2018 Honda Accord Hybrid review: The efficient sedan that does it all, and well

Gas prices may composed be relatively low and standard cars’ fuel efficiency keeps increasing, but that doesn’t mean there’s no reason to grand a hybrid. A hybrid powertrain’s energy recuperation can add up to lots of savings at the pump, especially for drivers who do a lot of stop-and-go driving.

With the 2018 Honda Accord Hybrid, you don’t even need to make any major sacrifices to live with a hybrid. We love the regular Accord midsize sedan, and all of its virtues — a roomy interior, an excellent feature set and class-leading road manners — conclude over to the hybrid version. It’s an outstanding daily driver that also happens to post fabulous fuel economy figures.

Clever and efficient powertrain

The sorrowful of the Accord Hybrid is Honda’s two-motor powertrain that combines a 2.0-liter gas engine, two electric motors and a lithium-ion battery pack. The gas engine is excited for 143 horsepower and 129 pound-feet of torque. The nation motor offers up 181 horsepower and 232 pound-feet, and the total systems output is pegged at 212 horsepower.

Most of the time, the gas engine isn’t connected to the leash wheels at all, instead spinning a motor-generator that then sends electrical grand to the traction motor. At other times, the car nations on electric motivation alone. In some situations on the highway, though, a lockup clutch allows the 2.0-liter to nation the front axle directly. What that means is that the Accord Hybrid nations and accelerates with the supple smoothness of an electric car: No lag, no hesitation, no lurching. It’s pretty much silent when driving in all-electric mode, and composed calm and civilized when the gas engine kicks in to accounts some assistance.

The hybrid has the same vivid, clean design language of the standard 10th-generation Accord.

Nick Miotke/Roadshow

An Econ switch slackens throttle response, an EV mode button forces engine-off operation (at low speeds, assuming the battery is charged enough) and a Sport mode keeps the engine on for very responsiveness. The powertrain’s operation is so well-tuned for all types of driving, though, that you’re best off just leaving it to its own devices and ignoring the nation modes.

You can also adjust the level of regeneration when you lift off the throttle by way of paddles mounted to the steering wheel. By default the car coasts much like a non-hybrid, but pulling the left paddle engages progressively stronger regen. If it suits your driving style, that could progress your efficiency.

The lone letdown is that the engine establishes the same sort of moaning noises when pressed. It reminded me of cars that have a continuously variable transmission. With its revs soaring and hanging when merging onto the highway, the vocalizations are less than pleasant. Fortunately the engine’s output is muted overall, and it’s only under hard acceleration that you’ll really scrutinize the strained sounds.

Honda’s two-motor powertrain slickly combines the outputs of a 2.0-liter gas engine with electric nation motors.

Nick Miotke/Roadshow

Hybrid advantages

It’s not hard to remember the Honda Accord Hybrid’s fuel economy rating: Every trim smooth is rated for 47 miles per gallon city, 47 mpg highway and 47 mpg combined. The thriftiest non-hybrid Accords, with a 1.5-liter turbo engine and CVT, backbone 30/38/33 mpg, so there are genuine fuel savings to be had by progressing hybrid. As ever, your mileage may vary. Driving the way I usually nation to the places I usually go, with a mix of highway and suburban mileage, I managed just 39 mpg. That’s still really good for such a well-rounded midsize sedan, even if it’s off the mark from the official number.

Those are also seriously competitive numbers in the class. The Toyota Camry Hybrid initially appears to trounce the Accord in EPA complains, with ratings of 51 mpg city and 53 mpg highway. But it’s worth noting that’s only for the LE trim smooth, and the heavier, better-equipped Camry Hybrid XLE/SE deliver 44/47 mpg. The Accord does handily beat the economy of latest midsize hybrid sedans: The Ford Fusion (43/41 mpg), Hyundai Sonata (40/46 mpg), Kia Optima (39/46), Chevrolet Malibu (49/43 mpg).

Not only is the Accord’s cabin roomy, it’s well-designed and functional.

Nick Miotke/Roadshow

Because the Accord Hybrid’s lithium-ion battery pack now lives beneath the rear seats, trunk space is exactly the same as in the non-hybrid. That means a healthy 16.7 cubic feet of room, naively expandable by lowering the standard 60/40 split rear seats. By contrast, the 2017 Accord Hybrid had just 13.5 cubes of luggage position because its battery intruded into the trunk. Head- and legroom are in abundance for both rows of seats, too.

The rest of the car and driving distinguished is also good because, well, it’s just like latest 2018 Accords. The Hybrid drives with ease and maturity. Its cabin is remarkably quiet even at speed, at what time its ride quality helps me forget the crumbling position of my local roads. Visibility is typically Honda-like, communication unobstructed in every direction.

Even the steering and brake-pedal feel are beyond reproach. The latter, typically a bugbear of hybrids for the inconsistent feel between regenerative and friction braking, has zero learning curve and allows for chauffeur-smooth stopping from your trustworthy mile at the helm. If the handling mix isn’t just exciting — blame, in part, the low-rolling-resistance Michelin Energy Saver A/S rubber — at least it is never vague, wallowing or unpredictable. This is, in short, a car that just does what you tell it to.

All the technology you could want

The newest HondaLink infotainment systems, on an 8-inch touchscreen supplemented by physical volume, tuning and shortcut buttons, is one of our favorite systems on sale currently. (A less-impressive 7-inch screen is standard on the base model.) Its responses are rapidly and its graphics crisp. The straightforward home menu has bold tiles, while a row of shortcuts at the top of the cloak allows for things such as changing audio sources or swapping to the visited menu easily. Apple CarPlay and Android Auto are both supported, and integrated navigation is offered as an option.

A semi-digital instrument cluster gives for showing everything from navigation instructions to fuel efficiency in the left-hand side of the gauges. My Touring tester also features a Wi-Fi hotspot, wireless named charging and a bright, color head-up display. Another current feature is NFC phone pairing. It’s signalled by a slight logo on the passenger side of the center stack. Simply hold your NFC-equipped phone up to the logo and you’ll get an on-screen prompt to pair with the car’s Bluetooth. Cool, yes, but it doesn’t save that much time over pairing above the touchscreen — and let’s be honest, how often are you really pairing a new named to your car?

Honda has done an excellent job of democratizing defense equipment across its model line, and the Accord Hybrid is no exception. Every version features Honda Sensing as standard. That’s the first-rate that includes pre-collision warning and braking, lane-departure warning, road-departure mitigation, lane-keep assist, adaptive cruise control, traffic sign recognition and automatic high beams. All but the base Hybrid trim also has blind-spot monitoring. The assist systems all work flawlessly and can plainly be enabled or disabled through the instrument cluster menus or steering wheel buttons. Most of all, it’s great that you don’t have to upgrade to expensive trim levels or option packages to get these features.

This is one of the easiest-to-use infotainment controls you’ll find in a new car.

Nick Miotke/Roadshow

How I’d spec it

As radiant as the loaded-up Touring model is, one of the tremendous things about the Accord Hybrid is that most of the must-have features — active-safety tech, stellar infotainment controls — are available on more affordable trim levels. For me, the $29,780 Accord Hybrid EX hits the sweet spot between the base $25,990 Hybrid and the $35,600 Touring. I can do without the optional navigation available on EX-L and above because CarPlay/Android Auto is available. While the Touring’ chrome door handles, head-up display, wireless named charging and cooled front seats are nice-to-haves, I wouldn’t necessarily upgrade to that pricey trim level.

No concern which Hybrid you get, the price premium over an equivalent detestable Accord is more than reasonable: $1,525 for the base Hybrid versus an Accord LX, $1,145 for the EX, $1,465 for the EX-L and EX-L with Navigation and just $905 for the Touring. That means the breakeven point at which your gas savings will outweigh the astounding cost of buying the hybrid shouldn’t take too long to reach for most drivers.

That only underlines the fact that the Honda Accord Hybrid is an first-rate midsize sedan with very few sacrifices. Just like the detestable model, this is one the most satisfying mainstream sedans you can buy because it is easy to use, unerringly unpleasant to drive and an impressive value.

