2013 Honda CR-V - Review

Honda takes pragmatism to an extreme with the CR-V, and provided you know that's what you're getting you'll be very satisfied. Somewhere smaller than the Pilot SUV and Odyssey minivan yet packing a lot more utility and space than the Civic--or even the Accord--the 2013 Honda CR-V is the zenith of compact-crossover space efficiency and versatility, and it's one of the safest vehicles on the market. If you're cross-shopping this kind of vehicle for family use, it's likely that it will meet your requirements in just about every way--except performance, perhaps.

Cutting right to the chase, and to what families want and need: The 2013 CR-V has what we think is the best rear seat-folding arrangement of any vehicle in this class; and that's combined with impressive back-seat comfort and good ride comfort in general. Open one of the back doors, and with one arm and a simple pull of a strap, in a very fluid motion the lower cushion tumbles forward into the footwell, the headrest angles forward, and the rear seatback flips forward, all tucking nearly behind the front seat, to a completely flat position. Cargo loading is also a snap, as the liftover height is only 23.6 inches. And up front, there's a minivan-like selection of cupholders, cubbies, and cargo trays.

The other high point for the CR-V is safety. In National Highway Traffic Safety Administration (NHTSA), the CR-V has earned five-star results overall, as well as in frontal and side impact testing. It's also earned top 'good' scores in all tests from the Insurance Institute for Highway Safety (IIHS) and is a Top Safety Pick. A Multi-Angle Rearview Camera is available and offers three different views (wide, normal, and top) to help you see obstacles (or children).

That's the good. The bad depends on what kind of discerning (or demanding) shopper you are, because in both exterior styling and performance, the CR-V is fine for a family vehicle, but lacking pizazz for those with upmarket tastes or any kind of performance sense. Its exterior last year evolved only slightly, with the front and rear styling spruced up a bit and the front end made more noticeably carlike. Meanwhile, Honda dropped the cargo floor a few inches, as well as the seating, which opened up more space, but the net effect of this inside-out design move is that it can appear a little homely from the outside compared to stylish, rakish (and space-compromised) entries like the Ford Escape or Kia Sportage. Inside, the simplified, streamlined serves it well, with climate controls just below audio controls, and a small, five-inch ‘i-MID’ trip-computer and audio screen just above it all.

Performance is the other down side compared to other vehicles in this class. The CR-V doesn't steer or handle with much verve; has a five-speed automatic at a time when most rivals have six-speeds; and Honda has skipped direct injection here. That said, what you get is smooth and even, just not all that quick. Part of the blame is that Honda opted for taller gear ratios for better fuel economy: EPA fuel economy ratings land at 23 mpg city, 31 highway with front-wheel drive, or 22/30 with four-wheel drive—making it the highest-mileage all-wheel- or four-wheel-drive vehicle in this class. Just as in some of Honda's other models, there's a big green 'econ' button on the dash, to engage more frugal parameters for the powertrain and A/C.

The CR-V isn't the trail vehicle that some of the hardier crossovers like a Subaru Forester or Jeep Patriot are, but its available Real Time all-wheel drive is a good tool set for snow-covered roads, or even mud.

For 2013, the Honda CR-V keeps pace with the market in terms of connectivity, and it includes a well-rounded feature set; the only caution, for those who like to add some extras like a navigation system or satellite radio, is that to get them you may have to move all the way up to the much more expensive EX-L model. There, you do get a few upgraded interior trims, plus leather upholstery, a ten-way driver’s seat, heated front seats, automatic climate control, heated mirrors, and a higher-power (328-watt) audio system with subwoofer.

2013 Ford C-Max - Review

The 2013 Ford C-Max Hybrid represents the first straight-up competitor to the legendary Toyota Prius hybrid, and it's home-grown and assembled in Michigan. This is Ford's first dedicated hybrid, meaning there's no gasoline-only version of the C-Max sold in the U.S. In exterior size and internal capacity, the tall, compact five-door hatchback neatly splits the difference between the standard Prius Liftback and the new-for-2012 Prius V wagon.

The C-Max Hybrid model will be followed in a few months by the C-Max Energi, the first-ever plug-in hybrid Ford has offered. It will face off against the Prius Plug-In Hybrid, though it promises a longer all-electric range. But we haven't yet driven that car, and this review deals solely with the hybrid model--which will be the volume seller in the C-Max range.

The exterior styling of the C-Max starts with the large trapezoidal grille of the Ford Focus Electric, and then adds the accent lines and window angles of Ford's "kinetic design" to what is really a small minivan, or perhaps a tall and upright five-door hatchback. Inside, however, the C-Max has a rich and stylish dashboard and a number of high-end options that make the comfortable interior a luxurious place to spend time.

Ford's hybrid C-Max is rated at 47 mpg on the EPA combined test cycle, just marginally worse than the 50-mpg Prius Liftback but better than the Prius V's 42 mpg combined. On the road, its 2.0-liter four-cylinder engine and electric motor deliver 54 hp more than the Toyota Prius powertrain. In practice, that means that the C-Max is far less stressed and desperate-sounding under hard acceleration; its engine is more turbine-like than the desperate howl of the Prius. Its handling, regretably, is far from the agile and lithe feel of the Focus compact it's based on--the heavy C-Max tends toward the ponderous on the road.

