2017 Honda Accord Hybrid and Civic Hatchback
Once upon a time choosing a Honda was simple. They offered a small car, the Civic, and a not so small car, the Accord. Boy has that changed. From minivans, to crossovers, to pickup trucks, there is now a Honda body style for just about everyone. Plus they sell powertrains that run on gasoline, electric, and even hydrogen. Well now, Honda is adding two more choices that make full-lineup even fuller.
The stock Honda Accord is already quite fuel efficient for its size, and the updated 2017 Honda Accord Hybrid takes that mantra to a yet higher level.
Honda’s next gen. 2-motor hybrid system with a 2.0-liter I4 engine debuted in the Accord three years ago, but for 20-17 it ticks up horsepower by 2 to 143, with 7-more lb-ft. of torque to 129 lb-ft. With increased electric assist added in, total output climbs 16-horsepower to 212.
This is a full hybrid with three drive modes. In the Hybrid setting, at slower speeds, its e-CVT transmission utilize battery power as much as practical, using the engine more as a charging power generator. Above 60 miles-per-hour however, the gas engine has priority.
Government Fuel Economy Ratings are 49 -City, 47-Highway, and 48-Combined. That’s higher than any four-door of similar size. Our test loop delivered a very realistic 46.6 on Regular grade.
Plus, you can travel around 750-miles between fill-ups, thanks to a 15.8-gallon gas tank.
Compared to rival Toyota, the Accord Hybrid has more power than either the Camry Hybrid or Prius; while its fuel economy rating falls in between the two. Likewise, the Accord’s 13.5 cubic-ft. of cargo space puts it above the Camry, yet short of the Prius hatchback’s 27.4.
Hybrid cues on the outside are all in the details; they include blue tinting to lights, unique 17-inch wheels, and an aluminum hood.
Honda Sensing active safety systems are standard.
The driving experience is traditional Accord, which means better than Camry, but no sport sedan. Like all Accords it is super solid, though it’s so quiet in EV-mode, that when the gas engine kicks in at higher speeds, powertrain noise becomes very noticeable as the CVT tries to catch up to engine speed.
Otherwise, the shuffle between power sources is silky smooth; with none of the jerkiness of some rivals. Even the re-gen braking has a very natural feel.
Now for those who are less concerned about maximizing fuel economy, and are looking for a roomier and more versatile Civic compact, Honda has got you covered there too, with the 2017 Honda Civic Hatchback.
Riding on the same chassis as the Sedan and Coupe; the exterior design is of course unique, and oh so European. In fact it is imported from England.
Our Sport-trimmed tester had nicely bolstered cloth seats for those up front; and ample head and leg room in the rear.
We also found a manual shifter for the 6-speed transmission. Either it or a CVT comes attached to Honda’s 1.5-liter I4 Turbo that outputs 180-horsepower and up to 177 lb-ft. of torque. LX, EX, and EX-L trims come with a 174-horsepower version.
Max torque arrives fairly early in the rev band, we just wish there was a little more of it; though it sounds very aggressive.
We highly recommend the manual trans; with short and precise throws and clutch feel that would make Goldilocks happy.
If you’re looking for that fun to carry over to corner carving, well you’ll still have to wait for the Si; things are on the “comfortable highway daily driver soft” side here.
Steering lacks on-center feel, but is fairly quick and responsive. Sport trim comes with an 18-inch wheel and tire package, and during our early drive in Northern California, both tire and road noise became an issue after extended time behind the wheel.
As for hatch-enabled versatility, there’s up to 25.7 cubic-ft. of space behind the split-folding rear seats, that’s 10.6 more than the Sedan’s 15.1 cubic-ft. of trunk space. It maxes out at an almost SUV like 46.2 cubic-ft. with the rear seats folded.
To wrap up this dynamic duo of new Hondas, the Accord Hybrid starts at $30,440, or $7,250 over a base Accord; and you can get EX-L and Touring trims as well.
As for the Civic Hatchback, it starts at $20,535; about a grand more than a base Sedan.
So, if you’re looking for a more fuel efficient 5-passenger family sedan, you’ll find that not only is the 2017 Honda Accord Hybrid now fully completive with the Camry Hybrid and even the Prius; but it raises the bar for no-compromise practical hybrid driving; only the upcoming Honda Clarity plug-in might take it further.
