#2020 honda cr-v horsepower

[printertech]

2020 Honda CR-V Lx Automatic Transmission, MSRP, Performance Changes

2020 Honda CR-V Lx Automatic Transmission, MSRP, Performance Changes

2020 Honda CR-V Lx Automatic Transmission, MSRP, Performance Changes – their Honda CR-V lightweight-crossover SUV proceeds to give the sizing, capabilities, gas economic system and ideal stability consumers came to anticipate from Honda.

Inside an industry in which light Sports utility vehicles have become crushing product sales of small, and midsize sedans, these CR-V provides 5-person sitting.

[cheryfan]

Why The Chery Tiggo 7 Pro Will Destabilize The Honda CR-V And Facelifted X70

With the Tiggo 7 Pro's recent debut in South Africa, there are two obvious competitors who should be concerned. The Honda CR-V is the first. The current CR-V is a competent performer with a strong sales record, but it has already seen too many years in the showroom. The Honda CR-V, which was launched in July 2017 and will be face-lifted in November 2020, is starting to look a touch weary and need an all-new model.

Then there's the Proton X70, a rebadged Geely Auto SUV that's doing well. It has quickly disrupted both the sedan and SUV markets since its premiere in December 2018. You can try Proton X70 used cars if you think an all-new one is expensive. Its sales momentum is waning due to late deliveries and after-sales troubles. This is why, in a few months, Proton and Geely will deliver the facelifted X70 with a familiar 1.5L turbocharged engine.

As a result, the facelifted X70 will face off against the Chery Tiggo 7 Pro SUV. The Tiggo 7 Pro is equipped with an all-digital driver's cockpit, voice command, three digital displays, and all of the comfort and safety features found in the X70 and CR-V. It has 5 seats and 475 litres of cargo space.

A 1.5L turbocharged engine with 147 horsepower and 210 Nm of torque is coupled to a CVT under the hood. The 1.5L turbocharged engine in the Honda CR-V produces 193 horsepower and 243 Nm of torque when paired with a reliable CVT.

Meanwhile, the Proton X70 facelift will employ the same engine as the Proton X50. With a 7-speed dual-clutch transmission, this 1.5L 3-cylinder turbocharged engine produces 180 horsepower and 265 Nm of torque.

So, while the X70 facelift is more powerful, the 3-cylinder engine may be a concern for some consumers, and the dual-clutch gearbox, which has been plagued by reliability issues from the early days of VW dual-clutch gearbox failures, may also be a deterrent.

With Proton's ongoing after-sales and parts troubles, as well as the aforementioned powertrain concerns for the facelift Proton X70, the Chery Tiggo 7 Pro has an excellent chance because they supply outstanding after-sales and warranty to South African customers.

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Article posted on https://fortheloveofchery.postach.io/post/why-the-chery-tiggo-7-pro-will-destabilize-the-honda-cr-v-and-facelifted-x70

[orbemnews]