Our test C-Max was well built and offered more interior space than the Prius Liftback, plus a bevy of practical features that will make it a useful vehicle for carrying around families of four of five and their gear. Ford expects the hybrid C-Max to achieve top safety ratings, though it has not yet been crash-tested by either the NHTSA or the IIHS.

At $25,995 including delivery, Ford has kept the base price of the C-Max Hybrid below that of the Prius V wagon (starting at $27,345 with delivery), though the hybrid C-Max costs about $1,200 more than the base Prius Liftback model. While the standard Prius will continue to reign as the most fuel-efficient (non-plug-in) car sold in the U.S., the added cargo capacity, people space, and fuel economy of the C-Max--and its more relaxed operation under heavy loads--may prove formidable competition for the Prius V wagon.

One drawback to the C-Max is the lack of all-wheel drive. The C-Max Hybrid effectively replaces the discontinued Ford Escape Hybrid crossover utility vehicle, but fully half of all Escape Hybrids were sold with a mechanical all-wheel drive system--pretty much mandatory in the Northeast and snowy or mountainous states. The C-Max is front-wheel-drive only, and Ford has no plans to offer an all-wheel-drive model. That's a major missing item, in our view.

While the Prius pioneered the high-efficiency segment Toyota has dominated for 12 years, at last there's a credible competitor that in some ways is a better car than the fabled Prius. The biggest challenge Ford faces, in fact, may be simply convincing those crucial California Prius buyers to consider the C-Max in the first place.

Toyota Camry Vs. Honda Accord: Compare Cars

Back in the 1980s, Toyota and Honda hit their stride in the U.S. with the Camry and Accord, two models that have come to epitomize the American mid-size sedan. Since then, both models have been thoughtfully evolved to keep pace with what families need in a frugal family sedan, and while they've never been all that stylish, they've always been smart and sensible—as well as among the top sellers on the market.

Style and performance definitely take second stage for most of the budget-oriented family shoppers who consider the Accord and Camry. They're more concerned with whether there's enough interior space and comfort in a sedan, whether it's safe, and what kind of features you get for the money.

Both the Camry and Accord offer a comparable package—and they're about the same size, overall—but the Accord emerges as the winner from a space and comfort standpoint. The rather flat, unsupportive front seats that are included in most of the Camry models (except SE models) are inferior to the front seats in the new 2013 Accord, as they have improved back support and better bolstering. We think most shoppers will also prefer the trim and materials in mainstream Accord EX models to that in the comparable Camry LE, as it's just a little more upscale in look and feel. In back, both of these models have rooflines that don't tuck dramatically downward, like some models in this class, so they're among the better choices for carrying adults in the back seat. With its rather low beltline and a little more side glass, the Accord offers a slightly better view outward for those in back—possibly eliminating the need for Dramamine.

Toyota and Honda have paid more attention to refinement this time around and added extra noise insulation, but thanks to standard Active Noise Control and Active Sound Control on the Honda Accord—which especially help cancel out road noise—the Accord is the clear winner here, too. For ride quality, the Camry is the softer of the two in most of its trims, although the Accord's firmer calibration brings crisper handling response.

The Toyota Camry is one of the best safety picks in its class, including top crash-test ratings across both U.S. test agencies—with Top Safety Pick status from the IIHS and a five-star overall score from the federal government. At the time of writing, the U.S. agencies haven't yet released crash-test ratings for the 2013 Accord, but Honda already anticipates top ratings from both—including a 'good' rating in the new IIHS small overlap side test, which might make it one of the first mainstream sedans to achieve it. Both models offer some sophisticated advanced safety technology, including Forward Collision Warning, Lane Departure Warning, and Adaptive Cruise Control, as well as a cool new LaneWatch system that shows you an expanded view from the in-dash display when you click the turn signal lever. Toyota is offering a blind-spot monitoring system, as well as a rearview camera system. Our only complaint is that, with either of these models, not all these safety features are offered a la carte and you need to step up to pricier and more luxurious models in order to get them.

The market has evolved to expect connectivity features even in lower-priced vehicles, and both of these models cater to that expectation, with standard Bluetooth hands-free calling, Bluetooth audio streaming, and a USV port. But Honda has gone well beyond that, also including SMS text capability, Pandora audio streaming, dual-zone climate control, and an eight-inch i-MID display. Provided you're looking at one of the more affordable trims, we think Honda is the winner here, too—but only slightly.

The Camry still wins for fuel economy—for now, that is, if you consider that the Camry Hybrid is widely available and has excellent gas-mileage ratings of 43 mpg city, 39 highway. But if you're weighing the mainstream models against each other, the Accord emerges as the more frugal. Honda won't have a Hybrid model until the 2014 model year, when it will also introduce a Plug-In Hybrid model. In the meantime, looking at the rest of the lineup, the Accord earns an excellent 27/36 mpg with its new direct-injection four-cylinder and continuously variable automatic transmission (CVT), while the four-cylinder Camry gets 25/35 at best. V-6 Accords are especially smart and efficient, with ratings of 21/34, while Camry V-6 models stand at 21/30.

