Source;
http://jp-cardesigncorner.blogspot.ca/2012/09/honda-readies-small-open-top-sports-car.html
Thursday, September 13, 2012
Japan Car Design Corner: Honda may be readying a Small Convertible (Honda BEAT?)
Source;
http://jp-cardesigncorner.blogspot.ca/2012/09/honda-readies-small-open-top-sports-car.html
Mercedes-Benz, Honda, Hyundai and Toyota Join Forces for Hydrogen
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The tour will last one month, with event stopovers in nine European cities, public will experience benefits of alternative drivetrain |
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| Here's a pic of the first Hydrogen production car to the market, brought to the table by Honda, the FCX Clarity. |
September 13 marks an extraordinary milestone in the history of Fuel Cell Electric Vehicles (FCEV). Four international car manufacturers will join forces to demonstrate hydrogen-powered FCEVs are not just technologies of the future but of today. A total of 7 FCEVs from Mercedes-Benz, Honda, Hyundai and Toyota will bring their individual hydrogen fuel cell systems to the European Hydrogen Road Tour 2012.
The tour will last one month, with special event stopovers in nine European cities, where interested public will be given the opportunity to experience the benefits of this alternative drivetrain. Several cities on the tour route will be the first opportunity for the general public to approach and test drive FCEVs where the only emission is water.
The event aims to reach out to politicians, industry leaders, press and public to help improve awareness around FCEVs, delivering a clear message. While the technology exists for Hydrogen Vehicles today, there is a real need to improve the European hydrogen distribution infrastructure. This tour also marks the most widespread effort to promote FCEVs in Europe this year.
Starting in Hamburg on September 13th, the FCEVs from participating manufacturers will afterwards move through Hannover, Bolzano, Paris, Cardiff, Bristol, Swindon, London and Copenhagen, supported by local organisations in each city. H2 Logic Denmark will provide mobile refuelling stations in some stopover cities.
The European Hydrogen Road Tour 2012 is part of the “H2moves Scandinavia” project. The project is the first European Lighthouse Project for hydrogen funded by the European Fuel Cells and Hydrogen Joint Undertaking programme launched by the European Commission and European industry stakeholders. The project focusses on gaining customer acceptance for hydrogen-powered FCEVs and preparing the market for hydrogen fuel cell technology. The experience from operating 19 FCEVs in Oslo and Copenhagen and the corresponding hydrogen refuelling infrastructure shows that the technology is reliable now even in harsh Scandinavian winters.
Michel Gardel, Vice-President Communications, External and Environment Affairs of Toyota Motor Europe today commented: “Toyota has been active in fuel cell technology for the last 20 years and we are working to commercialise our next-generation fuel cell car by 2015. The European Hydrogen Road Tour is a great opportunity for our company and partners to demonstrate the readiness of the technology to European consumers.”
Dr. Christian Mohrdieck, Director drive development fuel cell system, Daimler AG points out the importance of this technology: “On our way to zero-emission mobility fuel cell electric vehicles – with their great range while at the same time short refueling times – will play a central role for the future. However, the success of this technology depends crucially on certain conditions being in place, such as the availability of a nationwide hydrogen infrastructure.”
Thomas Brachmann, Automobile Engineering & Research, Honda R&D Europe (Deutschland) GmbH remarked that “Honda believe fuel cell electric vehicles are the ultimate mobility solution, providing a practical, clean and near silent answer to transport requirements. The European Hydrogen Road Tour offers a great opportunity to give the public, the media and government officials a chance to experience this zero emission technology for themselves.”
Allan Rushforth, Senior Vice President and COO of Hyundai Motor Europe describes their reasons for joining the tour: “Hyundai is proud to be playing an integral role in the European Hydrogen Road Tour 2012. The Hyundai ix35 FCEV clearly demonstrates not only our commitment to producing hydrogen fuel cell electric vehicles, but also the benefits of FCEV. As the availability and performance of this technology improves, we can look forward to FCEVs providing sustainable mobility to future generations while dramatically reducing climate change.”
Source;
http://www.emercedesbenz.com/autos/mercedes-benz/corporate-news/mercedes-benz-honda-hyundai-and-toyota-join-forces-for-hydrogen/
Honda to extend its use of CDTi's new catalyst system - Analyst Blog
Sure would be nice to see this in North America....
Ian Gilson, CFA
Clean Diesel Inc. ( CDTI ) has changed its name to CDTi although its legal name remains Clean Diesel Inc.
Both Honda and Clean Diesel have announced that Clean Diesel will supply a new palladium only catalyst system (invented by CDTi), first for the 2013 model Accord currently being built in North America, and then to other Honda models. The new system will reduce precious metal content by 22% and Rhodium content by 50%. This cuts the cost of the system by 37% while complying with some of the most stringent emission regulations in the world.
This business will have a significant impact on Clean Diesel's revenue and profit. Over the past two years the company has been impacted by the problems in Japan that had an effect on parts availability. This catalyst will be used in other Honda cars, presumably Accords being built in other countries, on a sequential basis.
