2014 Honda Crosstour – Review

The Honda Crosstour is no Accord Wagon, and it should be. Instead, it’s fairly invisible on the market, where its hatchback body style doesn’t look as neat as the Accord sedan on which it used to be based, or as practical as a true wagon.

There’s no longer much of anything in common between the Crosstour and the Accord, and that’s the hatchback’s loss. In sum, the Crosstour is a huskier Accord relative, with more sluggish handling.

At least at first look, the Crosstour teases a lot more utility and versatility than Accord sedans. Even if you’re not a convert to the Crosstour’s pumped-up-hatch styling ethos, it offers some key elements of crossover appeal. One is that it rides a couple of inches higher than the Accord sedan and is around four inches taller altogether—which makes getting in and out easier. In front there’s loads of space and headroom, as you might expect, but in back the downward slope of its roofline, as well as the fact that it curves inward, makes headroom a potential issue for taller riders. The cargo situation is disappointing, too, as the strut towers infringe on cargo space (there’s not much space between them), although the seatbacks flip forward. One handy feature, though, is that there’s a large stowage area (large enough for a laptop bag or briefcase) underneath the cargo floor, and the lid can be reversed to an easy-wipe material, for muddy gear.
The Crosstour retains four-cylinder and V-6 engines, and you’ll probably be fine with the adequate performance of the base 192-horsepower four and five-speed automatic transmission. The V-6 models get Honda’s new Earth Dreams 3.5-liter V-6, rated at 278 horsepower and 252 pound-feet of torque, connected to a six-speed automatic with steering wheel-mounted paddle shifters. While the Accord sedan has been ushered over to a front-strut layout—more tunable for ride and handling, Honda says—the Crosstour maintains the double-wishbone layout that for a longtime was a point of pride for Honda enthusiasts. Handling is further aided by front and rear stabilizer bars along with a front strut tower bar, and the steering is hydraulic-assist—standing apart from the electric-assist systems that have been introduced across the new Accord lineup.

Fuel economy has improved across the board, too, with four-cylinder models offering up to 22 mpg city and 31 highway, while the V-6 now gets up to 20/29 mpg. All-wheel-drive models drop 1 or 2 mpg versus those numbers.

That’s all fine and good, but the wake-up call still comes in the realization that the Crosstour is something more than just a five-door Accord, and that it neither drives better than the Accord sedan nor has other attributes (like more ground clearance) to make up for it. The Crosstour drives like an especially heavy, somewhat taller, and less nimble version of the Accord. It weighs about 300 to 500 pounds more, across the board, than a comparable Accord sedan; but even not knowing that you’ll be surprised to find that especially at lower speeds the Accord sedan’s nimble feel is simply missing here.

The most recent update to the Crosstour, in 2013, makes one thing evident: Honda’s clearly making an effort to cast it as more of a crossover in design. It’s a profile that’s proven to be a tough sell. The rounded roofline and five-door-hatchback design of the Crosstour can make it appear a bit hump-backed from some angles, although the front is recognizably Honda and tweaked this year (with a new slotted look in front for more visual width) to keep in pace with the look of the latest Accord sedan. Finally, Honda’s added more cladding, down at the doorsills and around the wheelwells—cluttering the look, if you ask us. In short, it still looks like an overgrown hatchback rather than a true crossover or SUV. Inside, the 2013 gets various materials upgrades, again to correspond to those used in the Accord sedan.

The NHTSA hasn’t rated the Crosstour, but the IIHS gives it a “good” score in available tests–it hasn’t been subjected to the new small-overlap test. Its safety-feature set has been enhanced to include available Lane Departure Warning (LDW) and Forward Collision Warning (FCW). It also offers Honda’s LaneWatch blind-spot display, which when you click the turn signal on shows you a wide-angle view alongside the vehicle. Honda also re-shaped the rear headrests for better visibility.

Honda lowered prices marginally last year, and improved content. The Crosstour EX now has standard automatic air conditioning with filtration, Bluetooth connectivity, a USB audio interface, steering wheel-mounted controls, along with an auto dimming rearview mirror. Top shelf EX-L V-6 models add dual-zone automatic climate control, heated leather-trimmed seats, leather-wrapped steering wheel and gearshift knob, along with HondaLink with Aha capability, Pandora, and Internet radio capability. The system also rolls in the Pandora interface and voice-to-text SMS texting feature (Android and BlackBerry only), with pre-programmed responses.