Three Electric S.U.V.s With Tesla in Their Sights An electric trickle is turning into a flood: As many as 100 new E.V. models are coming to showrooms by 2025. Heavyweights including Volkswagen, General Motors and Ford are floating promises of all-electric lineups within a decade. The end times of gasoline can almost seem a fait accompli, except for one pesky issue: Even given Tesla’s strides, we’re still waiting for the first genuine E.V. sales hit, let alone a mass exodus from unleaded. In 2014, Nissan sold a mere 30,200 Leafs, and that’s still the American record for any non-Tesla model. Ford routinely sells more than 800,000 F-Series pickups. A single gasoline sport utility vehicle, the Toyota RAV4, finds well over 400,000 annual buyers, compared with roughly 250,000 sales last year for all E.V.s combined — 200,000 of which were Teslas. Automakers insist we’re “this close” to a tipping point. E.V. market share is expected to grow to as much as 50 percent by 2032, from just 1.7 percent last year, said Scott Keogh, president and chief executive of Volkswagen of America. While Tesla captured 80 percent of the U.S. market for electric vehicles in 2020, VW and other global giants — with war chests built on internal-combustion engines and unmatched scale and manufacturing know-how — are well positioned to take a piece of Tesla’s pie. “There’s never been a competitive consumer product that sits at 80 percent market share” for long, Mr. Keogh said. Globally, Volkswagen is poised to pass Tesla as the world’s biggest electric vehicle seller as early as next year, according to Deutsche Bank, with Europe and China its key markets. In America, where the brand remains an underdog, VW and other legacy automakers are concentrating fire on the sales fortress of compact S.U.V.s: Models like the RAV4, which deliver roughly four million annual segment sales. The idea, as ever, is to drive down prices and charging times of E.V.s, while bolstering driving range, until consumers see no reason to stick with polluting gasoline models whose energy-and-operating costs exceed the plug-in alternatives. Like the Rolling Stones pushing the Beatles, Mr. Keogh said, healthy competition will ultimately benefit all E.V. fans and creators. And when consumers sees E.V.s proliferate in their neighbors’ driveways, and take their first test drive, there will be no going back. “When you drive one, you’re driving the future, and that’s what people are going to want, no debate,” Mr. Keogh said. The latest electric-S.U.V. hopefuls to reach showrooms are the VW ID.4, Ford Mustang Mach-E and Volvo XC40 Recharge. The Nissan Ariya, BMW iX and Cadillac Lyriq are set to arrive between late 2021 and next March. I drove the VW, Ford and Volvo to see which might knock Tesla’s Model Y S.U.V. down a peg — or at least outsell the 2014 Leaf. Ford Mustang Mach-E Ford has branded its fabled Mustang name on an electric S.U.V., inflaming some boomers in the process. But the Mach-E seems the most straight-up rival yet to Tesla’s Model Y, in not only price and performance but also the Ford’s maximum 300-mile driving range. Consumers have noticed: Ford sold 3,729 Mach-Es in February, the first full month of sales, almost single-handedly chopping Tesla’s dominant E.V. share to 69 percent, from 80 percent. If Ford could maintain that pace for a full year, the Mach-E would easily set a sales record for an E.V. not built by Tesla. Tesla’s 326-mile Model Y Long Range still squeezes a few more miles from each onboard kilowatt-hour, owing to the carmaker’s expertise in aerodynamics, motor and battery efficiency, and to “simple” stuff that’s anything but: Its 4,416-pound curb weight undercuts the Ford by about 400 pounds. And Tesla rules the public charging space, with its Supercharger network that has rivals — now with a potential infrastructure lift from the Biden administration — racing to catch up. The Ford fires back with a sculpted exterior versus the dad-bod Model Y, a tech-savvy interior with superior materials and craftsmanship, and winning performance of its own. With 346 horsepower from dual motors, the Mach-E Premium A.W.D. that I drove shot to 60 miles an hour in 4.8 seconds. Even the new Shelby GT500 — history’s mightiest Mustang, with 760 horsepower — won’t equal the 3.5-second 0-to-60 m.p.h. blast of this summer’s Mach-E GT Performance version. The Shelby would shame the Mach-E or Tesla on any winding road, of course. Yet the Mach-E is reasonably fun through the curvy stuff, and glides with addictive thrust and confidence. A cinema-scale, 15.5-inch touch screen sneaks past the Tesla’s 15-inch unit. Like other E.V.s, the Ford broadcasts its presence below 20 m.p.h., a throat-clearing hum to alert pedestrians. Inside, in its driver-selectable “Whisper” mode, the Ford would please the most persnickety librarian. Dial up “Unbridled” mode and the Mach-E trades glorious silence for an overwrought, faux-engine sound: Think a V-8, remixed by