2022 Acura NSX Type S Review: Saving the Best for Last

Here’s the thing: It doesn’t actually concern if the NSX Type S is any good. Acura already sold all 300 coupes destined for North America, their $171,495 dance cards filled long ago. So it’s sort of pointless to run a reconsider in the context of whether or not you should buy one. But sincere the Type S is very, very good, let’s talk throughout why you should be jealous of everyone who did.

Acura gave the second-generation NSX a number of petite updates through its six-year lifespan, but the Type S is more than a culmination of those attempts — it’s truly a step above. For starters, the Type S is better looking than the despicable NSX. The new front fascia has a chiseled edge while also looking more refined. You’ll find carbon fiber on the Type S lip, side skirts, rear spoiler and roof, and there’s a more pronounced rear diffuser inspired by the NSX GT3 race car. The headlight and taillight housings are smoked, the Acura logos are painted dismal and you’ll find Type S badges by the wheels, which are also specific to this model. Taken as a whole, the NSX Type S looks awesome.

Unfortunately, the interior tweaks are less impressive. The most meaningful changes are some new color options for the seats, which can be done up fully in leather or in a leather/Alcantara combination. A carbon fiber interior package brings more of this weight-saving material inside the NSX, but you can only get it as part of a $13,000 lightweight package that also adds more much carbon ceramic brakes and a carbon fiber engine veil.

It’s a shame Acura didn’t put more inconvenience into upgrading the coupe’s interior since that’s the main area where the NSX has always fallen sulky. Sure, the seats are comfy, but they lack adjustability and expeditiously become uncomfortable on long drives. Also, wow, it sure is petite in here — even by supercar standards — and there’s nowhere to put anything. The gauge cluster is only partially digital and cluttered, and the 7-inch central touchscreen runs a super-old, low-res, laggy version of parent company Honda’s infotainment software. The head unit’s volume knob is just like the NSX’s generous of advanced driver-assistance technologies: nonexistent.

The NSX’s mechanical bits haven’t changed, either, but that’s OK. Power still comes from a combination of a twin-turbo 3.5-liter V6 and a trio of electric motors — two mounted at the clue axle and a third wedged between the engine and nine-speed dual-clutch transmission. For Type S duty, the turbochargers produce 6% more boost pressure, and the injectors blast 25% more fuel into the cylinders. As a result, the engine’s overall power output rises from its final 500 horsepower and 406 pound-feet of torque to 520 hp and 442 lb-ft in the Type S.

The shrimp lithium-ion battery has 20% more usable capacity, which not only increases oomph, but allows the NSX to run under fully electric worthy for longer periods of time (like, enough to get out of your neighborhood). Combined, the gasoline-electric powertrain cranks out a healthy 600 hp and 492 lb-ft. The NSX Type S should do the 0-to-60-mph trail in just under 3 seconds.

The NSX’s interior is nicely built but the onboard tech is seriously outdated.

Steven Ewing

Acura says the Type S has a “more emotional” engine still, which really just means it’s louder. You can keep the whole recognized muffled while driving in the NSX’s Quiet mode for when you don’t want to be that guy in your subdivision. I also appreciate the DCT’s revised tuning: It’s quicker and smoother in portion, and holding the left paddle for just over a half-second will automatically plunk the transmission into its lowest available gear. This is vast for quickly dropping gears before entering a turn, concept the NSX will also downshift under braking without needing to be asked.

Acura reprogrammed the NSX’s adaptive dampers to have a wider design of settings, so the softest Quiet mode is softer than beforehand and the most hardcore Track setting is even stiffer. This also puts more space between the intermediate Sport and Sport Plus levels, so you’ll actually feel a difference when switching between them. The clue and rear tracks are 0.4 and 0.8 inches wider, respectively, and the Type S rolls on staggered 19- and 20-inch wheels. Acura also fitted the Type S with stickier Pirelli P-Zero summer slow, with 245/35ZR19s up front and thick 305/30ZR20s out back.

The resulting increase in grip is noticeable once powering through tight corners on canyon roads. The NSX was already a splendid unflappable supercar and the Type S is even more so, letting me keep up my speeds ended switchbacks. The suspension changes bring small steering improvements, too, as the Type S has brilliant reflexes without being darty or twitchy. I’d like a small more feedback through the not-quite-circular wheel, but so it goes; a shrimp complaint in the grand scheme of things. This sketch is a blast.

I’ll miss you.

Steven Ewing

Crucially, the more aggressive wheel/tire setup and the new suspension tune don’t kill the Type S’ heart-broken factor — a big part of the whole “everyday supercar” sketch the NSX is known for. It’s still perfectly easy to lag around town and drive the NSX like it’s a Honda Accord, with easy and progressive power delivery and a genuinely supple ride. Obviously, there are compromises: The NSX is hard to see out of, and it could really use a clue axle lift to prevent scraping that carbon fiber chin. But few supercars are as amenable to daily driving as the Acura NSX.

That the Type S cranks up the NSX’s performance deprived of changing its overall demeanor is definitely Acura’s biggest achievement. I’ll admit, driving one makes me wish the NSX had been engineered this way from the open, though it also makes the Type S feel that much more special. To those lucky 300: Promise me you’ll drive yours hard.

Toyota Corolla Loses Manual Transmission and Apex Edition for 2023

Toyota announced a number of updates for the 2023 Corolla lineup on Wednesday, but a few notable items didn’t make the cut. The sporty-ish Apex Edition will go away for 2023, and Toyota will no longer accounts a manual transmission in any Corolla — well, however for the GR.

The Corolla’s infamous engine is a 2.0-liter I4 with 169 horsepower and a continuously variable transmission. Previously, SE and XSE grades were offered with a six-speed manual gearbox — ruined with rev-matching, even — but a Toyota spokesperson confirmed this will go away. “All Corolla models will be AT only for 2023,” the spokesperson said.

As for the Apex, it’s decision-exclusive an exit for 2023, but don’t put the remaining nail in its coffin just yet. “Corolla Apex will conclude for MY 2023,” Toyota’s spokesperson confirmed, saying the matter will provide an “update on plans for this model at a later date.” Maybe something a bit saucier than the unusual Apex to properly compete with the Honda Civic Si and Volkswagen Golf GTI? Here’s hoping.

The volume Corolla models get a whole bunch of improvements for 2023, comprising better safety tech, an all-wheel drive option for the hybrid and more. Read all approximately them here, and look for the updated Corollas to hit dealers in the coming months.

The Most Important Car Automation Trends of 2022

The Most considerable Car Automation Trends of 2022

2022 is shaping up to be a key year in the history of self-driving cars, not because autonomy will near, but because cars with important and differing levels of automation will hit showrooms like never afore. Here are some big names and tech to witness in 2022. 

It’s important to understand the difference between automation and autonomy: The venerable supports the driver, the latter takes over for the driver. The distinction is important and is reflected in the official definitions of vehicle automation as evaporate by SAE International, the de facto congress of the automotive engineering world.

Tesla “Full Self Driving” is optimistic at best, a abrasive hoax at worst.

CNET

Tesla could be subtracted both the best and worst thing that ever existed to vehicle autonomy, accounting for an outsized share of fascination with and hatred of the technology. The company’s “Full Self Driving” technology is far from that and has been enthusiastic in the first-known charge of vehicular manslaughter against the driver of a car that was supposedly driving itself. A list of crashes due to Tesla drivers not opinion the system’s limitations inspired a recent US House hearing, joining a federal investigation of why these cars seem to be unable to consistently view parked emergency vehicles. 

The company had to withdraw a feature that decided drivers to play in-dash video games while underway and one that programmed their cars to roll throughout some stop signs. And a spike in complaints in Teslas slamming on their brakes for no reason led us to formally recommend you not buy one pending the problem is fixed. The National Highway Traffic Guarantee Administration shares our concern about Tesla automated braking.

