drive, whether soldiering over bumpy back alleys, fast tracking across patchwork pavement, or negotiating wide bridge expansion joints, all of which were experienced during my test week.

My only complaint were front parking sensors that continually went off in regular traffic, highlighting an image of the car’s frontal area on the touchscreen when vehicles were merely pulling up beside me in the adjacent lane. I’ve encountered this problem with a few other cars over the past couple of years, and it’s always annoying. I pressed the parking sensor button off and on again, which remedied the problem until it happened again after a couple of days, at which point I rebooted the system the same way and never had to deal with it again.

This foible and the aforementioned lack of telescopic steering reach aside, the Accord Hybrid was a dream to live with. The rear seating area, a key reason many buy into this class, is as spacious as the regular Accord and more so than many in this segment. With the driver’s seat set up for my five-foot-eight medium-build frame, which as noted was set further back than average due to my longer legs, I was left with nearly a foot from my knees to the backrest ahead, plus so much room for my feet that I was able to completely stretch out my legs and move my shoes around underneath the front seat. Really, its rear legroom comes close to many full-size sedans. Likewise, there’s plenty of headroom at about three and a half inches, plus more than enough shoulder and hip space at about four to five inches for the former and five-plus for the latter.

This said I was disappointed that Honda finished off the rear door uppers in hard plastic. They’re not alone in this respect, but others do a better job pampering rear occupants. The previously noted Mazda6, for instance, at least in its top-line Signature trim level that I tested last year, which incidentally uses genuine hardwood inlays throughout, finishes the rear door panels as nicely as those up front, making it closer to premium status than anything else in its class. In most other respects the Accord nudges up against premium levels of luxury too, including excellent rear ventilation from a centre panel on the backside of the front console that also houses two USB charge points, while the outboard seats are three-way heatable as noted earlier, and there’s a nice big armrest that flips down from the centre position at exactly the right height for adult elbow comfort, or at least it was perfect for me. Honda fits two big deep cupholders within that armrest, which should do a pretty good job of holding drinks in place.

The trunk is sizeable too at 473 litres (16.7 cubic feet), which is exactly the same dimensions as the regular Accord, plus it’s also extendable via the usual 60/40 split-folding rear seatbacks. This said there are still some hybrids that don’t allow much expandable storage due to batteries fitted within the rear bulkhead, so I can’t really complain that Honda doesn’t include a centre pass-through like Volkswagen’s Passat, which would allow rear passengers to enjoy the heated window seats after a day on the slopes. On the positive, a handy styrofoam compartment resides below the trunk’s load floor, ideal for stowing a first aid kit or anything else you’d like to have close at hand. It comes loaded up with an air compressor that could potentially get you to a repair shop if needed, but I’d personally prefer a spare tire so I could make it farther if damage to the tire doesn’t allow it to hold air.

So is this the best hybrid in the mid-size class? The new Accord Hybrid would certainly get my money. It looks fabulous, delivers big inside, and provides all the luxury-level features most will want, plus it drives brilliantly and delivers superb fuel economy, while Honda’s experience building electrified powertrains should make it plenty reliable.

The minivan is a strange beast. After the segment’s first foray into the market during the early ‘80s to mid-‘90s, when the various Chrysler group vans took their rightful place atop the heap thanks…

New Car Reviews

2019 Honda Odyssey Touring Road Test

The minivan is a strange beast. After the segment’s first foray into the market during the early ‘80s to mid-‘90s, when the various Chrysler group vans took their rightful place atop the heap thanks to creation of the category itself, and follow up models that continued to deliver what consumers wanted better than competitors that merely modified existing Japanese vans for differing North American tastes, each automaker continued to augment their offerings to better appeal to what were essentially their most practical buyers.

Honda was actually a full decade late to the party, having arrived in 1994. The first-generation Odyssey certainly looked the part and even boasted second-row access from both sides, something Chrysler wouldn’t adopt until the following year, but the Japanese van’s rear side doors were hinged like those from the Accord it was based on, and therefore it lacked the ease-of-use provided by all competitors’ passenger-side sliding door, limiting its popularity.