In August 2012 Honda sales increased by 59.5% to 131,321 vehicles, the Accord increasing by 89%. The seasonally adjusted sales rate was 14.52 million vehicles as compared to 12.8 million vehicles in 2011.
Please visit scr.zacks.com to access a free copy of the full research report.
Clean Diesel Inc. ( CDTI ) has changed its name to CDTi although its legal name remains Clean Diesel Inc.
Both Honda and Clean Diesel have announced that Clean Diesel will supply a new palladium only catalyst system (invented by CDTi), first for the 2013 model Accord currently being built in North America, and then to other Honda models. The new system will reduce precious metal content by 22% and Rhodium content by 50%. This cuts the cost of the system by 37% while complying with some of the most stringent emission regulations in the world.
This business will have a significant impact on Clean Diesel's revenue and profit. Over the past two years the company has been impacted by the problems in Japan that had an effect on parts availability. This catalyst will be used in other Honda cars, presumably Accords being built in other countries, on a sequential basis.
In August 2012 Honda sales increased by 59.5% to 131,321 vehicles, the Accord increasing by 89%. The seasonally adjusted sales rate was 14.52 million vehicles as compared to 12.8 million vehicles in 2011.
Please visit scr.zacks.com to access a free copy of the full research report.
Inside Line: 2013 Honda Accord vs. 2012 Toyota Camry Comparison Test
Admit It. You Love This Rivalry
We switch to a different coffee shop the same week that we drive the 2013 Honda Accord EX and 2012 Toyota Camry LE. Our new place serves up double ristretto espressos for the same price as the single shots at our old watering hole, and we swear the foamed milk is denser and more flavorful.
In reality, of course, we're patronizing two coffee chains that are serving up pretty much the same product. Likewise, Honda and Toyota are trying to sell you, me, your dad, your boss's niece and 300,000 other people similar family cars for a similar price.
As in our latte, though, it's the details in these midsize sedans that matter. Subtle things that an ordinary person might overlook are everything to a car guy with a commute.
Honda made dozens of small improvements to the Accord for 2013, and in our full test, we found that they really changed the car for the better. But we already own a 2012 Toyota Camry and enjoy driving it to work. Although we suspect these family sedans may still be the same cup of Folgers, we won't know for sure without a head-to-head taste test.
So You Want To Spend $25,000
Your typical midsize sedan shopper envisions spending $25,000 before tax. That target necessitates a four-cylinder engine rather than a V6, and some self control when optioning the car.
Our 2013 Honda Accord EX has no extras other than a continuously variable transmission (CVT), an $800 option over the standard six-speed manual gearbox, resulting in a total price with destination of $26,195.
That's $320 more than the 2012 Accord EX from our last midsize sedan comparison test
($25,875) and there are more amenities here. Finally, we can make a
hands-free call without an aftermarket earpiece, plus we can start the
car with the key fob in our pocket (yes, it has a keyless ignition). We
don't mind the standard back-up camera, either, even with the Accord's
good sight lines, and having another tiny camera on the passenger-side
mirror to help us check our blind spot is useful, too.Tracking down a 2012 Toyota Camry (the 2013 model isn't out yet) that matches the 2013 Accord EX's equipment list proves to be a fool's errand, however. Actually, such a car does exist — it would be an SE model with the optional Convenience package, moonroof, power driver seat and floor mats, and a theoretical price tag of $26,755. Toyota doesn't have such a car to lend us, though, and our own navigation-equipped Camry SE is too expensive ($28,658). Instead, we settle on a Camry LE with the power driver seat ($440) and an as-tested price of $23,925. We would have taken a moonroof ($915) and 17-inch alloy wheels ($799), but it isn't to be.
Apart from its lack of cameras, though, the Camry LE has you covered in the key areas. True, there's no dual-zone climate control like there is in the Accord (as Toyota limits this luxury to the XLE model), but our interpersonal relationship with a significant other perseveres nevertheless, as we are able to negotiate a mutually acceptable fan speed with our better half. We don't have the Honda's trial XM subscription or Pandora integration either, but we can still stream Bluetooth audio or hook up to the Camry's USB port. Poor man's AM radio comes in fine in both cabins, though Dodgers announcer Vin Scully sounds more lifelike through the Accord's speakers.
One Is Quicker and More Efficient
Usually, our friends chuckle when we start describing the adequate acceleration of four-cylinder midsize sedans.
Nevertheless, there's plenty going on between the 2013 Honda Accord and 2012 Toyota Camry. See, Honda has replaced its usual automatic with a CVT. But you won't dread this one. Oh, the revs climb when we floor the throttle on the on-ramps, but as soon as we lift, our desired speed achieved, the engine rpm drops back without the usual CVT springiness as if we've just gotten an upshift from a conventional automatic. Also, Honda's new direct-injected, 2.4-liter four-cylinder has a smooth power delivery, and although its sound is unmemorable, it's not unpleasant.