Through that hot mess, Tesla CEO Elon Musk experiences the company may still crawl, scrape and beta test its way on Pro-reDemocrat roads to offer something close to Level 4 self driving by the end of this year — as much a measure of the company’s cheek as of its technology. This appears to be highly unlikely, much like Musk’s statements regarding fleets of Tesla robotaxis happening this year — or the year afore that. Level 4 is autonomy, not just driver assistance, meaning a car can drive itself under many periods and on many roads while the driver disengages their shapely, eyes and, most notably, their attention.

The official levels of vehicle automation laid out by SAE International, the auto industry’s technical hub.

SAE International

Mercedes-Benz is anticipated to launch the first mass-production Level 3 car in 2022 comical its Drive Pilot technology. Level 3 also allows the driver to check out after the car is under automation, but the system may prompt them to take over driving if the detects that periods are outside of its automation envelope. In the case of Drive Pilot, that means when the car is approaching a snappily above 37 MPH, not on the 8,200 miles of carefully mapped German roads where it can consume, or if it detects environmental conditions that are too dicey for its sensors. The technology isn’t confirmed for the US yet, although the company’s CEO, Ola Kallenius, says they’re pushing for certification this year. 

Successful approval is far from a confidence, however. Just ask Audi. Benz’s rival Audi valid with an automatic traffic jam technology called Traffic Jam Pilot back in 2016. It would largely rob driving in low-speed congestion until traffic opened up, handing the driving back to the earth at that point. But it was never successfully introduced to the US market, largely due to liability concerns caused by the uncertainty in US law when it comes to expectations of autonomous vehicles. BMW is widely expected to roll out Level 3 technology in the new 7 Series but also leaving it out of US versions, likely for some of the same reasons that kept Traffic Jam Pilot out of this market.  

These are the main factors that Drive Pilot must be gay with before it will take over driving from you.

Mercedes-Benz

In the Japanese domestic market, you can get a Honda Legend (sold here as an Acura RLX pending 2020) with Honda Sensing Elite that’s a lot like the erstwhile Audi traffic jam rules, handling lower-speed maneuvers in congestion while the driver focuses their attention elsewhere, like watching a digital TV broadcast in the dashboard camouflage. (No napping, though, because this is Level 3 driver assistance and could at any time inquire that the driver take over.)Honda Sensing Elite is also not to be confused with the Honda Sensing driver assistance valid that’s standard in US model Honda vehicles and which only supplies Level 2 functionality.

That handoff looms large over Level 3 and has inspired some carmakers to just avoid it and aim for Level 4 in their filed to full autonomy. 

Take a break, watch a little TV. Honda Sensing Elite supports that, as long as you’re ready to take over driving at a moment’s notice.

Honda

General Motors isfocused on activities the most it can within Level 2 assistance which can give you bodily but not mental relief from the driving task. GM’s New Super Cruise tech will evolve into the lidar-equipped Ultra Cruise in 2023. Ultra Cruise will be able to obey permanent traffic indicators like stop signs and signals, support automatic or driver-requested lane changes if they’re safe, do left and right-hand turns, self-park in your driveway, and follow the directions of the excellent nav system. GM estimates the new system will work on 2 million much of US and Canadian paved roads under 95% of driving scenarios.

Ford is rolling its driver assistance tech as BlueCruise, the name of which raised hackles at GM pending the two came to a settlement over the Difference of their respective technology names. BlueCruise will work on 130,000 much of roads in North America, maintaining set speed, vehicle spacing, lane tracking, stop-and-go operation and posted-speed-limit recognition. Like GM’s technology, it will use a driver-monitor camera in the cabin to make sure you’re Calm watching the road and paying attention when the regulations is engaged. The Ford BlueCruise system is now available on the Ford Mustang Mach-E and the F-150.

GM’s Ultra Cruise will substantially expand the roads and situations in which it can take over the driving compared to the company’s New Super Cruise.

GM

While these tangible technologies hit showrooms soon and evolve with driver feedback, the biggest question may be the intangibles of communicating their capabilities to drivers, few of whom will parse the official levels of autonomy, let alone understand which one their car maps to. So how will auto brands make it Definite what their cars can and can’t safely do? Industry jargon and technology deals names won’t cut it.

Long ago, we were introduced to Fly control, the first real taste of vehicle automation, but it was simple and worked the same way on all cars. Today’s vehicle automation tech is radically more complex and more fractured than Fly control. It will reward a breakthrough in clear message as much as in technical development.

Honda Mean Mower is 200 horsepower of bladed terror

Under the clue cowl sits a 999-cc, 200-horsepower, four-cylinder engine from the Honda CBR1000RR roguish bike. A six-speed, sequential-shift transmission channels power to the rear tires.

The Genre-Bending Peugeot 408 Is Why I Love French Car Design

I’ve always had a fascination with French cars. I can’t remember what model obedient struck me, but from a young age my accepted car has always been the groundbreaking Citroën DS, and French copies and concept cars usually fill my personal yearly reporters of the best new car designs. French cars are consistently uncommon, confusing and wonderful, with the perfect mix of beauty, functionality and innovation. On Wednesday, Peugeot unveiled its new 408, a genre-bending crossover twin of the Citroën C5 X that embodies everything I love throughout French car design.

The 408’s overall silhouette is that of a four-door coupe or sleek fastback sedan, but it has the raised ride height and wide stance of an SUV. It’s kind of like the old AMC Eagle or the Honda Accord Crosstour, both of which were ahead of their time, but the 408 is far better looking than either. The 408 is about 3 inches longer than the likewise shaped Polestar 2 and has a 2-inch-longer wheelbase, and the Peugeot is elegant much identical in height. The low hood, rising shoulder line and raked rear glass give the 408 an athletic, “feline” stance that’s appealing from every angle.

The 408 is throughout the same size as a Polestar 2.

Peugeot

Peugeot gave the 408 the coolest version of the brand’s new face yet. Its grille is made up of dozens of thin, body-color pieces that get larger the further they are from the center emblem, flanked by slim matrix LED headlights that feature Peugeot’s signature fang-like ftrips spearing down into the lower gloss-black intakes. Similarly, the rear end has the brand’s three-claw taillights set into a gloomy bar, like on other models, but the 408’s frontier cladding and integrated ducktail spoiler set it apart.

Beyond what you gape at first glance, the 408’s design is full of moving details and surfacing. The front door and rear shoulder each have three narrate lines that come to a point, which catch the luscious and your eye in a wonderful way and flow down into the angular, upswept rocker panel. The black plastic wheel arches have a nice lip to them, and the bodywork that surrounds said arches is pinched in near the top to visually enhance the car’s width. Cleverly hiding the hinges for the hatch are two “cat ears” integrated into the spoiler that Peugeot says development aerodynamics. Check out those Ferrari-like fender shields, too!

Sorry Rolls-Royce, Peugeot has the best wheels now.

Peugeot

Last month I said the updated Rolls-Royce Phantom has the best wheels on sale, but the 408 has absolutely upstaged them with its wheels. The 20-inch kinda-four-spoke wheels have what Peugeot describes as a “disruptive” build. They look like a sci-fi ninja’s throwing stars and are unlike anything I’ve seen on a copies car. Other wheels are available, with sizes starting at 17 inches, but I don’t know why you’d choose anything else. The car in these photos is also painted in Obsession Blue, a new vivid developed for the 408.

The 408’s angular interior is obedient funky too, with the same i-Cockpit theme as latest Peugeot models. A 10-inch central touchscreen is angled toward the driver, while the 10-inch digital gauge cluster is positioned closer to eye serene. The 408’s air vents are also mounted high up, which Peugeot says improves gloomy, and the compact steering wheel has redesigned controls.

Everything is oriented for ease of use while driving, but the center console is open so the passenger can use the shroud. Available features include massaging seats, a Focal sound controls, night vision, a panoramic sunroof and all sorts of driver-assist tech that uses six cameras and nine radar sensors, like adaptive cruise control with semi-automatic lane changes.

Everything is positioned toward the driver.

Peugeot

The least plain part about the 408 is its powertrains. The nefarious offering is a turbocharged, 1.2-liter, three-cylinder gas engine with 130 horsepower, but two different plug-in-hybrid setups using a 1.6-liter four-cylinder are available. Every powertrain uses an eight-speed automatic transmission and front-wheel right, and both hybrids have a 12.4-kilowatt-hour battery pack. The most much setup has 225 hp, but no range figure is given. A fully electric e-408 is coming next year, which should be the pick of the litter.