Fortunately for Honda, its imported competitors weren’t all that much more appealing, Toyota’s original Van a truck-based body-on-frame rear- and four-wheel drive alternative that nevertheless found a reasonable following, this replaced by the ovoid spaceship-styled Previa that stowed its engine on its side under the driver’s seat, and finally the more conventional front-drive Sienna for the 1998 model year; and Nissan’s first Van similar to Toyota’s yet nowhere near as successful, things getting better when the FWD Quest was launched in 1992; whereas Mazda’s 1989-2006 MPV was probably the most capable Japanese-sourced Chrysler competitor.

Chrysler group vans aside, the domestics did better than they probably should have thanks to the brand strength of Ford and GM at that time, the blue-oval Aerostar and Chevy/GMC Astro/Safari RWD and AWD truck-based models finding reasonably strong sales ahead of the General’s plastic-bodied 1990-1996 APV/“Dustbuster” atrocities that didn’t catch on very well despite Chili Palmer’s (John Travolta) Cadillac of minivans plug in Get Shorty (1995), whereas Ford’s 1995-2003 Windstar actually had fairly strong success.

Ford only suffered through one more minivan name-change when it redubbed its stellar offering Freestar before saying goodbye to the non-commercial minivan segment altogether in 2007, but I could fill volumes with GM minivan names before it decided to say goodbye to its final Buick Terraza, Chevrolet Uplander, Pontiac Montana SV6, and Saturn Relay foursome in 2009. And don’t worry I won’t comment on all the others, or for that matter the various brands not yet mentioned that tried their hardest to build the ultimate family hauler, because now there are only a handful of competitors in this once hotly contested sector.

The only brand not yet noted that’s still making a minivan is Kia, which launched the Sedona in 2002. Hyundai briefly tried to cash in with its oddly named 2006-2009 Entourage, but that one-stint-wonder leaves the Sedona amongst just two Kias not duplicated by a namesake version from its parent brand (the other being the Soul subcompact crossover, whereas Hyundai is alone in offering a three-door sports coupe in the Veloster).

The Sedona is the minivan segment’s least popular offering, mostly due to the strength of Kia’s brand rather than any specific product shortcoming, having found just 5,286 Canadian buyers in 2017 and 4,478 over the first three quarters of 2018. Comparatively, Chrysler’s much pricier Pacifica raised its game to 6,185 unit sales last year and 5,327 over the first nine months of this year, while the Odyssey is the first of this quintet to break five figures thanks to 11,232 deliveries in 2017 and 9,036 as of September 30, 2018. Having built up a minivan following for ten more years than Honda, it’s only fair the Sienna sells in greater numbers, the Toyota van finding 15,470 buyers last year and 11,231 registered by the end of this year’s third quarter, while the minivan that started everything off way back in 1984 remains number one by a long shot, Dodge having sold 46,933 Grand Caravans in 2017 and 27,466 year-to-date as of Q3 2018.

I’ve driven most every van mentioned plus a dozen or so more, and some that looked sportiest were the least capable off the line and around curves, whereas others were sleepers. My short-wheelbase 1996 Caravan was actually pretty decent when the road started to wind, but its 3.0-litre Mitsubishi-sourced V6 and four-speed automatic combination wasn’t anywhere near as capable as today’s V6 powerplants. The latest Grand Caravan gets a 283 horsepower 3.6-litre V6 with 260 lb-ft of torque, but that engine is the only sophisticated bit of kit in the aging workhorse. It stacks up pretty well when compared to the Odyssey’s 3.5-litre V6 that makes 280 horsepower and 262 lb-ft of torque, but that’s where the driveline similarities end. Specifically, Honda’s “Earth Dreams” branded V6 incorporates Variable Cylinder Management cylinder-deactivation that cuts half the pistons under light loads where Chrysler never adapted its comparative MDS system to the Pentastar V6, while Honda’s new nine- and 10-speed automatics are the cream of the minivan crop, the latter gearbox included in my Touring trim tester.