Handling still matters in a front-drive midsize sedan. A well-damped ride will keep you from dozing off mid-commute.And while this Honda Accord EX is only rated at 185 horsepower — 5 fewer horses than the last EX we tested — it feels stronger. Torque is the reason, as the 2013 EX's inline-4 is rated at 181 pound-feet at 3,900 rpm versus 162 lb-ft at 4,400 rpm for the 2012 version. This makes the 2013 Accord one of the quickest four-cylinder models in the class (non-turbocharged) with its 7.8-second 0-60-mph time and quarter-mile of 15.8 seconds at 91.2 mph.
Meanwhile, the Camry's 178-hp, port-injected 2.5-liter engine provides more off-the-line grunt in spite of its lower torque rating of 170 lb-ft at 4,100 rpm. But move out for a pass on the freeway or some back road and the six-speed automatic makes you wait around for downshifts. This is a well-tuned automatic, mind you, but it's up against Honda's unexpectedly good CVT, which is quicker at processing requests. The Camry LE reaches 60 mph in 8.4 seconds (8.0 with a foot of rollout as on a drag strip) and the quarter-mile in 16.1 seconds at 88.2 mph.
Honda has also gained the upper hand in fuel economy, as the 2013 Accord has a 30 mpg combined EPA rating to the Camry's 28 mpg combined rating. During our comparison test, the Accord averaged 26.3 mpg to the Camry's 24.9.
You Care About Handling
Handling still matters in a front-drive midsize sedan — if only because a well-damped ride and good steering feel will keep you from dozing off mid-commute.
And if that's the goal, the 2013 Honda Accord EX is the car to get. It's highly controlled as it goes down the freeway, and should you end up on a road with a bunch of turns, the Honda is actually kind of fun. Its new electric power steering might initially catch you off-guard with its light effort, but soon you realize the steering action is precise and also surprisingly informative.
In contrast, the Camry LE's electric steering isn't particularly accurate and has little to say. This is also true of our long-term Camry's steering, but our SE is otherwise amenable to cornering. Not so with this LE, which has a softer suspension calibration and smaller, all-season P205/65R16 Firestone Affinity Touring S4 tires. The car is slow to change heading and generally unhappy when the road isn't straight.
Slalom and skid pad performance reflect these differences. The 2013
Accord goes through the slalom at an impressive 65.5 mph, while the
Camry is down at 61.0 mph. For reference, a four-cylinder Camry SE goes
through the cones at 65 mph even. On the skid pad, the Accord manages
0.83g on its 215/55R17 Michelin Primacy MXV4 tires, while the Camry LE
tops out at 0.77g.Braking is a wash. The Toyota has a firmer pedal, which we like, but its 129-foot 60-0-mph stopping distance is long for this class. So is the Accord's 128-foot braking distance.
If you're fanatical about ride comfort, you'll prefer the Camry LE, which is noticeably more compliant than the Accord and our Camry SE. Like its predecessor, the Accord EX rides smoothly, but there's a firmness that your dad might not like. Cabin noise levels are comparable, as the Accord registers 62.0 decibels at 70 mph versus 62.5 in the Camry.
Same Cabin, Different Interior Decorators
On a functional level, the 2013 Honda Accord and 2012 Toyota Camry are equally good. They have the same wheelbase and track, and their passenger volume and trunk capacity are within 1 cubic foot of each other. They even have the same size gas tank. So if you're looking for gobs of rear legroom or an easy car seat installation, they've both got you covered.
Yet we'd rather sit in the 2013 Accord EX. Honda paid more attention to interior materials and design (particularly the center stack) in this latest redesign, and the result is a genuinely upscale ambience, even in a working man's Accord with cloth seats. The Honda's driver seat is better shaped and more supportive, too.
There's nothing seriously flawed about the Camry's design, but as in
our SE, the mix of materials feels disjointed and some of the plastics
aren't up to snuff for this class. The touchscreen audio interface isn't
as slick, either, and we wish there were external AM and FM buttons for
switching between sources.A Matter of Taste
"Most automakers would kill for a car to feel this good at the beginning of its life cycle, and the Accord is at the end."
We wrote that in the logbook during our last midsize sedan comparison. And yes, the 2012 Accord was a good car. It handled well, its huge backseat accommodated 6-footers no questions asked, and its handsome, relaxed-fit sheet metal had a timeless appeal. But it was also slow for its class, and its drab interior had too few amenities to keep you busy during long commutes. So it didn't win that test.
Now the Honda Accord is back at the beginning, and it wins this test easily. As usual, it's the total package that makes this car special. The new four-cylinder engine and CVT work incredibly well together, providing usable performance and a real-world improvement in fuel consumption. Honda also improved the look and feel of the cabin, while adding the tech features that have become important in this class. In the midst of checking all those boxes, company executives didn't lose sight of details like handling and steering feel — key ingredients in the character of Accords past and present.
Next to the Accord, the 2012 Toyota Camry LE is down on flavor. It's every bit as useful as the Honda on the inside, but on the road, it's slower and wholly uninterested in doing anything other than taking you to work in comfort. For some, that's enough, especially given this LE model's competitive price tag.
But we'll pay a bit more for the 2013 Honda Accord's tastier brew. For the moment, it's the car to have in the four-cylinder midsize sedan class.