Kraftwerk. The soundtrack is apparently for people who need to be weaned off gasoline’s combustive beat, but it can be shut off with a screen switch. E.V. shoppers can whistle over the Ford’s price, as little as $36,495, or $48,300 for the extended-range A.W.D. model. Those prices include a $7,500 federal tax credit that’s denied to buyers of Tesla (or General Motors) E.V.s, because those automakers have sold too many to qualify. So despite Tesla’s major, defensive price cuts for 2021, the most-affordable, 230-mile-range Mach-E undercuts Tesla’s 244-mile Standard Range by $6,700. A Mach-E Premium A.W.D. saves $2,900 versus a Model Y Long Range. In a surprisingly taut, compelling matchup with the Tesla, credit the government for what may be the Ford’s most alluring advantage: a $7,500 discount. Volkswagen ID.4 No, Volkswagen is not changing its name to Voltswagen, as the company briefly convinced some media and car fans in a marketing stunt gone bad. Regarding historic names, VW calls the ID.4 its most significant model since the original Beetle. But where the Beetle was a revolutionary leader, the ID.4 feels like a follower. Based on my drive, the VW can easily top its 250-mile range rating, with 275 miles within reach. A rear-drive, 201-horsepower model rolls to 60 m.p.h. in 7.6 seconds. That’s on a par with gasoline sport utilities like the Honda CR-V, but pokey by E.V. standards. Dual-motor, all-wheel-drive models arrive later this year, promising 60 m.p.h. in under six seconds. From a company famed for fun-to-drive German cars, the ID.4’s generic performance and styling are letdowns. Its infotainment system is even more disappointing: The clunky, vexing touch screen can’t touch the onscreen wizardry of the Ford, Volvo or Tesla. The VW’s snappiest performance came during a fast-charging session at a Target in New Jersey, replenishing its 77 kilowatt-hour battery from 20 to 80 percent in an impressive 31 minutes. That growing network of Electrify America chargers is funded by VW’s $2 billion, court-ordered penance for its diesel emissions scandal. And VW is offering indulgences to ID.4 buyers, with three years of free public charging. Thrifty virtues include a $41,190 base price, or $33,690 after the $7,500 federal tax break. That’s $2,800 less than the most-affordable Mach-E. It’s also less money, after credits, than a smaller Chevrolet Bolt. The more powerful ID.4 with all-wheel drive will start at $37,370, postcredit. Still, as Tesla’s triumph and Chevy’s lukewarm Bolt have proved, there’s more to electric success than an attractive price. VW is aggressively investing $80 billion to develop E.V.s, but the ID.4 feels less like a market splash and more like a toe in the water. We’ll see if VW erred by not kicking off with a recognizable design that truly connects its nostalgic, weed-hazed past to today’s green virtues: the electric ID.Buzz Microbus, due in 2023. Volvo XC40 Recharge Volvo seems such a natural fit for E.V.s. And the progressive-minded brand brings us the XC40 Recharge, an electrified take on its gasoline XC40. The Recharge is like that perfect dining table in a shelter magazine: You’re not sure why it costs so much, but you want it anyway. The Recharge’s wedgy Scandinavian styling tops every S.U.V. in this group, as does its lovely interior. That includes soft Nappa leather, versus the ascetic “vegan” materials of many E.V.s. The drive is similarly breezy, with 402 horses and a quicksilver, 4.7-second flight to 60 m.p.h. The biggest tech talking point may be Android Automotive OS: The Recharge (and Volvo’s electric Polestar 2) introduces a cloud-based Google operating system that works like a dream, with Google Maps, search, an ultra-capable voice assistant and more. (Don’t confuse this with the ubiquitous Android Auto, which simply mirrors phone apps on a car’s screen.) Several major automakers, including G.M. and Ford, plan to make Android Automotive the nerve centers of coming cars. If only the Volvo itself were as efficient. The Recharge is an electron guzzler, with a 208-mile range that seems optimistic in real-world use. I drove the Recharge in frigid New York weather, which explained some but not all of its hunger for power: No matter how I babied the throttle, the Volvo stayed on a pace for 190 miles, at best, covering about 2.4 miles for each kilowatt-hour in the batteries. I can achieve 3.6 miles per kilowatt-hour with little effort in the Tesla Model Y and above 3.2 in the Ford. Environmental Protection Agency numbers bear that out: Despite having virtually the same-size battery, the Tesla brings 326 miles of maximum range, 118 more than the Volvo. The Recharge is also expensive for its intimate size: $54,985 to start, and nearly $60,000 for the model I drove. That $7,500 federal tax break softens the blow. Yet if the Volvo indulges bourgeois buyers, they’ll also need to indulge its profligate ways. Source link Orbem News #Electric #Sights #SUVs #Tesla