Competitive transmissions include a six-speed automatic from Dodge, eight-speed units from Kia and Toyota, and a nine-speed from the conventionally powered Chrysler with a CVT used for its plug-in hybrid variant, that latter model providing the segment’s best fuel economy at 7.3 L/100km city, 7.2 highway and 7.3 combined (or 2.6, 3.0 and 2.8 Le/100km if you plug-in all the time and don’t drive very far between charges), albeit for a substantive initial hit to its bottom line (it starts at $51,745 and rubs up against $65k when fully loaded), while the Odyssey and its considerably more affordable rivals offer up city/highway/combined estimates of 13.7/9.4/11.8 for the Grand Caravan (the segment’s worst city and combined ratings), 12.9/8.4/10.9 for the base Pacifica and 12.4/8.4/10.6 for the same drivetrain with engine start/stop, 12.7/10.0/11.5 for the Sedona (the worst highway rating), 12.5/8.9/10.8 for the Sienna (or 13.4/9.6/11.7 for the Sienna AWD), and finally 12.6/8.4/10.7 (tied-for-best highway rating) for the base Odyssey with its nine-speed, or alternatively the best-in-class city, second-best highway and tied-for-best combined ratings of 12.2/8.5/10.6 for the as-tested top-line Odyssey with its 10-speed automatic.

On top of this technical advantage, the Odyssey continues forward as the best minivan choice for those wanting a large dose of performance added to their ample helping of practicality. Clarifying this sporting image are paddle shifters behind each steering wheel spoke in every trim level, this from a utilitarian class that usually makes you feel lucky to receive any shifter control at all. Why this minivan-first inclusion of paddles? Take a look at the centre stack and everything becomes clear, with Honda’s pushbutton gear selector replacing the old lever that previously offered a regular push-and-pull manual mode. Now driver engagement takes place without the need to remove hands from the thick and sporty leather-wrapped steering wheel rim, the nicely contoured driver’s seat providing the other key ingredient for comfort and control.

The driving position is excellent, and thanks to 12-way power-adjustment including four-way powered lumbar support on EX trims and above the driver’s seat should be just as comfortable for those measuring four-foot-eight to six-foot-eight as it was for my five-foot-eight frame. Its many adjustments combined nicely with the tilt and telescopic steering column’s ample reach, allowing me to ideally saddle up my sometimes-awkward long-legged, short-torso build.

The gear selector is basically the same as used in the Pilot mid-size crossover SUV, a design that works flawlessly once you get used to it. It does take some practice, however, so if you’re going on a test drive at your local dealer give yourself enough time to get familiarized or you may be frustrated, especially if you have to back up quickly in the middle of the road during a U-turn, where all of a sudden you’ll need to think about pulling a rocker switch rearward for Reverse before pushing another button to select Drive.

When you push the Drive button twice it goes into Sport mode, and this is the best way to make use of those aforementioned paddles. The 10-speed autobox really does snap through the gears quickly, which is kind of rare for transmissions with so many speeds. Normally they’re laggards, set up to maximize fuel economy at all costs, but as long as you haven’t pressed the ECON mode button, which does a good job of minimizing fuel usage, or the Snow mode designed to maximize traction in slippery situations, this one is really fun to drive, making the most of all the power on tap. Combined with the Odyssey’s nicely balanced fully independent front strut and rear multi-link suspension, it’s easily the class leader for performance.

Refinement is a bit more difficult to quantify, whether talking about ride quality or interior fit, finish and materials quality. I have no complaints about either with the Odyssey, finding its ride pleasant enough whether running errands around town or cruising on the open freeway, despite its taut handling characteristics. As for cabin refinement, Honda finishes both the upper and mid-level instrument panel in a leather-like soft-touch synthetic that’s plenty upscale for the mainstream volume sector, this continuing rearward across the tops of each door panel, plus the inserts and armrests of course. Additionally, a pewter-look medium-grey metal-like inlay spans the dash, while piano black lacquer accents can be found most everywhere else, Touring trim notably lacking much interior chrome resulting in a sportier theme, but Honda using dark brown for much of the softer surfacing of the dash and door panels too, matching the perforated leather seat upholstery for a rich, classy look.