If you need to settle what could at this point be close to a tie for some, it's worthwhile to take a longer look at the styling and performance of these two cars. Don't count on either of these models to add excitement or sex appeal. With the Camry's current design purely evolutionary, and Honda proudly touting that it designed the Accord from the inside out, these aren't models designed to catch your eye from a distance. In fact, they're both very likely to blend in with

For 2012, the Toyota Camry was completely redesigned—although the changes were so subtle and evolutionary you might not have even noticed. The 2013 redesign given to the Accord is roughly in the same league—although the Accord does look a slightly more exciting and better proportioned on the outside, with more of a premium look inside. Of course, on the outside, especially, both of these models have been upstaged by the Hyundai Sonata, as well as the daring new Ford Fusion.

As far as performance goes, these are two of the only remaining mid-size models to offer an available V-6, and in both cases it's a smooth, refined, and very strong option. In the Accord especially it gives this Honda more of an Acura feel. Both models are also very smooth with their base four-cylinder engines, and the new CVT in the Honda doesn't succumb to the undesirable drone and rubber-band feel that CVTs so often do. The Camry is downright dull to drive, although it has a more responsive feel in SE versions; on the other hand, the Accord gets the higher score here because of its well-tuned steering and crisp, light driving feel.

While the Camry doesn't lag far behind the Accord in any one way—well, except styling, perhaps—Honda has produced a more compelling design and driving experience that still hits all the marks for practicality, comfort, and features.

2014 Mazda MAZDA6 - Review

For many years, the current-generation Mazda6 has been easy to single out as one of the sportiest and best-driving mid-size sedans on the market. Yet it's somehow missed the mark and very few shoppers have paid attention, or even put this excellent model on their shopping list.

Now Mazda is in effect giving this sedan a rethink, with an all-new third-generation 2014 Mazda6 due sometime in early 2013. It adopts the philosophies of its lean-performance SkyActiv engineering initiative, gets a new look that's more voluptuous and muscular than ever, and should offer improved interior space, better safety, and a more extensive feature set. Mazda has also moved production for the U.S. version back to Japan.

Design-wise, the Mazda6 builds on the Kodo “soul of motion” design language that it's used for its new CX-5. We like what we see in initial pictures, with a curvaceous, cohesive look outside, and details in front and in back that stray from identikit sedan convention. The side mirrors have been moved rearward, along the doors rather than on the A-pillar, to help improve visibility. Inside, we see a continued development of Mazda's more driver-focused layout, with dark and contrasting trims and hooded gauges, but tweaked here for an upright layout that should lend more of a feeling of spaciousness.

The much-loved (but also thirsty and slow-selling) V-6 model of the Mazda6 is now gone from the lineup, replaced by two different versions of the SkyActiv four-cylinder engine. A 2.0-liter version making about 155 hp, while a new 2.5-liter SkyActiv engine will make its debut in the Mazda6, making about 189 hp and 189 pound-feet of torque. In the Mazda3 this smaller engine gets up to 40 mpg, while it gets up to 35 mpg in the CX-5, so we anticipate a highway rating of 36 to 38 here in the Mazda6.

Essentially, we expect the next-generation Mazda6 to drive with the leanness and frugality that we've experienced in the all-new Mazda CX-5, as well as the revamped Mazda3. Transmissions will include six-speed manual or six-speed automatics, and at least at launch all Mazda6 models will have front-wheel drive. All models will get electric power steering. It's also the first model to include the i-ELOOP system that combines start-stop with a higher-capacity (capacitor-based) brake-energy regeneration system—although it's unclear at this point whether this will be offered in the U.S., or in a special green model.

A diesel is reportedly on the way, too, and likely to come to the U.S., although it might not join the lineup until the 2015 model year.

Packaging hasn't changed dramatically, although the new model is slightly narrowed and shorter; wheelbase is just slightly longer, while front and rear overhang have been reduced. One potential issue we see in early pictures is that the roofline looks more rakish than ever, and that could interfere with the usability of the back seats (legroom and kneeroom are improved, however). Otherwise materials and cabin appointments look a big step ahead compared to the last car, which felt rather drab in its base trims. Mazda boasts that the new model has a class-leading 0.26 coefficient of drag, and as with Mazda's other new models we expect noise and vibration to be improved (it never was much of an issue with the outgoing car).

New active-safety features in the 2014 Mazda6 will include High-Beam Control (HBC) and Adaptive Front-lighting System (AFS), and a Hill Launch Assist feature will be included. Rear Vehicle Monitoring, a Lane Departure Warning System, a Smart City Brake Support system, and an Emergency Stop Signal (to notify of panic braking) are other safety features that may be included or on offer. Mazda also boasts that the new body structure is much lighter (200 pounds less due to ultra-high-strength steel), yet designed for top ratings in tests around the world, while the front seats have a new anti-whiplash design.

We expect the 2014 Mazda6 to reach dealerships in the first quarter of 2013.