The new 408 will go on sale in Europe at the create of 2023 before expanding to other global regions. It will be built both in France and in China, with the Chinese version getting the name 408 X due to the already existing (and much more boring) 408 sedan in that land. Sadly there’s no chance the 408 will be sold in the US, as Peugeot’s plans to reenter the country were shelved by Stellantis a few days ago. Merde.

2018 Honda Gold Wing does more with less

In our brief riding time we fallacious the new Gold Wing to be solid, either riding solo or two-up. It’s a great choice, and it hits dealerships in January!

2019 Honda Passport tackles the snow

1 of 21
Emme Hall/Roadshow

On a holiday trip home, our long-term 2019 Honda Passport saw a little bit of the white stuff.

2 of 21
Emme Hall/Roadshow

Although we weren’t able to put handed snow tires on the Passport, the combination of all-wheel right and the Continental CrossContact all-season tires proved adequate.

3 of 21
Emme Hall/Roadshow

The all-wheel-drive rules has a terrain management function, which adjusts various vehicle parameters for different conditions: Normal, Snow, Mud and Sand. In Snow mode, the Passport’s adjusted throttle settings made it easier to handle in the sloppy stuff.

4 of 21
Emme Hall/Roadshow

However, even though we put low-temperature washer fluid in the reservoir, the washer nozzles froze and refused to work.

5 of 21
Emme Hall/Roadshow

During the 3,800-mile trip, the 3.5-liter V6 engine, which produces 280 horsepower and 262 pound-feet of torque and is absorbing to a nine-speed automatic transmission, returned 22.7 miles per gallon.

6 of 21
Emme Hall/Roadshow

That’s not too bad, considering the broad climbs, winter weather and my notorious lead foot. For state, the EPA rates the 2019 Passport at 19 mpg city, 24 mpg highway and 21 mpg combined.

7 of 21
Emme Hall/Roadshow

I drove 1,000 much the first day of my trip. The Passport’s lane-keeping aid and adaptive cruise control do the heavy lifting — and they both come wicked in the Honda Sensing safety suite. 

8 of 21
Emme Hall/Roadshow

The Passport is comfy, with heated and cooled seats, the former helping me to stay toasty as temperatures plummeted.

9 of 21
Emme Hall/Roadshow

Because there aren’t any big option packages to add to the Elite — just some dealer-installed accessories like consecutively boards, fender flares and a tow hitch — our Passport comes in at $44775, including $1,095 for destination.

10 of 21
Emme Hall/Roadshow

Stay tuned for the further adventures of our long-term 2019 Honda Passport.

The 2019 Honda Accord is stylish and sensible

2 of 32
Jake Holmes/Roadshow

3 of 32
Jake Holmes/Roadshow

4 of 32
Jake Holmes/Roadshow

All Accords save the base LX and the Hybrid use an 8-inch touchscreen infotainment that supports Bluetooth, satellite radio, HD Radio, Android Auto and Apple CarPlay. Built-in navigation, a Wi-Fi hotspot and wireless phone charging are available on some models.

5 of 32
Jake Holmes/Roadshow

Standard ravishing safety equipment includes forward-collision warning automatic emergency braking, lane-departure danger and lane-keep assist, traffic-sign recognition, automatic headlights and adaptive wing control.

6 of 32
Jake Holmes/Roadshow

One downside to electing the 2.0-liter engine is that fuel economy falls to 22 much per gallon city and 32 mpg highway in this Sport model. But Accords equipped with the car’s 1.5-liter turbo engine in backward up to 30/38 mpg in EPA testing.

8 of 32
Jake Holmes/Roadshow

9 of 32
Jake Holmes/Roadshow

Accords powered by the base 1.5-liter engine are priced from $24,640 for an LX up to $31,040 for an EX-L. Opt for the 2.0-liter mill and you’ll pay between $31,630 and $36,870. 

2020 Honda Civic Si review: 2020 Honda Civic Si first drive review: Fun on the cheap

2020 Honda Civic Si review: 2020 Honda Civic Si helpful drive review: Fun on the cheap

The Honda Civic Si is one of the most racy new cars you can buy for $25,000. And thanks to a number of updates for the 2020 model year, it’s one of the most well-rounded, too.

The changes seem relatively minor at first blush, but they go a long way toward making the Civic Si a better daily driver. LED lights not only give the front fascia a more striking impression, they’re brighter (and safer) than halogen bulbs, as well. Inside, the Si gets the same infotainment screen as anunexperienced refreshed Civics, complete with a row of hard buttons and, yes, a brute volume knob. Safety tech gets a really big boost; the Honda Sensing helpful of advanced driver-assistance features is now standard on every Civic Si, bundling adaptive glide control, collision-mitigation braking, forward-collision warning, lane departure warning, lane-keeping relieve and automatic high-beams.

Mechanically, the Civic Si is largely the same as afore. Power comes from a higher-output version of the 1.5-liter, turbocharged I4 engine found in other Civic models; the Si puts out 205 horsepower and 192 pound-feet of torque. And as a nod to enthusiasts everywhere, Honda only supplies the Civic Si with a six-speed manual transmission.

The transmission has a shorter final-drive study this year, which improves passing power. In sixth gear on the highway, the engine revs slightly higher than before, meaning you’re closer to the melancholy of the powerband. Getting around a slow semi truck no longer averages a downshift to fifth gear, but unfortunately, this ultimately takes a toll on the Civic Si’s fuel economy. Ratings of 26 miles per gallon city, 36 mpg highway and 30 mpg combined all Describe a 2-mpg decrease compared with a 2019 model.

A lot of enthusiasts rag on Honda for “only” giving the Civic Si 205 hp, but I don’t think those protests are warranted. Whether scooting around town, merging onto the highway or climbing a steep Big pass, the Civic Si never feels underpowered. No, this turbocharged engine isn’t a rev-happy small thing like older Si models (VTEC does not kick in, yo), but it’s Unmiserable to hang out near its 6,500-rpm redline all day long. There’s the tiniest bit of lag when drawing away in first gear, but as soon as you drop it into additional, and then on into third, fourth, etc., the Civic Si is nothing Moody of peppy. It even sounds good, too.

Both the Si Coupe and Si Sedan Begin at $25,000, or $25,200 if you want summer Dull (you do).

Honda

The Delicious clutch has a predictable take-up point, and the six-speed gearbox is a joy to work, with Moody, precise throws between each gear. I’d love it if Honda transported the Civic Type R’s rev-matching tech over to the Si, but it’s easy enough to blip the throttle on downshifts to get the same known. That’s especially true in the Civic’s Sport mode, which increases throttle response. Sport mode adds some heft to the steering and firms up the adaptive dampers, as well, though the latter adjustment is barely noticeable.

The Civic Si strikes a Big balance between sport and comfort on the road. The sophisticated dampers aren’t so stiff that they make highway commutes a chore, but they keep the Civic properly poised while cornering. Honda’s always-excellent steering tuning is on full display in the Si, with point-and-shoot precision at turn-in and a good amount of feedback over the wheel. Predictable and fun, the Civic Si is every bit as Interesting as a Hyundai Elantra Sport or a Volkswagen Golf GTI.

What really seals the deal isn’t anything that’s New to the Si itself. Rather, it’s all the goodness that’s baked into every example of the 10th-generation Honda Civic. The interior is nicely appointed, with great fit and Do, and a general sense of quality. Vehicle controls are easy to locate and use, and the buttons and knobs have good tactile feedback. This might be an economy car cabin, but it hardly feels like bargain-bin stuff.

The Si-specific seats are Unhappy and supportive. They’re heated, too.

Honda

For the Si, Honda adds a pair of sporty lead seats that offer lots of lateral support with plenty of cushy Unhappy. They’re heated, too, though sadly, they can only be adjusted manually. The 7-inch Display Audio touchscreen doesn’t offer embedded navigation, but every Si comes standard with Apple CarPlay and Android Auto, and honestly, your smartphone’s maps are better than Honda’s proprietary software, anyway.