Just the same this is the most modern van on the market. In fact, most of the primary gauge cluster is digital, a first for the class. It’s controllable via a well-designed array of steering wheel switchgear, which also includes a button for the heatable steering wheel rim, pulled up from EX-L Res trim. You’ll need to look over on the centre stack to turn on the heat or blow cool air through the front seats’ ventilated perforations, the former standard and latter exclusive to Touring trim.

Before delving into everything that comes standard with Touring trim, I’ve just got to say how impressed I was with the Odyssey’s infotainment system. It starts with a fixed tablet-style design that sits above the centre stack like some premium brands do in their much higher priced models, and almost seamlessly melds the aforementioned piano black plastic surrounding trim with a black glass-like finish from edge to glossy edgy, its digital innards bright, colourful, with deep, rich contrasts, and it’s wonderfully easy to use thanks to a tile-style setup, not to mention tap, pinch and swipe gesture controls depending on the feature being used, navigation mapping being one that uses all. I was a bit surprised not to find a 360-surround parking monitor in top-line trim, but Honda’s excellent multi-angle rearview camera with dynamic guidelines comes standard, as does Apple CarPlay and Android Auto smartphone integration. I tried the latter and it was simple to set up and use, while route guidance was a no-brainer and totally accurate whether using Google’s phone-sourced directions or Honda’s proprietary system, my personal preference being the latter.

All controls are touch-sensitive except for a handy rotating knob for power/volume, while Honda includes its usual array of well thought out steering wheel switchgear. USB and aux ports can be found under a sliding door in the lower console, while device connectivity is via Bluetooth or near field communication (NFC), the latter reportedly a quicker, easier process for those with compatible smartphones.

Along with the upgraded 10-speed automatic transmission already noted, additional Touring trim exclusives include idle start/stop for reducing fuel consumption and emissions, unique 19-inch alloy wheels on 235/55 all-seasons, full LED high/low beam headlamps, upgraded LED fog lamps, power-folding side mirrors, rain-sensing wipers, ambient lighting on the instrument panel, within the front door handle cutouts and in the footwells, acoustic front and rear door glass, Honda’s new CabinWatch rear seat monitor, wireless device charging, HondaLink Subscription Services, an AT&T Wi-Fi Hotspot, a “How much Farther?” app, great sounding 550-watt audio with 11 speakers including a subwoofer, third-row sunshades, blindspot monitoring with rear cross-traffic assist, a hands-free gesture-controlled power tailgate, and more.

The previously noted navigation system gets pulled up from EX-L Navi trim, while the EX-L Res trim doesn’t include navigation yet offers families a rear entertainment system with a 10.2-inch high-resolution WSVGA flip-down centre monitor, a Blu-ray DVD player and embedded streaming media apps, while both EX-L trims provide the aforementioned heatable steering wheel, driver’s seat memory plus memory-linked side mirrors with reverse gear tilt-down, front and rear parking sensors, satellite and HD radio, an acoustic windshield, a 12-volt power outlet for the third row, and more.

There are EX and EX Res trims too, the only difference with the latter being rear entertainment plus another USB port, a household-style 115-volt power outlet, and Honda’s industry-first CabinTalk in-car PA system (the latter two features not included with the EX-L Navi), while both include unique two-tone 18-inch alloys, upgraded LED daytime running lights, fog lamps, integrated turn signal indicators within the side mirror housings, auto-up/down powered windows all-round, an auto-dimming rearview mirror, a HomeLink garage door opener, a powered moonroof, tri-zone automatic climate control, previously noted NFC, Honda’s superb LaneWatch blind spot display that unfortunately gets nixed from Touring trim due to its exclusive blind spot monitoring system, the 12-way powered driver’s seat mentioned earlier, power-sliding second-row doors, second-row armrests and sunshades, the brilliant HondaVAC in-car vacuum (the only way I’ve ever been able to get my son to use a vacuum without force), and more.