The manufacturers provided Edmunds these vehicles for the purposes of evaluation.
Source;
http://www.insideline.com/honda/accord/2013/2013-honda-accord-vs-2012-toyota-camry-comparison-test.html
2013 Honda Accord, Cadillac ATS Among Models Set for Federal Crash Tests
By Anita Lienert,
Just the Facts:
WASHINGTON — The 2013 Honda Accord, Cadillac ATS and Nissan Pathfinder are among the 54 vehicles set to undergo the latest round of federal crash testing, according to the National Highway Traffic Safety Administration.
NHTSA will rate 33 passenger cars, 16 SUVs, one van and four pickup trucks, including the 2013 Ram 1500 and Toyota Tacoma. Other new vehicles set for testing include the 2013 Ford C-Max Energi, Ford Fusion Energi, Acura ILX, Cadillac XTS, Dodge Dart, Nissan Altima, Toyota Prius V and Volkswagen Beetle.
The test results, which are posted on the window stickers of new vehicles, help consumers to make informed choices about a vehicle's safety.
The testing covers approximately 85 percent of the new model year vehicles available for sale in the U.S., said NHTSA. Absent from the list are the 2013 Tesla Model S and the Coda electric sedan.
Federal safety regulators will also test certain safety systems, such as lane departure warning and forward collision warning in select 2013 vehicles. They include the 2013 Audi A4, Chevrolet Volt, Ford Taurus, Hyundai Genesis and Subaru XV Crosstrek.
NHTSA tests vehicles with the highest sales volumes and compares them, using star ratings, to highlight which vehicles "go above and beyond what is federally required."
Five stars represent the highest rating; one star represents the lowest.
Edmunds says: Results will be posted online at safercar.gov as vehicles are tested. Ratings for several 2013 vehicles with carry-over designs, such as the 2013 Mitsubishi i, are already posted.
Source;
http://www.insideline.com/honda/accord/2013/2013-honda-accord-cadillac-ats-among-models-set-for-federal-crash-tests.html
- The 2013 Honda Accord, Cadillac ATS and Nissan Pathfinder are among the 54 vehicles set to undergo the latest round of federal crash testing, according to the National Highway Traffic Safety Administration.
- NHTSA will rate 33 passenger cars, 16 SUVs, one van and four pickup trucks, including the 2013 Ram 1500 and Toyota Tacoma.
- The testing covers approximately 85 percent of the new model year vehicles available for sale in the U.S., said NHTSA.
WASHINGTON — The 2013 Honda Accord, Cadillac ATS and Nissan Pathfinder are among the 54 vehicles set to undergo the latest round of federal crash testing, according to the National Highway Traffic Safety Administration.
NHTSA will rate 33 passenger cars, 16 SUVs, one van and four pickup trucks, including the 2013 Ram 1500 and Toyota Tacoma. Other new vehicles set for testing include the 2013 Ford C-Max Energi, Ford Fusion Energi, Acura ILX, Cadillac XTS, Dodge Dart, Nissan Altima, Toyota Prius V and Volkswagen Beetle.
The test results, which are posted on the window stickers of new vehicles, help consumers to make informed choices about a vehicle's safety.
The testing covers approximately 85 percent of the new model year vehicles available for sale in the U.S., said NHTSA. Absent from the list are the 2013 Tesla Model S and the Coda electric sedan.
Federal safety regulators will also test certain safety systems, such as lane departure warning and forward collision warning in select 2013 vehicles. They include the 2013 Audi A4, Chevrolet Volt, Ford Taurus, Hyundai Genesis and Subaru XV Crosstrek.
NHTSA tests vehicles with the highest sales volumes and compares them, using star ratings, to highlight which vehicles "go above and beyond what is federally required."
Five stars represent the highest rating; one star represents the lowest.
Edmunds says: Results will be posted online at safercar.gov as vehicles are tested. Ratings for several 2013 vehicles with carry-over designs, such as the 2013 Mitsubishi i, are already posted.
Source;
http://www.insideline.com/honda/accord/2013/2013-honda-accord-cadillac-ats-among-models-set-for-federal-crash-tests.html
Honda CR-Z Tuned
Honda bets on new hybrid technology to revive momentum
By Paul Ingrassia and Norihiko Shirouzu
(Reuters) - Plenty of people think Honda Motor Co (7267.T) is not the kind of daring, risk-taking company it once was. One of them is Takanobu Ito, who just happens to be the Japanese automaker's chief executive.
His solution? A simple, gasoline-electric hybrid technology which he believes will set a new standard for fuel efficiency and recapture the success of the CVCC engine 40 years ago, which helped transform Honda from a small company into a global leader.
Carmakers, battling to stand out in an industry hammered by over-capacity and weak demand, are looking for an optimum balance of gasoline and electricity to propel cars after Toyota Motor Corp's (7203.T) triumph with the Prius hybrid.
Initially tentative in embracing the technology, Honda believes it has found the right formula with a revamped version of its "one motor" hybrid system.