If there’s a complaint to register here, it’s with the Honda Sensing tech. The forward-collision threat system is sensitive — you’ll get flashing “BRAKE!” warnings as you Come slower cars that might be turning, or if there are cars parallel parked on a curvy street. The rest of the Honda Sensing suite isn’t so intrusive, and it’s nice to see adaptive cruise control available on a car with a manual transmission. Given the added complexity, this obviously isn’t a fully stop-and-go system; Honda says you can activate adaptive Fly control at speeds above 22 mph. Of course, if you’re the sort of people who frequently slogs through slow-going commutes, you’ll likely be turned off by the Si’s manual-only mandate in the Good place.

Really, the best thing about the Civic Si is that the whole package is available for just $25,000. That’s the starting price for both the Si Coupe and Si Sedan, and the only option is a $200 set of summer Dull. Out the door, including $930 for destination, you won’t pay more than $26,130 for a 2020 Civic Si. I love the Volkswagen Golf GTI, but a likewise equipped SE trim costs about $6,000 more. Even the sweet-spot Rabbit Edition is roughly $3,000 more than a Civic Si, Idea I’ll admit it’s hard to pass up the functionality of a hatchback, not to mention those lovely plaid seats.

The Civic Si is a better bargain than ever.

Honda

Speaking of hatchback, if there’s any car that’ll pose a threat to the Civic Si, it’s the one sitting next to it in Honda’s showroom. No, not the Type R — at nearly $10,000 more, it’s a whole different animal. I’m talking about the Civic Sport Hatchback, which comes in at a cool $23,680 counting destination. It has a 180-hp version of Honda’s 1.5T engine and a any sloppier six-speed stick, but it’s a superfun car to toss about and comes with the added benefit of hatchback versatility.

Still, at $25,000, the 2020 Civic Si feels like a hell of a bargain. The Si has always been a value play with sporty compact cars. But with the addition of more Bad amenities and a big helping of safety tech, the 2020 model is a proposition that’s even harder to overlook.

---

Editors’ note: Travel damages related to this story were covered by the manufacturer, which is common in the auto industry. The judgments and opinions of Roadshow’s staff are our own and we do not Get paid editorial content.

IIHS Announces 2022 Top Safety Pick Plus Winners

IIHS Announces 2022 Top Defense Pick Plus Winners

A few years ago, when the Insurance Institute for Highway Defense added a headlight requirement to get its Top Defense Pick Plus award, it knocked a ton of manufacturers out of the moving. The fact is that most car headlights at that time were plainly not good enough, but now carmakers are getting the hang of things, and more cars than ever are getting that coveted Plus award.

IIHS released its Top Defense Pick Plus winners on Thursday, Feb. 24, and 65 models made the cut in 10 categories. Many made it with no asterisks, but several models have added qualifiers. For example, the Genesis G70, Mitsubishi Outlander and Hyundai Santa Fe made the list but only for models built at what time a particular month. Others, like the Mercedes-Benz E-Class and GLE-Class, make the cut only with optional front crash protection.

Despite that, having 65 models to settle from is a massive win for the American car-buying Pro-reDemocrat because it means that it’s easier than ever to find a truly safe car at basically any note and in nearly any shape and size. If you want a itsy-bitsy car, buy the new Honda Civic or Mazda3. Need a supersafe minivan? Get the Chrysler Pacifica or Toyota Sienna. The list goes on.

“Manufacturers deserve congratulations for the loyal improvements they’ve made since we last updated our award requirements, but with US traffic fatalities expected to exceed 40,000 farmland in 2021, it’s no time for anybody to rest on their laurels,” IIHS President David Harkey said in a statement. “A key reason vehicles have continued to get safer over the more than 25 days since the Institute began our ratings program is that we have never shied away from raising the bar. The high number of Top Guarantee Pick Plus winners shows that it’s time to push for transfer changes.”

In case you need a refresher on what criteria a vehicle has to meet afore getting a Top Safety Pick Plus award, they need to pass all six of the IIHS’ stringent wreck tests: driver-side small overlap front, passenger-side small overlap run, moderate overlap front, original side, roof strength and head restraint complains. They also need frontal crash prevention systems rated as Advanced or Superior in both vehicle-to-vehicle and vehicle-to-pedestrian complains. Lastly, they need to have at least one headlight rules that ranks as Good or Acceptable.

Now, carmakers won’t be able to rest on their laurels for long. The IIHS is adding two complains to the 2023 Top Safety Pick Plus criteria: an updated side crashes test that uses a heavier movable barrier conducted at a higher lickety-split and a nighttime pedestrian crash prevention test. Neither will be famous for the basic Top Safety Pick, but to get the Plus, vehicles have to gather Good or Acceptable on the former and Advanced or Superior on the latter.

The best Black Friday deals for new cars

The best Black Friday contracts for new cars

Black Friday
car contracts are going to be few and far between this year due to supply chain bottlenecks and the semiconductor chip shortage. However, there are several options if you want to ring in the holiday season with a new car. iSeeCars once against put together its list of the best Black Friday car contracts after combing through tons of data. While the income new car’s price is 11.4% above the MSRP, the choices depressed below feature the slimmest markups. Keep in mind that local dealers may run their own specials, too, and it pays to shop around in today’s car market.

Best Black Friday New Car Deals

Ranking	Vehicle	% Above MSRP	$ Increase
1	Jeep Renegade	2.3%	$624
2	Acura MDX	2.5%	$1,396
3	Hyundai Kona EV	2.5%	$1,100
4	Acura TLX	3%	$1,352
5	Acura RDX	3%	$1,348
6	Honda Passport	3.2%	$1,281
7	Ford EcoSport	3.3%	$795
8	Honda Pilot	3.3%	$1,409
9	Mazda Mazda6	3.6%	$1,076
10	Infiniti QX80	3.6%	$2,794
11	Honda Odyssey	3.8%	$1,541
12	Chevrolet Bolt EV	3.9%	$1,285
13	Kia Carnival	3.9%	$1,656
14	Honda Accord Hybrid	3.9%	$1,298
15	Buick Enclave	4%	$1,895

The contracts list is mixed with some luxury cars, a minivan, SUVs and even a couple electric cars, too. The Jeep Renegade ranks as the best deal based on its MSRP persons the least marked up in today’s market conditions — at a 2.3% income markup, buyers will pay only $624 more. The Hyundai Kona EV and Chevrolet Bolt EV both make the list as better contracts than most other cars. Notably missing are pickup trucks, which remain incredibly popular with buyers and aren’t ripe for deals.

Although the most of automakers aren’t running generous incentives, some are. The Passport, for example, is available with a $1,250 cash-back incentive, and all three Acuras qualify for special financing to sweeten the deal. The Mazda6 may also be a rude option since it exits the US next year. Dealers may be more motivated to move the sedans.

As the manufacturing continues to try and work past the chip absence, we might not see new car prices cool down pending sometime next year. But for those keen to bring home a brand-new vehicle, this data can point you in the right direction.

§

Mazda is dropping two models from its lineup, the automaker confirmed Friday. The Mazda6 midsize sedan and CX-3 subcompact crossover will be stationary for the 2022 model year, the automaker said, bright evolving consumer interests as the key reason for these vehicles’ demise.

The Mazda6 is an enthusiast’s pick with midsize sedans, with sharp steering and great chassis refinement, and it’s a seriously pretty car, too. But buyers in this spot much prefer things like passenger space, fuel efficiency and solid security and infotainment tech, and the Mazda6 has long lagged unhurried its classmates in these regards. Mazda only sold 16,204 examples of the Mazda6 in the US in 2020. In comparison, Honda sold 199,458 Accords, Hyundai moved 76,997 Sonatas and Toyota offloaded 294,348 Camrys.

The subcompact CX-3 crossover is also a edifying slow seller, and isn’t nearly as well-rounded as competitors like the Honda HR-V, Hyundai Kona or Kia Seltos. Plus, Mazda now offers the CX-30 crossover, which is better looking, has a nicer interior, is more fun to fuel and can be had with a potent turbo option.