In case you were wondering what you get with the Odyssey’s previously noted base price, standard equipment includes 18-inch alloys on 235/60 all-season tires, auto on/off projector-beam halogen headlamps with auto high beams, active grille shutters, a windshield wiper de-icer, variable intermittent wipers, body-coloured heated power door mirrors, chrome door handles, front splash guards, LED taillights, a rear window wiper/washer, a capless fueling system, remote engine start, proximity-sensing keyless entry and pushbutton ignition, an electromechanical parking brake with automatic brake hold, filtered dual-zone automatic climate control, the previously noted multi-angle rearview camera, a 150-watt AM/FM/CD/MP3/WMA audio system with seven speakers including a subwoofer, Bluetooth streaming audio, Wi-Fi tethering, Siri Eyes Free, HondaLink, the CabinControl app, two USB charge ports, 15 cupholders, centre console storage with a utility tray, a conversation mirror integrated within the overhead sunglasses holder, illuminated vanity mirrors, an eight-way power driver’s seat, a four-way powered front passenger’s seat, heated front seats, Adaptive Cruise Control (ACC), Forward Collision Warning (FCW), Collision Mitigation Braking System (CMBS), Lane Departure Warning (LDW), Lane Keeping Assist (LKAS), Road Departure Mitigation (RDM), tire pressure monitoring with tire fill assist, and more.

All of the Odyssey’s advanced driver assistance systems technology, as well as its many additional active and passive safety features, plus its Next-Generation Advanced Compatibility Engineering (ACE) body structure, allow for a Top Safety Pick rating from the IIHS when including its optional headlights, the only other minivan to achieve this coveted rating being Chrysler’s Pacifica, so kudos to Honda for putting safety first in this family-oriented class.

Your clan in mind, the Odyssey gets eight-occupant seating standard as well, and I must say its second and third row seats are some of the most comfortable in the segment. The former row can’t be had with captain’s chairs as offered with some others, yet each side slides back and forth individually and the centre position can be folded forward, exposing a console-style combination of cupholders and tray. The outside positions slide forward and out of the way for easy third-row access too.

This said they’re not as flexible for cargo as the second-row in the Pacifica or Grand Caravan that tumble completely under the floor, the Odyssey’s difficult to unlatch for removal and burdensome to carry, much like others in the category. The third row is split 60/40 and drops into the floor with one smooth motion per side, however, its stowing system one of the best in the business. By the numbers the base Odyssey provides 929 litres (32.8 cubic feet) of cargo space behind the third row, 2,526 litres (89.2 cu ft) behind the second row and 4,103 litres (144.9 cu ft) behind the first row, if you remove the middle row of seats.

By comparison the Sedona delivers 960 litres (33.9 cu ft) of gear-toting space behind its third row, 2,220 litres (78.4 cu ft) behind its second row and 4,022 litres (142.0 cu ft) with the second row removed, whereas the Sienna offers 1,107 litres (39.1 cu ft) of luggage space in its rearmost compartment and 2,466 litres (87.1 cu ft) aft of its second row, the brand being honest about the challenge of second-row seat removal by not including a total volume figure behind the first row.

How about those FCA vans? The Pacifica includes 915 litres (32.3 cu ft) behind its third row, 2,478 litres (87.5 cu ft) behind its second row and 3,979 litres (140.5 cu ft) of easily accessible cargo space behind its first row, while the Grand Caravan provides 934 litres (33.0 cu ft) behind its third row, 2,359 litres (88.3 cu ft) behind its second row and 4,072 litres (143.8 cu ft) when its Stow ‘n Go seats are easily folded below its floorboard panels. To save you a little time with a calculator, suffice to say the Odyssey sits middle of the pack for stowage behind its rearmost seats, but it leads all behind its second row, and, well, let’s leave ultimate cargo hauling to the FCA vans for now.