The Honda Crosstour is no Accord Wagon, and it should be. Instead, it’s fairly invisible on the market, where its hatchback body style doesn’t look as neat as the Accord sedan on which it used to be based, or as practical as a true wagon.

There’s no longer much of anything in common between the Crosstour and the Accord, and that’s the hatchback’s loss. In sum, the Crosstour is a huskier Accord relative, with more sluggish handling.

At least at first look, the Crosstour teases a lot more utility and versatility than Accord sedans. Even if you’re not a convert to the Crosstour’s pumped-up-hatch styling ethos, it offers some key elements of crossover appeal. One is that it rides a couple of inches higher than the Accord sedan and is around four inches taller altogether—which makes getting in and out easier. In front there’s loads of space and headroom, as you might expect, but in back the downward slope of its roofline, as well as the fact that it curves inward, makes headroom a potential issue for taller riders. The cargo situation is disappointing, too, as the strut towers infringe on cargo space (there’s not much space between them), although the seatbacks flip forward. One handy feature, though, is that there’s a large stowage area (large enough for a laptop bag or briefcase) underneath the cargo floor, and the lid can be reversed to an easy-wipe material, for muddy gear.
The Crosstour retains four-cylinder and V-6 engines, and you’ll probably be fine with the adequate performance of the base 192-horsepower four and five-speed automatic transmission. The V-6 models get Honda’s new Earth Dreams 3.5-liter V-6, rated at 278 horsepower and 252 pound-feet of torque, connected to a six-speed automatic with steering wheel-mounted paddle shifters. While the Accord sedan has been ushered over to a front-strut layout—more tunable for ride and handling, Honda says—the Crosstour maintains the double-wishbone layout that for a longtime was a point of pride for Honda enthusiasts. Handling is further aided by front and rear stabilizer bars along with a front strut tower bar, and the steering is hydraulic-assist—standing apart from the electric-assist systems that have been introduced across the new Accord lineup.

Fuel economy has improved across the board, too, with four-cylinder models offering up to 22 mpg city and 31 highway, while the V-6 now gets up to 20/29 mpg. All-wheel-drive models drop 1 or 2 mpg versus those numbers.

That’s all fine and good, but the wake-up call still comes in the realization that the Crosstour is something more than just a five-door Accord, and that it neither drives better than the Accord sedan nor has other attributes (like more ground clearance) to make up for it. The Crosstour drives like an especially heavy, somewhat taller, and less nimble version of the Accord. It weighs about 300 to 500 pounds more, across the board, than a comparable Accord sedan; but even not knowing that you’ll be surprised to find that especially at lower speeds the Accord sedan’s nimble feel is simply missing here.

The most recent update to the Crosstour, in 2013, makes one thing evident: Honda’s clearly making an effort to cast it as more of a crossover in design. It’s a profile that’s proven to be a tough sell. The rounded roofline and five-door-hatchback design of the Crosstour can make it appear a bit hump-backed from some angles, although the front is recognizably Honda and tweaked this year (with a new slotted look in front for more visual width) to keep in pace with the look of the latest Accord sedan. Finally, Honda’s added more cladding, down at the doorsills and around the wheelwells—cluttering the look, if you ask us. In short, it still looks like an overgrown hatchback rather than a true crossover or SUV. Inside, the 2013 gets various materials upgrades, again to correspond to those used in the Accord sedan.

The NHTSA hasn’t rated the Crosstour, but the IIHS gives it a “good” score in available tests–it hasn’t been subjected to the new small-overlap test. Its safety-feature set has been enhanced to include available Lane Departure Warning (LDW) and Forward Collision Warning (FCW). It also offers Honda’s LaneWatch blind-spot display, which when you click the turn signal on shows you a wide-angle view alongside the vehicle. Honda also re-shaped the rear headrests for better visibility.

Honda lowered prices marginally last year, and improved content. The Crosstour EX now has standard automatic air conditioning with filtration, Bluetooth connectivity, a USB audio interface, steering wheel-mounted controls, along with an auto dimming rearview mirror. Top shelf EX-L V-6 models add dual-zone automatic climate control, heated leather-trimmed seats, leather-wrapped steering wheel and gearshift knob, along with HondaLink with Aha capability, Pandora, and Internet radio capability. The system also rolls in the Pandora interface and voice-to-text SMS texting feature (Android and BlackBerry only), with pre-programmed responses.

Video: How touch screen controls in cars should work

If you have a (relatively) new car, the center stack is probably flawed. You’d hoped for something sleek and intuitive, and instead, you wound up with Lieutenant Uhura’s computer from Star Trek: lots of bells and whistles that don’t seem to do much of anything.