[scorpio0930]

2020 Honda CR-V Crossbreed obtains 40 mpg city

The 2020 Honda CR-V Hybrid will certainly have EPA fuel-economy ratings of 40 mpg city, 35 freeway, 38 incorporated when it arrives on dealer lots March 1, the car manufacturer revealed Thursday.

The first hybrid variation of Honda's very successful design in the U.S. is a bit of disappointment. [tesla model 3 side view]Three of the very successful compact crossovers come as crossbreeds this year, and the CR-V routes the pack for efficiency. The 2020 Ford Getaway Crossbreed is rated at 44/37/41 mpg with front-wheel drive, and four-wheel drive just sets you back 1 mpg city as well as combined. Like the CR-V Hybrid, the 2020 Toyota RAV4 Hybrid comes standard with AWD and gets 41/38/40 mpg. Even by Honda's standard, the CR-V Crossbreed falls a bit brief. It shares its two-motor 212-horsepower 2.0-liter inline-4 powertrain with the Honda Accord Crossbreed, which obtains 48/47/48 mpg, however the CR-V Crossbreed adds AWD Nonetheless, the 2020 Honda CR-V Hybrid's benefits over its competitors are a lower beginning rate as well as a broader availability across trim degrees. Beginning at $28,870 (all prices include the $1,120 location) for the base LX, the CR-V Crossbreed is about $500 less than the competitors. Like the RAV4 Hybrid, the CR-V Crossbreed is provided in four trim levels; the Retreat Crossbreed is provided just in two trims.

Along with conventional AWD, the CR-V Hybrid comes criterion with automated emergency braking with pedestrian detection, active lane control, and also adaptive cruise control.

The $31,380 Ex Lover trim hits the sweet area by upgrading from a 5.0-inch central display screen to a 7.0-inch touchscreen with Apple CarPlay and Android Car compatibility, warmed front seats, a 12-way power-adjustable chauffeur's seat with 4-way lumbar support, one-touch power windows, dual-zone environment control, push button beginning, and also blind-spot monitors. Wheels get swole, brother, from 17-inch alloys to 18-inch alloys, and also it adds a moonroof. We would certainly suggest the EX-SPOUSE.

The $33,870 EX-L trim includes more refinement with leather-trimmed seats, a leather-wrapped wheel and change handle, a 4-way power-adjustable guest's seat, an 8-speaker sound system, and a power tailgate with programmable heights.[online]

The $37,070 Touring trim completes the lineup with navigation, a costs stereo, wireless phone charging, ambient lighting, LED headlights, roof rails, as well as 19-inch alloy wheels.

[printertech]

2020 Honda CR-V Hybrid Specs, Release Date, Specification, Towing Capacity

2020 Honda CR-V Hybrid Specs, Release Date, Specification, Towing Capacity

2020 Honda CR-V Hybrid Specs, Release Date, Specification, Towing Capacity – The following crossbreed age group of Honda CR-V is going to surface.

Introduced as being the 2020 season product, the latest CR-V could be the excellent successor in the final 2018 edition. the business is currently trying to develop updates to create the standard style of CR-V.

Moreover, some drinks in the style design…

[dipulb3]

2021 Nissan Rogue review: Playing it down the middle

New Post has been published on https://appradab.com/2021-nissan-rogue-review-playing-it-down-the-middle/

2021 Nissan Rogue review: Playing it down the middle

The Rogue is currently Nissan’s best-selling vehicle by a long shot, and consumer demand for compact crossovers shows no sign of slowing down. Needless to say, the “don’t screw it up” factor is pretty high with the redesigned 2021 Rogue, which rolls into dealerships later this year.

Like

Quiet, comfortable cabin

Decent fuel economy

Available digital gauge cluster

Enhanced ProPilot driver-assistance tech

Don’t Like

Weak engine performance

Styling isn’t for everyone

Best tech features are only available on the most expensive trim

Smartly, Nissan opted to take a conservative approach to the Rogue’s redux, though you might not think so upon first glance. The boldly styled front end certainly isn’t for everyone — I’m not a fan, personally — but it’s at least expressive, which isn’t something I could say about prior Rogues. The rest of the crossover’s appearance is unsurprisingly conventional, although new two-tone color options are available to give that upright, two-box shape added visual interest. All told, the 2021 Rogue is about an inch shorter in both length and height than its predecessor.