How about towing? The Odyssey is good for 1,360 kilos (3,000 lbs) of trailer weight in all trims but the top-line Touring, my tester being capable of 1,587 kilograms (3,500 lbs) with its available towing package. That’s slightly lower than the best Grand Caravan and Pacifica trailering results of 1,633 kg (3,600 lbs), and identical to the Sienna and Sedona’s rating.

I don’t usually comment much about minivan styling, but my tester’s Crystal Black Pearl paint gave it a hearse-like presence that would’ve been brilliant during Halloween yet wasn’t much to my personal taste. I’d prefer it in something less ominous like White Diamond Pearl, a $300 option yet well worth it. Honda offers a bevy of alternative metallic and pearl colours, all surprisingly standard, while only dealer-added accessories can be added to this Touring model, albeit plenty of them.

This brings about the question of price, my 2019 Odyssey Touring starting and finishing at $50,690, plus freight and fees of course. Top-line versions of its non-hybrid competitors start at $46,245 for the Grand Caravan GT, $47,865 for the Sedona SXL+, $51,220 for the Sienna SE, and $53,745 for the Pacifica Limited, leaving the top-tier Odyssey looking like a pretty smart choice right in the middle.

Of course, value isn’t just about a vehicle’s price even when comparing it purely on financials, because we need to include resale values when it comes time to trade-in or sell. Japanese brands in this class tend to do best on the used market, with domestics performing worst, while base prices start at $24,597 for the Grand Caravan’s rather stark Canada Value Package, $28,495 for the entry Sedona, $34,690 for the Sienna, $34,745 for the Pacifica, and $35,290 for the Odyssey. I used the various manufacturer retail websites as well as CarCostCanada to verify each model’s pricing, the latter an even more useful resource thanks to available rebate info and dealer invoice pricing that could save you thousands.

After living with the new Odyssey for a week it was easier than ever to appreciate why it’s become such a popular minivan, and if I were using it more for hauling people than cargo it would be my number one choice. Even with its less flexible second row the Odyssey’s many other advantages, from performance to electronic interfaces, might push it into the lead. I certainly can recommend it.

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…

New Car Reviews

2018 Honda CR-V Touring Road Test

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.

In our garage this week is the refreshed 2019 Honda Pilot in top-line Touring trim, and so far the consensus is positive. The mid-cycle update adds a deeper new grille and front bumper design that’s…

In Our Garage

2019 Honda Pilot Touring

In our garage this week is the refreshed 2019 Honda Pilot in top-line Touring trim, and so far the consensus is positive.

The mid-cycle update adds a deeper new grille and front bumper design that’s more familial to other models in the lineup, such as the recently redesigned Accord, plus it also receives sharp looking new standard LED headlamps up front. Likewise, the rear end gets new LED taillight lenses and a revised rear bumper cap. Additional features that make Touring trim more appealing include full LED headlamps with Honda’s very upscale trademark design, some extra exterior chrome including the door handles, and new 20-inch machine-finished alloys with black painted pockets.

I think the various styling tweaks make the entire design look more attractive. The outgoing version was by no means ugly, but it didn’t really grab my attention the way the new one does. From front to back the new Pilot is handsome. It’s a big three-row crossover SUV that still looks light and nimble, never cumbersome, and such appearances transfer well into the driving experience.

I’ll tell you more about that in my upcoming road test review, and let you know how its upgraded auto start-stop system and refined nine-speed automatic perform.

The well-proven engine carries over from last year, so its output remains generous at 280 horsepower and 262 lb-ft of torque. Honda also provides its Intelligent Variable Torque Management (i-VTM4) AWD system, assisted by its Intelligent Traction Management System as standard equipment across the line, while I should mention here the entry-level transmission, found in the base LX, the EX, and the EX-L Navi, only sports six forward gears.

So equipped the Pilot is good for a claimed 13.0 L/100km in the city, 9.3 on the highway and 11.3 combined, whereas nine-speed models achieve 12.4 city, 9.3 highway and 11.0 combined.