This is a major problem, and solving it ranks among the biggest challenges facing today’s car companies. Our vehicles themselves may be better built than they once were, but as systems like Ford’s popular but much-loathed MyFord Touch demonstrate, our infotainment features are ready for the scrap heap.

Enter designer Matthaeus Krenn, who bemoans the fact that automakers “merely replicate old button layouts and shapes on these new, flat, glowing surfaces” littering today’s dashboards. In his notes for the video embedded above, Krenn says:

I propose a new mode that can be invoked at any time: It clears the entire screen of those tiny, intangible control elements and makes way for big, forgiving gestures that can be performed anywhere. In place of the lost tactile feedback, the interface leverages the driver’s muscle memory to ensure their ability to control crucial features without taking their eyes off the road.

Which sounds great, until you see what he’s actually proposed.

Is Krenn’s prototype beautiful? Absolutely. It looks like something out of Logan’s Run or Tron (high praise, back in the day). It would make a fantastic control panel for your in-home thermostat, lighting, and stereo.

Could it work in a car? Yes, but it would probably kill you.

We understand how Krenn’s interface works. We appreciate the way that it’s designed to be adaptive, so that it works no matter where you first touch it. Eventually, we could get used to its one-, two-, three-, four-, and five-finger controls.

But learning the system would take time, and we could envision many occasions when we meant to turn up the a/c but instead cranked up the Def Leppard. Also, we think he’s being far too optimistic when he suggest that a user could flip through her entire song catalog without glancing over at the screen.

And heaven forbid one of your parents should get a car with Krenn’s interface. You thought teaching them AOL was hard?

2014 Honda Accord Sedan – Review

The 2014 Honda Accord keeps with this model’s super-sensible reputation; but with accessible safety technology, great fuel economy, and unparalleled composure, the affordable models in the lineup are better deals than they’ve ever been.

The mid-sized sedan segment has long been a stalwart of the American car scene, but it’s not just treading water in recent years. Instead, designs have become edgier, powertrains more fuel efficient, and technology more innovative and intuitive–traits more often found in the luxury segment than in mainstream motoring. At the heart of the current mid-size sedan market sits the 2014 Honda Accord, straddling the broad feature set that meets the needs of the largest group of people.

With the all-new ninth-generation model that was introduced this past year, Honda added some of the design flair and sophistication that’s been sweeping the likes of the Nissan Altima, Ford Fusion, and Mazda 6. Yet it’s also rekindled some of the elegant, upright look of Accords past, nodding to comfort and practicality in the way of the Volkswagen Passat.

From the outside, the 2014 Accord has a design that follows the nameplate’s tradition yet finds its place among modern sedans when shaping the current Accord. We wouldn’t call this model stunning or head-turning, but the look, which maximizes the greenhouse (window space) and isn’t at all slab-sided altogether looks fresh. The rather low instrument panel, and an interior design that really pushes out the corners, altogether enforces that airiness inside. Meanwhile, important controls are placed quite high within it. With Coupes, you give up some practicality for a performance look; they’re mostly the same as sedans from the front seats forward, but their completely different, wedgier tail and side sheetmetal adds up to a more dynamic stance.

Honda dropped its worshipped double-wishbone setup in the Accord last year, instead opting for more tunable (and cheaper) MacPherson struts that it claims improve ride and handling while cutting cabin noise and harshness. So far, we can’t say that’s off the mark; the Accord drives with much of the verve of previous editions, and the new electric power steering is particularly good.

Powertrain offerings for the 2014 Accord are, across the board, more modern and fuel-efficient than they were just a couple of years ago. With the base four-cylinder engine, you get direct injection technology, and you can choose from a six-speed manual or continuously variable automatic transmission (CVT). This CVT gives a much more linear feel than earlier CVTs on the market, so it might even fool some drivers into thinking it’s a regular automatic transmission. Most four-cylinder Accords make 185 horsepower, while an Accord Sport model makes 189 hp. A V-6 engine is still offered across the Accord model line; it makes 278 hp and is coupled to a six-speed automatic transmission or (in Coupes only) a six-speed manual gearbox. Regular unleaded gasoline is just fine no matter which engine, and fuel economy ratings range up to 27 mpg city, 36 highway with the four-cylinder engine and CVT, and up to 21/34 with the V-6.