Inside, 2021 Rogue loses half an inch of headroom and 1.5 inches of legroom up front. Rear-seat occupants, on the other hand, enjoy slightly more headroom and legroom than before — 0.7 and 0.6 inches, respectively. A third row of seats isn’t available, and while that might seem like a given considering the Rogue’s small size, keep in mind that Nissan offered a holy-crap-that’s-cramped option from 2014 to 2017. Trust me, the Rogue is better off without it.

The SUV’s back doors now open to a full 90-degree aperture, which makes getting in and out easier and gives you more space when finagling car seats or other bulky items. A similar bit of helpfulness is found in the cargo area, where there’s an adjustable divider in the two-tier load floor. Only available on SL and Platinum grades, this two-piece partition gives you a maximum of 36.5 cubic feet of storage space behind the second-row seats, while the Rogue S and SV make do with 31.6. Regardless of model, folding the back seats flat results in 74.1 cubic feet of room, which puts the Rogue ahead of the Toyota RAV4 (69.8) but behind the Honda CR-V (75.8).

Generally speaking, the Rogue’s interior is perfectly nice. Nissan’s comfy and supportive Zero Gravity seats are standard for both front and rear passengers, came wrapped in leather on my SL tester and is available with quilted, semi-aniline hides on the bougie Platinum. All of the plastics and wood appliqués are nicely grained and none of the vehicle controls feel cheap or flimsy. Well, mostly.

The new electronic gear selector is a particularly lousy part of an otherwise well-built cabin. It looks cheap and feels cheaper. On the other hand, no mechanical linkage to the transmission frees up space beneath the console for added storage, but considering how cavernous the compartment aft of the cup holders is, I don’t imagine needing that extra space all that often.

Most Rogues will roll out with an 8-inch color touchscreen display in the center of the dash, running the newest version of the NissanConnect infotainment system. A larger 9-inch high-definition screen is optional on the SL and standard on the Platinum, with the same NissanConnect software inside. This system isn’t my favorite, with its occasionally laggy response times, but the graphics are nevertheless colorful and crisp — on the HD display, at least — and it’s a step up from the Display Audio and Entune systems offered in the Honda CR-V and Toyota RAV4, respectively.

If you want the mega-tech experience, go for a Rogue Platinum, which comes with a 12.3-inch digital instrument cluster and 10.8-inch head-up display, as well as a wireless charging pad. It kind of sucks that you have to spring for the most expensive Rogue — $36,525, including $1,095 for destination — to get these niceties, but so it goes. At least Apple CarPlay and Android Auto are standard across the board. What’s more, wireless CarPlay is optional on the SL and standard on the Platinum, and every Rogue save for the most basic S has an onboard Wi-Fi hotspot as well as four USB outlets (two A, two C).

The Rogue’s interior is clean and modern.

Steven Ewing/Roadshow

A whole bunch of driver-assistance technologies come standard on every Rogue, including blind-spot monitoring, rear cross-traffic alert, a driver alertness monitor, forward-collision warning, lane-departure warning and automatic emergency braking. Nissan’s excellent ProPilot Assist joins the standard roster on SV trims and higher, combining adaptive cruise control and lane-keeping assist for easy-breezy highway commuting. A newly enhanced version of this tech, ProPilot Assist with Navi-Link, is optional on the SL and standard on the Platinum. It uses navigation data to adjust the Rogue’s speed for things like tight highway curves and busy intersections, and it can even keep the steering assist active on freeway exit ramps. The uplevel ProPilot software also includes speed-limit adaptation, which is something normally reserved for higher-end luxury cars.

Unfortunately, the rest of the Rogue’s driving experience isn’t so techy; you won’t find turbochargers or electric assistance under the hood. Buyers looking for more punch should check out a Mazda CX-5 with the 2.5-liter turbo, and if you’re all about fuel-sippin’, the Ford Escape, Honda CR-V and Toyota RAV4 can be had with hybrid powertrains. The Escape and RAV4 even offer plugin options.