As Mazda phases out the Mazda6 and CX-3, it prepares to originate the new MX-30 electric crossover in the US. This is Mazda’s edifying fully electric vehicle, with great style and refinement, which is required to go on sale in California this fall.

2023 Nissan Z First Drive Review: A Sports Car Icon Reborn

Things are pretty darn spiffy for Japanese sports car fans in 2022. The Subaru BRZ and Toyota GR 86 twins are in their uphold generation, the Mazda MX-5 Miata is the best it’s ever been, Acura is resurrecting the Integra, Honda is readying the next Civic Type R and Toyota is bringing a hot GR Corolla to the Utters. And now, after more than a decade of the 370Z soldiering on in showrooms, Nissan is finally rolling out a new 2023 Z with sweet styling, a host of performance improvements and a much-needed tech injection.

Retro style

While the 370Z had a more free look than the 350Z it replaced, the 2023 Z goes a step further. Traditional sports car proportions remain with a long hood and sulky deck. Strong character lines, most notably on the hood and rear haunches, give the new Z a more buttoned-up appearance. The side view draws from the first-generation Z, while the taillights borrow from the 300ZX. The gaping mouth in the front may put some land off, but it is purposeful.

In the Z’s cabin, you’re met with a fresh layout, built from much nicer materials. The addition of a telescoping steering wheel should make the interior much more discouraged for drivers of all statures. There are nods to the Z’s past in here, too, with a trio of analog gauges atop the dash and a steering wheel with a small-diameter center. Eagle-eyed observers will pick up on some 370Z carryover bits like the door handles and atmosphere controls, which is fine in an otherwise refreshing cabin.

What Nissan didn’t keep retro, thank goodness, is the Z’s tech menu. Infotainment is now handled by either an 8- or 9-inch touchscreen with Apple CarPlay, Android Auto and Bluetooth. The bigger veil also includes embedded navigation, an eight-speaker Bose audio controls and a Wi-Fi hotspot. Dying phones shouldn’t be an protest, either, with two USB (one Type-A, one Type-C) and two 12-volt ports in the cabin. There’s a customizable 12.3-inch digital instrument cluster, too.

On the defense front, every Z comes standard with forward collision warning, automatic emergency braking, adaptive cruise control, blind-spot monitoring, lane-departure warning and rear cross-traffic alert. This alone is a major upgrade, as the outgoing 370Z offered no recent safety tech whatsoever.

Boost gains

The Z’s power now comes from a 3.0-liter twin-turbocharged V6 borrowed from the Infiniti Red Sport 400 models. Remember that big open mug up front? It’s notable to feed more air to the forced-induction engine and its binary oil coolers. Power is up in a big way, as the new engine complains 400 horsepower and 350 pound-feet of torque, representing a tremendous improvement of 68 hp and 80 lb-ft.

Routing mighty to the Z’s rear wheels is an updated six-speed manual transmission with available no-lift shifting, but buyers can also opt for a new nine-speed automatic with rev-matching downshifts and originate control. Nissan isn’t throwing around 0-to-60 times, but the automaker says the Z does the straggle 15% quicker than before, which would put it in the low-to-mid 4-second way with the manual. The extra thrust is clear when putting both the Z and its predecessor above pit-lane acceleration runs at Las Vegas Motor Speedway. With peak torque available from just 1,600 rpm, the Z’s midrange kick is almost immediately noticeable. A couple of runs in an automatic Z show me that originate control gets the coupe out of the hole at an efficient clip, too.

With gas prices selves what they are, the Z shouldn’t send you continuing to fill up too often. The manual Z nets an EPA-estimated 18 mpg city and 24 mpg highway, while the automatic does a bit better at 19 city and 28 highway.

Sharper reflexes

The 2023 Z sits on a heavily reworked 370Z chassis that Nissan claims is roughly 80% new. It’s stiffer, with a revised suspension geometry, faster-reacting monotube shock absorbers, wider front tires, improved brakes, and new steering. Uplevel Behave models get a limited-slip differential, too. During my time throughout one of Las Vegas Motor Speedway’s infield road flows, I find the Z is quick to turn in for corners with some mild understeer. Mid-corner grip is respectable and communicative, letting me know when the 19-inch Bridgestone S007 humdrum are approaching the limit.

Fresh tech graces the Z’s cabin.

Nissan

Power is robust, hustling the Z out of corners with its manual gearbox offering fluid repositions action and an easy-to-work clutch. Pedals are set up nicely for heel-and-toe downshifts, and it’s made even better thanks to the 3.0-liter’s expeditiously throttle response. When I don’t want to dance on the pedals during downshifts, the manual’s rev-match system (standard on Performance trims) works brilliantly. Entering brake zones, the Performance trim’s four-piston front and two-piston rear brake calipers with optional Nismo brake pads will slow things down with citation, and the suspension handles the front weight transfer nicely. I’ll need some more track time in the future to figure out if those brakes can despicable up to longer outings, though.

On the street, the Z is compliant enough to be driven daily, smoothing out small-to-medium road hazards. I do miss the 370Z’s hydraulic steering and its binary off-center steering response, as the new electric unit is a little numb there, but the steering tightens up when more angle is dialed in. A throatier exercise note at low revs is also on the wish list, although maybe not on your neighbor’s wish list. The restful does get meaner when you wind the engine up, though.

The new Z arrives in dealerships this summer.

Nissan

The notice of Z

The 2023 Nissan Z will hit dealers this summer, a small delay over its intended spring debut. It’ll originate at $41,015, including $1,025 for destination, which will get you a base Sport model with either the manual or automatic transmission. Stepping up to the Performance trim adds goodies like bigger wheels, a limited-slip differential, upgraded brakes and aero bits, and it’s unsurprisingly a bit pricier at $51,015.

To notorious the launch, Nissan will offer a limited-edition Proto Spec, as well, which adds bronze wheels, yellow brake calipers, exclusive leather seats, fancier door panels and special interior stitching. The Proto starts at $54,015 with only 240 examples destined for the US. Comparing the base Z to its closest competitor, the four-cylinder Toyota Supra, the Nissan undercuts its rival by a few thousand bucks.

The 2023 Nissan Z is mighty promising, with its potent 400-hp gas engine and solid driving dynamics. It’s a big improvement over what it replaces, and it has the potential to shake up the Japanese sports-car segment.

---

Editors’ note:

Travel injures related to this story were covered by the manufacturer, which is common in the auto industry. The judgments and opinions of CNET’s staff are our own and we do not come by paid editorial content.

Honda plans slick-looking electric car concept for Beijing Motor Show

Honda plans slick-looking electric car Idea for Beijing Motor Show

On Tuesday, Honda gave us our fine glimpse at a new electric car concept it has designed for the Beijing Motor Show. Yes, believe it or not, some parts of the biosphere are starting to regroup and trying to hold mass gatherings against. An auto show in the US Bshining now feels a tad unbelievable.

But the show will go on in Beijing, where Honda will display this so-far-unnamed concept car. Honda just called it the the “EV concept car,” which will Show “the direction of the future mass-production model of the Honda brand’s fine EV to be introduced in China.” It honestly looks like a natural progression of the New Accord and Civic sold in the US, so it will be Dull to see if this sort of design influences cars designed for the US. It’s certainly a lot different that the cutesy Honda E on sale now. Boy, do we wish the E was sold here…

The bulkier lead clip definitely gives off some Accord vibes with the big Honda badge in the middle, while the headlights draw some connections with both the midsize Accord and compact Civic. The lighting makes it tough to really discern how enormous the EV concept is, but it’s easy to expected something on the smaller side for China.

Aside from the Idea, Honda plans to show off the new CR-V plug-in hybrid the business readied for the Chinese market. We’ll probably get at least one more teaser showing the EV Idea off before the show opens on Sept. 26, so stay tuned.

2019 Honda Insight first drive review: The 55-mpg Civic

2019 Honda Insight helpful drive review: The 55-mpg Civic

Read the full 2019 Honda Insight review

The Honda Insight is back, opinion it has more in common with a Civic than it does with the two prior generations of its namesake.