Taking Civic versatility further is the 2017 Honda Civic Hatchback. So, giving buyers more, more, and even more options; seems to be what Honda is all about. And clearly, that’s a winning strategy.
Specifications
- Horsepower: 212
- Torque: 129 lb-ft.
- EPA: 49 mpg city / 47 mpg Highway
2024 Toyota Land Cruiser
Toyota’s Go Anywhere Globetrotter Returns To U.S.
Every once in a while, we all need a reset. A time to get back to basics and prioritize the things that really matter. Well, for the Toyota Land Cruiser that time is now. So, let’s find out if that means bigger and better things for Toyota’s iconic off-roader.
The Toyota Land Cruiser’s status among the global off-road community is legendary, and it’s hard to imagine there’s any corner of the earth where a Land Cruiser hasn’t kicked up a little dust or mud. Well, 2024 sees the return of the Land Cruiser to the U.S. market after a 3-year hiatus, getting a major reset for the journey.
The reset comes mostly by no longer being based on the large three-row “300-series” chassis, but a new version of the smaller “200-series,” now known as the J250. As with the latest Tacoma, it uses the Tundra pickup’s full-size steel frame.
While the main Land Cruiser model, which goes by simply Land Cruiser, is packed full of luxury and convenience features, there is also a stripped-down model known as the 1958, honoring the first year the Land Cruiser made landfall here in North America. And it is that 1958 we have here, and we were glad to see it, as it also celebrates the original’s back-to-basics approach as a blank canvas for you to personalize as you tackle more and more adventures.
Not that it’s fully stripped down, as 8-inch touchscreen infotainment, a 7-inch full-color multi-information display, and automatic climate control are still standard. Plus, some seriously durable materials, and great heated cloth front seats that throw off some get serious 1990s Tacoma vibes.
But outside, there’s a definite lack of flashy trim and basic looking 18-inch wheels with Yokohama Geolander all-season tires; plus, big chunky bumpers and tilt-up back glass, which is a rarity that we appreciate. Though there is a little too much plastic in places that are sure to see some abuse if you do any significant off-roading.
It even feels a little rough around the edges, but for us it just adds to the rugged old-school utility vibe in a good way.
We did just that, both here in the Mid-Atlantic as well as in the California desert; and while there are some tech-forward driving aids, the actual hardware is in most cases plenty to get things done. That includes standard full-time dual-range four-wheel-drive, locking center and rear diffs, and 8.7-inches of ground clearance. A front stabilizer bar disconnect is also available to allow for increased articulation.
Who needs a V6 or even a V8 when you’ve got Toyota’s i-FORCE MAX setup at your disposal with 326 horsepower and 465 lb-ft of torque coming from a 2.4-liter turbo-four with an electric motor sandwiched between the engine and its eight-speed automatic transmission. Low speed torque delivery is impressive. It even feels a little rough around the edges, which may be a turn off to some, but for us it just adds to the rugged old-school utility vibe in a good way.
And it certainly feels quicker than an off roader needs to be, with an instant torque dump as soon as we eased on the throttle at our Mason Dixon test track; helping us get to 60 in 8.1 seconds and through the quarter-mile in 16.3 seconds at 86 mph. Considering the Land Cruiser’s terrain conquering mission, it behaved quite well in our handling course; it was plenty responsive to inputs, with less body roll than we expected and plenty of grip from the tires. The steering was light and quick but as expected didn’t provide much feel. Other than significant nosedive, braking performance was exceptional. Only 107-feet to panic stop us from 60 mph.
With the shift to the smaller size, there’s no more third row available, and cargo capacity now comes in at 46.2 cubic-feet with a max of a still healthy 82.1. Now, the best part of the Land Cruiser’s return is the entry price of $57,445. That’s about 30-grand less than what the last Land Cruiser went for back in 2021.
Whether it’s over the top fashion trends, mullets, or zombies; just when you think they’re dead, they come roaring back to life. Of course, we’re much happier to see the resurrection of this 2024 Toyota Land Cruiser than any of those things. Toyota is one brand that still recognizes the value of full-framed rugged rigs and has also acknowledged that sometimes less really is more. The Godfather of Toyota off-roading is back and better than ever.