With last year’s redesign, Honda managed to pack in a little more comfort and passenger space in about every way possible. While actually shorter than the previous generation of the Accord, this one is roomier inside. Rear legroom increases about an inch, while shoulder room in front and in back is improved, and trunk space is not only larger but the cargo floor is now flat. Additionally, the driving position is nice and upright, and for those in front or in back, the plentiful window space allows a good view all around. The only functionality letdown is that the rear seat folds forward in one clunky piece, and the dual-screen infotainment system you get in some trims comes with a confusing control set.

Safety is an Accord strength; in addition to acing some of the toughest crash tests, it offers some breakthrough safety items that you might not expect to see in an affordable model. The Accord has been one of the few new ‘IIHS Top Safety Pick+’ vehicles; and it achieves a top five-star overall score from the federal government (albeit with four stars for frontal impact). Forward Collision Warning, Lane Departure Warning, and Adaptive Cruise Control systems are all available on the Accord, and a cool new LaneWatch Blind Spot Display provides a wide view of the passenger side of the vehicle on the Multi-Information Display (i-MID) screen the moment you flick the turn signal.

Honda had long been criticized for being skimpy on features, but this is definitely no longer the case with the Accord. As part of a turnaround from the brand’s features philosophy, connectivity and safety-tech features are offered in the volume models, not just the top-of-the-line trims. Dual-zone automatic climate control, 16-inch alloy wheels, Bluetooth connectivity, a rearview camera, and an eight-inch i-MID display plus Pandora audio streaming and SMS text-messaging capability are all included in the base LX model.

With the Honda Accord Sedan offered in LX, Sport, EX, EX-L, V6, and Touring trims, and the Coupe available in LX-S, EX, EX-L, and EX-L V6 models, there’s still a wide range of equipment. All V6 models include daytime LED running lamps, and interior appointments are a bit warmer and richer in upper trims. Adaptive Cruise Control is exclusive to the Touring Sedan, which also includes Honda’s first LED projector headlamps, while LED brake lights are included in EX-L and Touring models. Also included in top EX-L models is an upgraded 360-watt audio system with Aha internet radio streaming capability (with your smartphone’s data connection).

The 2014 Honda Accord keeps with this model’s super-sensible reputation; but with accessible safety technology, great fuel economy, and unparalleled composure, the affordable models in the lineup are better deals than they’ve ever been.

The mid-sized sedan segment has long been a stalwart of the American car scene, but it’s not just treading water in recent years. Instead, designs have become edgier, powertrains more fuel efficient, and technology more innovative and intuitive–traits more often found in the luxury segment than in mainstream motoring. At the heart of the current mid-size sedan market sits the 2014 Honda Accord, straddling the broad feature set that meets the needs of the largest group of people.

With the all-new ninth-generation model that was introduced this past year, Honda added some of the design flair and sophistication that’s been sweeping the likes of the Nissan Altima, Ford Fusion, and Mazda 6. Yet it’s also rekindled some of the elegant, upright look of Accords past, nodding to comfort and practicality in the way of the Volkswagen Passat.

From the outside, the 2014 Accord has a design that follows the nameplate’s tradition yet finds its place among modern sedans when shaping the current Accord. We wouldn’t call this model stunning or head-turning, but the look, which maximizes the greenhouse (window space) and isn’t at all slab-sided altogether looks fresh. The rather low instrument panel, and an interior design that really pushes out the corners, altogether enforces that airiness inside. Meanwhile, important controls are placed quite high within it. With Coupes, you give up some practicality for a performance look; they’re mostly the same as sedans from the front seats forward, but their completely different, wedgier tail and side sheetmetal adds up to a more dynamic stance.

Honda dropped its worshipped double-wishbone setup in the Accord last year, instead opting for more tunable (and cheaper) MacPherson struts that it claims improve ride and handling while cutting cabin noise and harshness. So far, we can’t say that’s off the mark; the Accord drives with much of the verve of previous editions, and the new electric power steering is particularly good.

Powertrain offerings for the 2014 Accord are, across the board, more modern and fuel-efficient than they were just a couple of years ago. With the base four-cylinder engine, you get direct injection technology, and you can choose from a six-speed manual or continuously variable automatic transmission (CVT). This CVT gives a much more linear feel than earlier CVTs on the market, so it might even fool some drivers into thinking it’s a regular automatic transmission. Most four-cylinder Accords make 185 horsepower, while an Accord Sport model makes 189 hp. A V-6 engine is still offered across the Accord model line; it makes 278 hp and is coupled to a six-speed automatic transmission or (in Coupes only) a six-speed manual gearbox. Regular unleaded gasoline is just fine no matter which engine, and fuel economy ratings range up to 27 mpg city, 36 highway with the four-cylinder engine and CVT, and up to 21/34 with the V-6.