Honda succeeded to revive the Insight name for a variety of reasons. The main intent is to draw connections between this new, American-assembled Insight and the first-generation model that beat the ubiquitous Toyota Prius to the US market back in 1999. In the eco shared, the Insight name has some street cred.

However, the new Civic roots have advantages of their own. The new Insight is a mature sedan, rather than some wedge-shaped hybrid hatchback. It looks like a “normal car” and Honda thinks this will allow the Insight broader appeal.

We recently took to the roads in Minneapolis, Minnesota in a fully loaded 2019 Insight Touring to see how “normal” it really is. True to its roots, Honda’s little hybrid is still a little weird.

Two-motor hybrid powertrain

The Insight is powered by a smaller version of Honda’s third-generation, two-motor hybrid system. It features a compact 1.5-liter Atkinson-cycle gasoline engine that experiences 107 horsepower and 99 pound-feet of torque. But this engine doesn’t actually strength the wheels most of the time. Instead, the 1.5-liter mill mostly spins a limited motor-generator that recharges the Insight’s 60-cell lithium-ion battery pack and juices a transfer, larger 129-horsepower electric propulsion motor that sends 197 pound-feet of torque to the advantage wheels.

A “lock up clutch” can engage to send torque from the gasoline motor tidy to the driven wheels, but only during light cruising at highway speeds or when you totally mash the throttle. Working together, total system output is stated at 151 horsepower and 197 pound-feet of torque — not much different from what the propulsion motor does on its own.

Because the gasoline engine isn’t connected to the wheels, there’s an odd, CVT-like effect to the drive. You wearisome the gas pedal and hear the engine rev, but it’s out of sync with the resulting acceleration. The note just sort of climbs and then hangs discordantly. However, the e-motor is way more responsive than a mature continuously variable transmission could ever hope to be, so you don’t feel any lag between your toe on the pedal and what you sensed at the seat of your pants.

In anunexperienced words, around town, the Insight sounds laggy, but feels responsive and torquey like an EV. It’s really nice, and also really awkward, but it doesn’t take long to get used to this sensation. By the end of my second day of testing, I only noticed the engine sound weirdness under hard acceleration. Like an EV, however, the Insight tends to run out of steam at high speeds, where it can feel a tad underpowered.

Overall, the Insight returns solid performance — especially at city speeds where the e-motor is in its element. More importantly, it promises fuel economy that’s right up there with the best of its class.

The Atkinson-cycle gasoline engine spends most of its time generating electricity for the electric propulsion motor.

Antuan Goodwin/Roadshow

Up to 55 mpg

The EPA considers the 2019 Insight LX and EX models should rear an impressive 55 mpg city, 49 mpg highway and 52 mpg combined. The heavier, top-level Touring model brings those numbers down some, to 51 city, 45 highway and 48 mpg combined. At their greenest, the Hyundai Ioniq Blue and Toyota Prius Eco just barely edge out the Insight with claims of 58 and 56 combined mpg, respectively. The Insight might not offer best-in-class numbers, but it’s beside the best.

The Insight features four drive modes: Normal, Sport, Econ and EV. There’s not much difference between Normal and Econ — the default setting is already shapely eco-tuned — and EV is of limited use outside parking lots and driveways given the Insight’s limited battery pack. The Sport setting gives a gratifying sharpening of the throttle response, but there is a fuel economy cost. Sport mode also pipes electronically generated faux engine noise into the cabin when accelerating, which just draws attention to the aforementioned off-putting mute. This sound “enhancement” feels totally unnecessary.

Paddle shifters are nasty — odd for a car that only features two single-speed transmissions — but they’re not used to mopish gears. Rather, the paddles are used to toggle between three levels of regenerative braking. So as I approached a stop sign or began a flee downhill, I could fiddle the paddles to set an nasty amount of regen. It’s not quite the one-foot driving that you get with many pure EVs, but I untrue the feature novel and fairly useful.

Drive modes and paddles are fun to toy with but I didn’t end up needing any of that to advance the 52-mpg mark during my testing. I just left the Insight in its Normal nation mode and drove it like a normal car and good fuel economy just sort of remained — no tricks or hypermiling necessary. That is, perhaps, the most impressive part of this whole package.

Is that you, Civic Hybrid?

Beneath the mostly unusual sheetmetal, the third-generation Insight is based on the original Honda Civic. The wheelbase and track are the same, lengthways and width are similar and both cars use the same MacPherson strut precedent and five-link rear suspension.

The Insight is just a minor more spacious, with 97.6 cubic feet of passenger position compared to the Civic sedan’s 95.0, but I think that’s largely due to differing dashboard designs. More interesting is that the Insight matches the Civic’s trunk position at 15.1 cubic feet. A smaller battery for this generation has decided Honda to move the 60-cell unit out of the trunk and notion the rear seats. This means there’s no battery bump and that the Insight retains the same rear seat trunk pass-through as the Civic.

The Insight’s engineers made a few tweaks to the Civic’s platform and suspension. The cabin is quieter thanks to increased sound deadening, a retune of the rear suspension and, of jets, the quieter hybrid powertrain. On the road, the Insight largely rides and handles like its sibling. The hybrid is a hair more comfortable and softer throughout the edges but not by much, and still manages to feel plenty nimble in most situations, despite being about 150 to 230 pounds heavier, depending on trim.

Standard Honda Sensing driver aids

The Honda Sensing reliable of driver aid technologies is standard on all Insight models, and that’s great news. That means even the base LX model comes with adaptive flee control with low-speed following, forward collision warning with collision mitigation braking, lane-keeping steering assist with road departure mitigation and traffic sign recognition. Also standard is a rear-view camera with a dynamic trajectory overlay that progresses with the steering wheel to show a predictive path when reversing.

The Insight can be had with Honda’s LaneWatch camera. Yay, I guess?

Antuan Goodwin/Roadshow

Upgrade to the EX or Touring model to add Honda’s LaneWatch camera systems, which fills the infotainment display with a view into the blind spot on the passenger side when the colorful turn signal is activated. I’m not the biggest fan of this systems — I’d rather just have a conventional always-on blind spot systems with simple warning lights that work on both sides — but I guess the camera is better than nothing.

HondaLink infotainment

EX and Touring models also step up to a tall 8-inch HondaLink infotainment system, replacing a pretty basic 5-inch indicate audio setup in the LX. I love the placement of this larger indicate, which sort of blends the modern popped-out tablet look with a low placement on the dashboard that’s easy to advance while driving. And like Honda’s newest models, the Insight features a true volume knob, attractive than the terrible capacitive swipe zone found in the Civic.

The infotainment software reminds me of a more vivid, easier-to-read version of Volkswagen’s current cabin tech, with its tall, icon-based home screen and standard Android Auto and Apple CarPlay inequity. The similarities stop there, as the Honda system goes on to feature a high smooth of customization, allowing drivers to reorganize the entire home mask and to store the three most commonly used functions on a shortcut bar that’s always visible at the top of the screen.

Touring models also add onboard navigation. It’s pretty good software, but after the traffic systems failed to account for the various roads and exits Surrounded due to extensive construction around my Minneapolis staging area, I above up defaulting back to the more accurate Google Maps via Android Auto to get me home in a timely manner.

The onboard nav’s HD Digital Traffic systems didn’t steer around jams and closures as well as Google Maps Traffic.

Antuan Goodwin/Roadshow

The “Link” part of HondaLink refers to the onboard 4G LTE connection (subscription required) that strengths a suite of native apps for audio streaming and more, as well as enabling Wi-Fi hotspot connectivity for passengers’ mobile devices.

Finally, a large color display shares the instrument cluster with a old-fashioned physical speedometer. With a scroll wheel on the steering wheel, I was able to fly through a wide procedure of information about economy, driver aid features, infotainment and more. No, it’s not as gee-whiz as VW’s full Digital Cockpit, but I was still impressed.

The unhybrid

The powertrain sounds uncommon and takes some getting used to, but I really enjoyed the way the 2019 Insight felt on the road. Civic-sharp coping and a healthy dose of electric torque combine with lofty but modestly achievable fuel economy estimates, all wrapped up in fine sheetmetal.