"We believe we have reached a point with hybrid technology ... where we can provide game-changing technology and products," Ito told Reuters on Wednesday.
"We believe that rivals will definitely follow us."
Honda's new hybrid system will power the next generation of its cars and could be introduced in the remodelled Fit subcompact car by late 2013 in Japan, according to people close to the company.
Honda introduced its "one motor" hybrid system in 1999. It is currently used in models including the CR-Z compact sports car and the Fit subcompact, also known as the Jazz.
RECAPTURING FORMER GLORIES
Since becoming chief executive in 2009, the 59-year-old Ito has pushed Honda to come up with its own hybrid technology and repeat the successes of its hard-driving founder.
Soichiro Honda championed advances such as fuel-efficient CVCC engines with cleaner tailpipe emissions in the 1970s, and saw them adopted by carmakers including Toyota, Ford and Chrysler.
Honda needs that kind of a booster again.
Hit in 2011 by a Japanese earthquake and tsunami and floods in Thailand that wrecked its production network, the company also suffered a lackluster launch for the 2012 Civic, which some criticized for an uninspired design and a bumpy ride.
It is now counting on the new Accord mid-sized car, its core model for the U.S. market which was launched there this month. Ito said the car's engine, transmission and platform have all undergone improvements, though it still lags behind Nissan's Altima in fuel efficiency.
Ito also sees the next Fit series as key to improving the company's performance. For the North American market, the Fit will be built in Mexico and will go on sale in the spring of 2014, sources close to the firm said.
Developing new technologies is costly and Honda, which spends about 500 billion yen ($6.4 billion) in R&D annually, does not rule out alliances.
"We absolutely won't reject an alliance if we can work together with another company in a way that leads to our customers being more impressed with Honda's products," Ito said.
"But if we are just going to put onto our product an advanced technology that another company has developed, then Honda engineers will be deprived of the joy of involvement, so that is not the way to go."
Source;
http://uk.reuters.com/article/2012/09/12/business-us-honda-ceo-idUKBRE88B12120120912
Kelley Blue Book: Small SUVs, Big Capabilities: 2012/2013 Compact Crossover Comparison
By Tony Swan
Concerns about fuel prices may have tempered America's love affair with sport-utility vehicles, but it has by no means brought it to an end. Think of it as a refocusing, a renewal based on a reassessment of contemporary realities. As a consequence of these re-prioritized priorities, compact SUVs have become one of the hottest categories in a slowly reviving U.S. auto market.
We've rounded up five of the top contenders in the compact-crossover SUV class for this comparison. All are at the affordable end of the spectrum. Three are new -- the Ford Escape, Honda CR-V, and Mazda CX-5. Chevy's Equinox has been with us since the 2010 model year, while the Toyota RAV4 is the group's veteran, its current design dating to 2006. That's well beyond middle age in car years, but as one of the segment's strongest sellers the RAV4 can't be ignored.
We put the vehicles through their paces, poked, prodded, slammed doors, checked connectivity, cargo holds, front seats, back seats, fit, finish, and window stickers, debated details, argued merits, and ultimately came to a consensus.
Fifth Place: 2012 Toyota RAV4 LTD
The Toyota RAV4 has been with us since 1996, and has maintained a strong presence in the compact SUV class ever since. Although its novel semi-convertible and 3-door variants have long since disappeared, it continues to hold at least one trump card versus its many competitors -- an optional third-row seat.
The side-hinged rear door and external spare tire mount are unique to the RAV4 as well, but these distinctions are no longer perceived as positive, at least by our test crew. They're likely to disappear when this generation of the RAV4, number three, gives way to number four late this fall.
The redesign probably can't come too soon for Toyota dealers, because even after some cosmetic freshening last year, the current RAV4 is definitely showing its age. This is most apparent within, where lots of hard plastic lends a cheapish note to the interior materials, the instrumentation looks dated compared to some of the eye-pleasing displays in the new vehicles, and the nav screen isn't well shrouded, suffering from washout in bright sun as a consequence.
The seats provide reasonable comfort, though there's not much lateral support. Leather trim -- part of a $4,040 navigation option group -- enhances the interior experience, and the package also adds heating to the front seats (power adjustabile on the driver's side), plus power lumbar support. Besides the nav and seating highlights, the package also includes a power tilt/slide moonroof and a 120-volt AC power outlet.
The rear seats offer fore-aft adjustability, and the seatbacks also recline. The Toyota also boasts the top cargo capacity in this group. This generous cargo hold is a function of a design conceived to accommodate an optional third row of seating ($850), as noted earlier. It's a bragging point, but the reality of the RAV4's third row is extremely snug, making the fore-aft adjustability of the middle row a necessity, rather than a nicety.
While the RAV4 may be superannuated in some ways, its chassis rigidity still measures up well versus its newer competitors. However, Toyota has chosen to exploit this virtue in favor of smooth ride quality, rather than crisp responses. There's substantial body roll in hard cornering, and the electric power steering system confuses effort with road feel. The suspension tuning adds up to a vehicle that's reasonably comfortable, but not very engaging for the driver, despite excellent forward sightlines.