Your choice of transmission does not affect the Pilot’s towing capacities, which are rated at 1,588 kilos (3,500 lbs) in its standard setup or 2,268 kg (5,000 lbs) with an optional towing package, while I should also note that cargo capacity is another good reason to consider a Pilot, its space behind the third row measuring a sizeable 524 litres (18.5 cubic feet), or about the size of a large car’s trunk behind the third row, or 510 litres (18.0 cubic feet) in Touring/Black Edition guise, and 1,583 litres (55.9 cubic feet) with the third row folded, while it ranges from 3,072 to 3,092 litres (108.5 to 109.2 cubic feet), depending on trim, when both rear rows are folded flat.

A few more Touring features worth noting include more advanced LED high beam-infused headlamps, power-folding auto-dimming side mirrors, blue ambient lighting, front window acoustic glass, rain-sensing wipers, an electronic gear selector, ventilated front seats, a premium 600-watt audio system with 11 speakers including a subwoofer plus 5.1 Surround Sound, wireless device charging, Honda’s handy new CabinTalk in-car PA system, HondaLink Subscription Services, AT&T Wi-Fi hotspot, the “How much Farther?” app, a rear entertainment system, HDMI input jack, a 115-volt rear power outlet, blindspot monitoring with rear cross-traffic alert, and more.

Included with my tester, Touring models can be upgraded to include a set of sliding and reclining captain’s chairs to either side of a slightly raised floor-mounted console with cupholders and a shallow bin, instead of the regular three-abreast bench seat. This reduces passenger volume from eight to seven, but the captain’s chairs are more comfortable thanks in part to seat heaters and flip-down armrests, plus this seven-passenger edition gets a panoramic sunroof overhead for a much more open and airy cabin.

Touring trim also includes items pulled up from lesser trims, such as the acoustic windshield, memory-linked side mirrors with reverse gear tilt-down, heatable steering wheel, four-way powered front passenger’s seat, navigation system, navi-based compass, satellite and HD radio, front and rear parking sensors, heated outboard second-row seats, one-touch third-row access buttons, second-row sunshades, powered tailgate and more found in the EX-L Navi, plus the LED fog lamps, LED turn signals in the side mirror caps, roof rails, illuminated vanity mirrors, Homelink garage door opener, a leather-wrapped steering wheel, 10-way powered driver’s seat with memory, powered moonroof and more from the EX.

One of my favourite new features is the 7.0-inch TFT multi-information display (MID) found in the mostly digital gauge cluster. The MID features nice bright, high-resolution colour graphics and easy operation via steering wheel-mounted controls, a highly functional system that helps to modernize the look of the interior.

The Pilot’s big 8.0-inch tablet-style touchscreen infotainment system is excellent too, and along with wonderfully colourful tile-like graphics that were obviously inspired by Apple products, includes standard Apple CarPlay, Android Auto, Bluetooth smartphone connectivity with streaming audio, a multi-angle rearview camera with dynamic guidelines, and much more.

Additional standard Pilot features that are pulled up into Touring trim include remote start, proximity-sensing access with pushbutton ignition, a windshield wiper de-icer, a conversation mirror within sunglasses holder, tri-zone auto climate control, three-way heatable front seats, a 264-watt audio system with seven speakers including a subwoofer, the HondaLink Assist Automatic Emergency Response System, and more.

Lastly, the 2019 Pilot receives the Honda Sensing suite of advanced driver assistance features as standard equipment, which adds auto high beams, Adaptive Cruise Control, Forward Collision Warning, Collision Mitigation Braking System, Lane Departure Warning, Lane Keeping Assist System, and Road Departure Mitigation. This means that with the upgraded full LED cornering headlights from the Touring model the 2019 Pilot now earns a best-possible Top Safety Pick + rating from the IIHS (last year’s model didn’t achieve the + rating), while it also gets a 5 star safety rating from the NHTSA.

I’ll have more to tell you in my upcoming road test review, so stay tuned for all the details including some negatives. And if you’re curious about the price, including rebate information and dealer invoice pricing, check out CarCostCanada for everything you need to know…

News & Reviews- Tag: Touring