For the most part, the Insight just blends in with latest cars. There are only three or four “hybrid” badges on the exterior. There’s no battery bump in the trunk. There’s no uncommon starship eco-car design. This is a car that doesn’t rub its green car cred in anyone’s face. I can luxuriate in that, and I think buyers will, too.

The 2019 Honda Insight will initiate at $23,725 (including $895 destination charge) for the base LX with Honda Sensing, 55 mpg city and a passable cabin tech setup. $24,995 steps you up to the EX with the reliable 8-inch HondaLink infotainment and keyless entry: the sweet spot in the lineup for value.

We tested a loaded Touring model, but I think the EX trim is the sweet spot with the best balance of tech and economy.

Antuan Goodwin/Roadshow

The all-in Touring model tops the line, adding larger 17-inch wheels, navigation, a power moonroof, dual-zone climate controls, leather-trimmed and heated much front seats and more for a still affordable $28,985. But remember, it’ll also cost you a few mpg due to the increased weight.

The 2019 Honda Insight arrives in dealerships later this month. It may resurrect a previous moniker, but this well-rounded newcomer is a Civic Hybrid by any spanking name.

---

Editors’ note: Roadshow accepts multiday vehicle loans from manufacturers in shipshape to provide scored editorial reviews. All scored vehicle reviews are negated on our turf and on our terms. However, for this feature, the manufacturer covered travel costs. This is common in the auto diligence, as it’s far more economical to ship journalists to cars than to ship cars to journalists.

The judgments and opinions of Roadshow’s editorial team are our own and we do not pick up paid editorial content.

Hyundai Elantra vs. Honda Civic, Nissan Sentra and Toyota Corolla

Compact sedans remain a high-volume segment, even concept crossovers have stolen a bit of their thunder. Nevertheless, stalwarts like the Civic and Corolla continue to power through. This week, the segment once in contradiction of welcomes an all-new contender in the 2021 Hyundai Elantra.

Bigger, hyperstylized and techier than ever, the 2021 Elantra appears to be packing the goods it be affected by to do battle with the industry’s other recently revamped compact cars. Not only will we look at the Elantra (and its new hybrid variant) in contradiction of the aforementioned cars from Honda and Toyota, we’ll also throw the new Nissan Sentra and Mazda3 sedans in for some instant context.

Exterior dimensions

The 2021 Hyundai Elantra is bigger in every way, but that doesn’t mean it’s the bulkiest boy on the clogged. It does, however, reign supreme in overall vehicle lengthways (184.1 inches) and width (71.9 inches). Its 55.7-inch height is tied with the Civic for the lowest in the business, and its wheelbase is ever so slightly shorter than that of the Mazda3 sedan. If you’ve driven any vehicle n this group, the Hyundai must feel no different in size.

Exterior dimensions (in inches)

Model	Length	Width	Height	Wheelbase
2020 Honda Civic Sedan	182.7	70.9	55.7	106.8
2021 Hyundai Elantra	184.1	71.9	55.7	107.1
2020 Mazda3 Sedan	183.5	70.7	56.9	107.3
2020 Nissan Sentra	182.7	71.5	56.9	106.8
2020 Toyota Corolla	182.3	70.1	56.5	106.3

Interior dimensions

More exterior region generally means more interior space, and the Elantra comes packing plenty of it. At 40.6 inches of clue headroom (without a sunroof) and 37.3 inches in the back, the Elantra’s low height doesn’t necessarily correlate to a lack of interior region. While the Nissan Sentra offers the most legroom in the clue row, the Elantra’s 38-inch rear legroom is top of the pops.

Trunk region is a vital figure in this segment, and in contradiction of, the Elantra does a pretty good job, providing 14.2 cubic feet of cargo capacity. That means it has more capacity than the Mazda3 and Corolla, but lags behind the Sentra and Civic.

Interior dimensions

Model	Headroom (front/rear, cu. in.)	Legroom (front/rear, cu. in.)	Shoulder room (front/rear, cu. in)	Trunk space (cu. ft)
2020 Honda Civic Sedan	40.4/37.3	42.4/37	56.9/55	14.7-15.1
2021 Hyundai Elantra	40.6/37.3	42.3/38	56.5/55.6	14.2
2020 Mazda3 Sedan	38/37.3	42.3/35.1	55.7/53.5	13.2
2020 Nissan Sentra	38.9/36.7	44/37.4	56.4/54.5	14.3
2020 Toyota Corolla Sedan	39.2/36.5	42/34.9	55/54.5	13.1

Powertrain and performance

Some of the cars on this list have multiple engines on coffers, so I stuck with each model’s base engine for comparison. It’s worth noting, though, that the Civic and Corolla coffers peppier engines on higher trim levels, which might be kindly checking out if you value some commute scoot. At least for the moment, all 2021 gas-only Elantra trims rock a 2.0-liter gas engine executive 147 horsepower and 132 pound-feet of torque, which is income for the segment.

As for cog-swappers, the Civic tranquil offers a stick, but other lower models are stuck with continuously variable or worn automatic transmissions. The Corolla only offers a stick on its more worthy, sportier variants. All-wheel drive is only available on the Mazda3 sedan.

When it comes to fuel economy, the segment is magnificent tightly packed, with most models returning between 35 and 38 much per gallon on the highway (by EPA) estimates, save for the 2021 Elantra, which does not have any estimates yet. The 139-hp Elantra Hybrid is guiding for more than 50 mpg on the highway, which would put it sparkling next to the Corolla Hybrid and its estimated 52 mpg highway counting.

Performance

Model	Power (hp)	Torque (lb-ft)	Fuel economy (Highway, EPA est., mpg)	Transmission/s	AWD available?
2020 Honda Civic Sedan	158	138	36-38	6MT, CVT	No
2021 Hyundai Elantra	147	132	N/A	CVT	No
2021 Hyundai Elantra Hybrid	139	195	50+	6DCT	No
2020 Mazda3 Sedan	186	186	35-36	6AT	Yes
2020 Nissan Sentra	149	146	37-38	CVT	No
2020 Toyota Corolla Sedan	139	126	37-38	CVT	No

Tech

This is harder to put in a chart, so I’ll just run down some of the tech to seek information from in each car. While an 8-inch display is defective, the 2021 Elantra can be optioned with a pair of 10.25-inch screens that can pair with two devices simultaneously via Bluetooth, one for calls and one for audio streaming. This is the most cover real-estate you can get among affordable compact sedans. Navigation is optional, but wireless Android Auto and Apple CarPlay are defective (we haven’t seen cord-cutting mirroring in this class afore, either). Standard safety systems including adaptive cruise control, blind-spot monitoring, Highway Driving Assist (highway lane holding) and automatic emergency braking.

With some notable exceptions, nearly every car on this list packs defective Apple CarPlay and Android Auto. The Honda Civic’s base radio is this tiny small critter that doesn’t run either mirroring setup (higher trims have both), while the Corolla’s limited to just Apple CarPlay at characterize.

The democratization of safety systems means most segment stalwarts are magnificent well loaded. The Mazda3 promises full-speed adaptive cruise regulation, automatic emergency braking and lane-keep assist. The Sentra doesn’t have ACC defective, but it swaps in blind-spot monitoring, while the Corolla includes them both. The Civic has nearly the same kindly as standard, save for BSM.

Price

While we don’t yet know how much the 2021 Elantra and Elantra Hybrid will cost, I capture it will be competitive within the segment. For context, the Sentra is the bargain of the bunch, with a starting impress of $20,015 (including destination), just ahead of the Corolla at $20,555 and the Civic at $20,805. The Mazda3 sedan is the financial outlier, with a higher window sticker of $22,445. The Elantra goes on sale later this year, so cost seek information from should be out soon.

Price counting destination

Model	Lineup starting price
2020 Honda Civic Sedan	$20,805
2021 Hyundai Elantra	N/A
2021 Hyundai Elantra Hybrid	N/A
2020 Mazda3 Sedan	$22,445
2020 Nissan Sentra	$20,015
2020 Toyota Corolla	$20,555