The RAV4's biggest dynamic demerit, however, lies with its powertrain -- specifically, its 4-speed automatic transmission. Toyota offers a very robust V6 engine option for this vehicle (269 horsepower, 246 lb-ft of torque) and a 5-speed automatic to go with it. But allied with the standard 2.5-liter 4-cylinder (179 horsepower, 172 lb-ft of torque) the gearing gaps make the engine work hard and loud when the driver kicks down for passing or a freeway merge.
With the exception of the Honda CR-V, most vehicles in this class offer 6-speed automatics, a plus for smooth performance and fuel economy. The 4-speed automatic underlines the fuel economy aspect. Even without 4-wheel drive, at 22 mpg city/28 highway, the RAV4's EPA fuel economy ratings are the lowest among the 4-cylinder vehicles in this group.
As noted, this RAV4 is essentially a lame duck. There's a major redesign en route, which will undoubtedly address some if not all of our reservations. However, a case can be made for acquiring the current model. Our well-equipped test vehicle -- leather, navi, power moonroof -- was competitively priced in this group at $29,090, and when the new 2013 Toyota RAV4s begin rolling into showrooms there are bound to be bargains among the remaining 2012 models.
Fourth Place: 2012 Chevrolet Equinox FWD LTZ
The Chevrolet Equinox competes in the compact category, but it's by far the biggest kid on this playground, as well as the heaviest. It's also the only vehicle in our test group to come to the starting line with a V6 engine -- 3.0 liters, 264 horsepower, 222 lb-ft of torque -- adding $1,500 to the bottom line.
As equipped, our front-drive test vehicle was EPA rated for 17 mpg city/24 highway, lowest in the test group -- it's intriguing to note that in 2013 models the V6 option is GM's even-more-powerful direct-injection 3.6-liter: 301 horsepower, 272 lb-ft of torque, with the same fuel economy ratings.
This is a strong testimonial for the efficiency of direct fuel injection, but if MPG is a top priority the best bet with the Equinox is the standard 2.4-liter 4-cylinder. Although its output -- 182 horsepower, 172 lb-ft of torque -- manages just ho-hum acceleration in a vehicle this size (curb weights can run up to two tons), its 22 mpg city/32 mpg highway ratings (20/29 with all-wheel drive) compare well with the rest of the class.
Fuel economy notwithstanding, test staff gripes with the 3.0-liter V6 had to do with performance. Considering its big edge in power, we expected a little more verve when the foot feed went floorward, but we were disappointed.
On the other hand, the standard 6-speed automatic was a typical GM Hydra-Matic unit -- smooth, responsive and equipped with a manual mode that operates via a little switch atop the shift lever. While this device is far from ideal, it does help to make the most of the engine's powerband.
Other categories on the Equinox's dynamic scorecard drew indifferent responses. The steering was criticized for heavy low-speed effort, and limited tactile information about what was going on with the front wheels. The substantial weight slowed responses in abrupt maneuvers, and the 40-foot turning circle (42 feet with 19-inch wheels) used up a lot of parking lot.
Still, ride quality was reasonably smooth, and the Equinox driver gets a better-than-average view of what's going on around the vehicle, particularly straight ahead.
While size may be a limiting factor in terms of dynamics, it does provide benefits inside. Rear-seat passengers in particular will appreciate the roomy interior, augmented by the rear seat's fore-aft adjustability. Even the center seating position is habitable for more than three blocks, something that can't be said for many 5-passenger vehicles.
However, rear seat roominess does come at the expense of some cargo space -- the Equinox is only mid-pack in this respect -- and the rear seats don't fold completely flat.
Although interior fit and finish didn't quite measure up to the Honda -- one or two trim panels that didn't quite match up, a few uneven panel gaps, some hard plastic saved from looking tacky by attractive graining -- the Equinox comes very well equipped in the LTZ trim level. The list of standard features includes power front seats, leather upholstery, heated front seats, heated power mirrors, Bluetooth connectivity, premium audio, a luggage rack, foglights, halogen projector beam headlights, and a power rear liftgate.
The V6 engine added $1,500, 18-inch chrome wheels another $1,000, red metallic paint $325, Chevy's MyLink hands-free smartphone integration $100, and GM's lane departure warning/forward collision alert system, $295 -- $3,220 in options.
The grand total: $33,250, the highest price tag in this group.
Third Place: 2013 Mazda CX-5 Grand Touring
Basically, Mazda's new system is a total vehicle approach -- in a word, holistic -- to engineering and design, integrating all elements: engine, transmission, chassis, bodyshell, suspension, brakes, steering, everything.
The process begins with the vehicle concept and continues through design to final production signoff, and it emphasizes two basic goals: minimizing mass, maximizing mpg. This isn't exactly new -- spurred by increasingly stringent fuel economy requirements, most carmakers are headed in the same direction.
But Mazda has taken the approach another step, and the CX-5 showcases the effort. Weighing in at less than 3,200 pounds with front-wheel drive and a 6-speed automatic transmission, the CX-5 is one of the lightest vehicles in this class.