With last year’s redesign, Honda managed to pack in a little more comfort and passenger space in about every way possible. While actually shorter than the previous generation of the Accord, this one is roomier inside. Rear legroom increases about an inch, while shoulder room in front and in back is improved, and trunk space is not only larger but the cargo floor is now flat. Additionally, the driving position is nice and upright, and for those in front or in back, the plentiful window space allows a good view all around. The only functionality letdown is that the rear seat folds forward in one clunky piece, and the dual-screen infotainment system you get in some trims comes with a confusing control set.

Safety is an Accord strength; in addition to acing some of the toughest crash tests, it offers some breakthrough safety items that you might not expect to see in an affordable model. The Accord has been one of the few new ‘IIHS Top Safety Pick+’ vehicles; and it achieves a top five-star overall score from the federal government (albeit with four stars for frontal impact). Forward Collision Warning, Lane Departure Warning, and Adaptive Cruise Control systems are all available on the Accord, and a cool new LaneWatch Blind Spot Display provides a wide view of the passenger side of the vehicle on the Multi-Information Display (i-MID) screen the moment you flick the turn signal.

Honda had long been criticized for being skimpy on features, but this is definitely no longer the case with the Accord. As part of a turnaround from the brand’s features philosophy, connectivity and safety-tech features are offered in the volume models, not just the top-of-the-line trims. Dual-zone automatic climate control, 16-inch alloy wheels, Bluetooth connectivity, a rearview camera, and an eight-inch i-MID display plus Pandora audio streaming and SMS text-messaging capability are all included in the base LX model.

With the Honda Accord Sedan offered in LX, Sport, EX, EX-L, V6, and Touring trims, and the Coupe available in LX-S, EX, EX-L, and EX-L V6 models, there’s still a wide range of equipment. All V6 models include daytime LED running lamps, and interior appointments are a bit warmer and richer in upper trims. Adaptive Cruise Control is exclusive to the Touring Sedan, which also includes Honda’s first LED projector headlamps, while LED brake lights are included in EX-L and Touring models. Also included in top EX-L models is an upgraded 360-watt audio system with Aha internet radio streaming capability (with your smartphone’s data connection).

Most suitable car for Nigerian Roads: Lets Have your say People

Hi guys,

I have worked and lived in most Nigerian major cities- Lagos, Abuja, Port Harcourt, Ibadan…. From my observation, the most popular car vehicle in nigerian roads today is 1998 Toyota Camry “Pencil”.

The question remains: What model and type of car do you consider to be the best for use on Nigerian roads?

 

1st made in Nigeria cars by Nissan to role out in April

The first set of Made in Nigeria 4×4  SUVs will be rolled out by Nissan Motors in April this year.
nissan Chief Executive Officer of Nissan Motors, Carlos Ghosn, disclosed this to President Goodluck Jonathan on the sideline of ongoing World Economic Forum in Davos, Switzerland.
Ghosn, who said the vehicles would be rolled out of the old Volkswagen Assembly plant in Lagos, noted it was possible to produce two to three million cars in Nigeria annually.
According to him, this will lead to creation of thousands of direct and indirect jobs in the country.
He also told President Jonathan that Nissan intended to increase its investment in Nigeria and establish its own production plant in the country.
“We are interested in producing popular cars , totally adapted to the needs of Nigerians,” Ghosn told the President, adding that the company also planned to bring its global suppliers to make vehicle components in the country.
In his remarks, President Jonathan reiterated that the diligent implementation of the country’s new national automotive policy would rapidly develop Nigeria’s automobile industry.

Full Year 2012 Top 7 brands Ranking Table below.

Nigeria Full Year 2012:

Pos     Carmaker     2012     %     /11     2011     %     Pos
1     Toyota     19,755     40.7%     30%     15,238     29.7%     1
2     Kia     5,034     10.4%     n/a     n/a     n/a     2
3     Hyundai     4,259     8.8%     n/a     n/a     n/a     3
4     Ford     2,613     5.4%     4%     2,523     4.9%     4
5     Honda     2,473     5.1%     58%     1,562     3.0%     7
6     Mitsubishi Fuso     2,088     4.3%     10%     1,898     3.7%     5
7     Nissan     954     2.0%     -46%     1,772     3.5%     6

Source: http://www.vanguardngr.com