Low mass and a fuel-thrifty 2.0-liter direct-injection 4-cylinder engine add up to high EPA mpg ratings: 25 city/31 highway, best in class for an all-wheel-drive compact crossover.
Unfortunately, the new engine's thriftiness comes at the expense of power. At 155 horsepower and 150 lb-ft of torque, the CX-5's engine trails the other four in this fleet, and that was a prime factor in keeping the Mazda from a top spot on the scorecards: 0-to-60 mph in about 9.5 seconds is about as deliberate as it gets in this class.
On the other hand, fun-to-drive isn't limited to acceleration. There are other elements -- feline responses, laser-precise steering, limited body roll. The CX-5's developmental priority may have been fuel economy, but Zoom-Zoom -- it's how you say fun-to-drive at Mazda -- is very much part of the mix. Think SUV usefulness with Miata soul.
Our CX-5 tester was a Grand Touring model, which includes a lot of upscale features as standard equipment: heated leather-trimmed seats (picked out with attractive red stitching), power moonroof, leather-wrapped steering wheel with auxiliary control switches (cruise, audio, Bluetooth), dual zone auto climate control, premium audio, power front seat adjustment, and 19-inch alloy wheels.
Safety features are consistent with contemporary standards: stability control, traction control, antilock braking, blind spot monitor, and air bags galore, though a rear cross-traffic detection system is conspicuous by its absence.
Although the interior color palette ran heavily to black, the Mazda drew high marks for the quality of its interior appointments, for a high level of fit and finish, and for its sporty front seats, which provided best-in-test lateral support. There were minor demerits for the instruments -- their gray on charcoal markings are hard to read in the daylight -- as well as for a rather conservative dashboard design and one of the smaller cargo holds in the group.
On the other hand, the CX-5 emerged as one of the value leaders in this pack. Its $27,840 base price folds in a lot of standard equipment, and its $29,455 as-tested total added basically one major option -- the Grand Touring Tech Package. It includes a nav system, adaptive HID headlights with auto leveling, car alarm, and advanced keyless entry system for $1,325, certainly one of the least expensive factory nav system packages on the market.
The stylish CX-5 figures is a dark horse in the compact crossover derby, handicapped by its rather tepid acceleration, the trade for high mpg. Even so, the Mazda provides a level of dynamic response and driver engagement that's tops. And that languid 0-to-60 progress can be improved by a tenth or three by opting for a slick-shifting 6-speed manual transmission, the only manual transmission option in this group.
The manual gearbox is offered only with the basic CX-5 Sport, but it enhances driver involvement and boosts highway fuel economy to 35 mpg. If fun-to-drive is important, the CX-5 is like your childhood pal who was always ready to play.
Second Place: 2013 Ford Escape SE
Like the CX-5, the Escape is brand new for 2013, and represents a dramatic change of direction. New foundations, adapted from the front-wheel drive Ford Focus. And a decidedly new look, slick and contemporary, replacing the blocky, truckish look of the previous generation.
Also like the CX-5, the Escape's new chassis was the starting point for a very agile dynamic profile -- prompt responses in quick maneuvers, good control of body motions. The electric power steering system isn't quite as informative and precise as the Mazda's, but the driver involvement and gratification is nevertheless a plus.
However, though it's similar in size -- toward the smaller end of the compact crossover scale -- and in its contemporary good looks, the Escape has a bigger menu of choices for prospective buyers than its Mazda contemporary. For example, it offers three 4-cylinder engine options, two of them turbocharged (EcoBoost): a 2.5-liter (168 horsepower, 170 lb-ft of torque, naturally aspirated), an EcoBoost 2.0-liter (240 horsepower, 270 lb-ft), and an EcoBoost 1.6-liter (178 horsepower, 184 lb-ft).
The 1.6-liter is new to the U.S. market, and powered our Escape tester. All three engines are paired with the same 6-speed automatic transmission, but 4-wheel drive is offered only with the turbocharged versions. Like most of our test fleet, this Escape was a front-driver. And like the Equinox, an Escape equipped with the most powerful engine option is rated to tow up to 3,500 pounds.
The 1.6 didn't get rave reviews from everyone involved -- there were comments about hints of turbo lag before the engine got into the sweet spot of its powerband, and a little too much noise when it was working hard. However, the 1.6 gets good EPA fuel economy numbers -- 23 mpg city/33 highway -- and delivered generally respectable performance measured against the other contestants in this derby.
And there's always the option of the EcoBoost 2.0-liter for power mongers.
Though the Escape ranks next-to-last in this group for interior volume -- only the CX-5 has less -- that volume embraces a very attractive interior, with sporty front seats that are a match for the Mazda's and snazzy instrument and control graphics that lend splashes of electronic color to the dashboard.
There's also a surprising amount of cargo capacity -- over 34 cubic feet behind the rear seatbacks and over 68 cubic feet with the rear seats folded down. However, that rearmost cargo hold compromises rear-seat legroom a bit, and the swoopy roofline limits rear headroom, especially when the Escape is equipped with the optional Panorama double power sunroof ($1,395), present on our test vehicle.
Like all new Fords coming along these days, the Escape's secondary controls included Sync infotainment and the updated version of the MyFord Touch system, augmented by voice command. Though improved, the latter still provoked some test crew grumbling about having to jab the electronic buttons more than once to achieve the desired result, as well as a little wistful wishing for a good old-fashioned rotary knob or two.
The Escape's passive safety features are on par with the times, including plenty of airbags (front, driver's knee, side and side-curtain), and Blind Spot Information System (BLIS), which flashes a light on the side mirror when another vehicle is nearby in a parallel lane.
Base pricing for a new Escape is competitive, but injudicious option-shopping can run the tally up quite rapidly. Our SE tester, second of four trim levels (S, SE, SEL, Titanium) carried a base price of $25,895. The moonroof added $1,395, navigation system another $1,570, and a perimeter alarm system tacked on $440, for an as-tested total of $29,345, a competitive price for an attractive vehicle.
The Escape is good to look at, entertaining to drive, and attractive within. There are caveats. Though braking performance seemed strong, there were reports of slightly mushy pedal feel. Curb weights are mystifyingly high for a relatively small crossover SUV -- over 3,500 pounds for this tester, according to Ford, more than 200 pounds heftier than the CX-5 -- and ride quality can be a little too stiff on patchy pavement.
But if the Escape gives something away to the Honda CR-V in terms of refinement, it's clearly a stronger rival than ever before.
Winner: 2012 Honda CR-V EX-L Navi
With the exception of 2011, when Japan's catastrophic earthquake and Thailand flooding choked production down to a trickle, the CR-V has been the bestseller in this class for years, and often the bestseller of all SUVs, great and small. Which raises the tricky question of what's next?
Honda essentially invented the segment in 1995 with the first-generation CR-V, and subsequent generations have kept the Civic-based crossover at the front of the pack.
Introduced last fall, Honda's response to the "what's next" challenge was conservative, even cautious. The wheelbase is unchanged at 103.1 inches -- shortest in this group -- while length and height shrink an inch, to 178.1 and 65.1, respectively.
This puts the CR-V at the small end of our test-SUV spectrum, but in typical Honda fashion its interior volume seems to belie the exterior dimensions. Basic cargo capacity -- the space behind the rear seats -- is substantial at 37 cubic feet, as is the space with the rear seats folded: 71 cubic feet. There's also plenty of passenger room, front and rear, and numerous nooks and cubbies for small-object storage, another typical Honda strong suit.
Passive safety features are top drawer -- five stars overall from the National Highway Traffic Safety Administration.
But the interior element that immediately grabs eyeballs is the quality of the materials, the straightforward logic of the various controls, the supportive front bucket seats, and the excellent forward sightlines. Honda's old advertising tagline -- "we make it simple" -- is in evidence here. Acclimating oneself to this vehicle is as easy as getting in, starting the engine, and driving off.
Pricing makes the CR-V's many strengths even more appealing. The window sticker bottom line on our EX-L Navi tester (Honda counts navigation-equipped vehicles as separate trim levels) was $29,575. This includes pretty much everything in the CR-V inventory -- (inhale) leather upholstery and trim, navigation system with voice recognition and rear view camera, power moonroof, DVD entertainment system, heated front seats with driver-side power adjustability, Bluetooth connectivity with streaming audio, USB audio interface and Pandora connectivity, SMS text messaging, 328-watt 7-speaker premium audio, 17-inch aluminum alloy wheels (exhale).
A power rear liftgate would be a useful addition to the foregoing, as would a blind-spot warning system, a la Ford. And, of course, in real 4-season climates all-wheel drive is always welcome -- and available, for a price. But beyond that, it's hard to think of anything to add.
One of the reasons Honda is able to offer the new CR-V with attractive pricing can be found in the powertrain. The engineers have squeezed a little more thrust out of the 2.4-liter engine -- now with 185 horsepower and 163 lb-ft of torque -- but while other carmakers are embracing the efficiency of direct fuel injection, Honda has been resisting the cost.
Honda also resisted the trend to 6-speed automatic transmissions -- the CR-V retains the 5-speed automatic of the previous generation. However, this doesn't seem to extract much of a fuel economy penalty -- at 23 mpg city/31 highway the CR-V's EPA ratings are competitive.
Similarly, the Honda's straight-line performance stacks up well versus its 6-speed rivals: 0-to-60 mph takes about 8.5 seconds.
The Honda CR-V isn't as entertaining an SUV to drive as the Ford Escape or the Mazda CX-5. The suspension tuning is softer, the new electric power steering system is novocaine numb, conveying essentially no information to the driver, and the evolutionary styling update, with its bigger rear roof pillar, creates a good-sized rear quarter blind spot.
But the CR-V's blend of smooth ride, smooth power, competitive fuel economy, outstanding assembly quality, first rate materials, quiet operation, exceptional comfort, and excellent value story trump its few soft points. Just as it trumps the rest of this field.
Source;
http://www.kbb.com/car-news/all-the-latest/small-suvs-big-capabilities-20122013-compact-crossover-comparison/
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