The Rogue, meanwhile, uses a reworked version of Nissan’s long-standing 2.5-liter I4, making 181 horsepower and 181 pound-feet of torque, increases of 11 hp and 6 lb-ft over the 2020 model. A continuously variable transmission is mandatory across the board, and buyers can choose between front- and all-wheel drive on every trim level.

The more upright shape results in increased rear-seat headroom.

Steven Ewing/Roadshow

Nissan’s CVT is one of the better transmissions of this type, largely fading into the background without roughness or loud droning during acceleration. But the Rogue definitely isn’t quick, and it occasionally suffers on steep grades. Climbing California’s notorious Grapevine on the I-5 freeway at 75 mph requires a heavy right foot, especially since the 2.5 has a dearth of low-end torque. The experience would be worse with passengers and/or more cargo onboard, too. This is where the low-end torque from a turbocharger or added electrification can really help, but competitors generally also make you pay extra for their more-powerful engines. Nissan offered a Rogue Hybrid previously, so perhaps a more powerful engine option will come along in the future.

Fuel economy ratings of 27 miles per gallon city, 35 mpg highway and 30 mpg combined are on the better side of average for the compact crossover class. Opting for all-wheel drive reduces those figures by one to two mpg depending on trim level, but again, that’s not uncommon for small SUVs. After several days of testing in mixed conditions, my Rogue’s onboard computer shows 28.5 mpg.

The engine itself may be pretty mediocre, but overall, the Rogue drives with confidence and composure. The redesigned rack-mounted electronic power steering is a lot better than in old Rogues, with improved weight and more natural turn-in that doesn’t feel overboosted. Even so, as far as steering feel is concerned, the Rogue, like most other small SUVs, is as dead as your childhood dreams.

Of all the compact crossovers on sale today, the Nissan Rogue is definitely one of them.

Steven Ewing/Roadshow

A new, stiffer frame gives the Rogue a solid on-road demeanor, and the suspension is nicely tuned to soak up the sort of rough pavement and occasional pothole you’ll experience in everyday driving. The base Rogue S rides on 17-inch wheels, but 18s and 19s, like the ones on my tester, are available. Brake feel is solid and easy to modulate, and if you hustle the Rogue through a corner you’ll find predictable amounts of body roll. But for the key missions of a Nissan Rogue — running errands, commuting to work, taking the kids to the lake — this vehicle is appropriately tuned.

Pricing for the 2021 Nissan Rogue starts at $26,745 including destination and all-wheel drive is a $1,400 upcharge on every trim. Like every other aspect of the Rogue, this puts Nissan’s CUV squarely in the middle of the compact crossover class.

It’s hard to fault Nissan for playing it straight with the 2021 Rogue. The current model is doing really well for the automaker, and it’s the segment’s third best-selling model behind the Toyota and Honda. Frankly, considering Nissan’s big-picture troubles, it’s probably not a good idea to shake up a winning formula. Is the Rogue the most attractive, most fun-to-drive small SUV? No. But it’s comfortable, spacious, economical and priced right, and those are pretty strong laurels on which to rest.

[carsmagy]

2020 Volkswagen Tiguan

2020 Volkswagen Tiguan : The 2020 Volkswagen Tiguan is a compact SUV that can accommodate five or seven people, depending on the model. Volkswagen Tiguan is powered by a 184-horsepower, turbocharged 2.0-liter four-cylinder engine mated to an eight-speed automatic transmission. Front- and all-wheel-drive available, as well as competitors including the Honda CR-V, Ford Escape and Toyota RAV4. The 2020 […]

2020 Volkswagen Tiguan Source @ https://carsmag.us/2020-volkswagen-tiguan/

[scorpio0930]

2020 Toyota RAV4 vs. 2020 Nissan Rogue: Compare Crossovers

With a lot of compact crossovers, picking the very best one usually boils down to really feels more than truths. For two of the very successful crossovers, the 2020 Toyota RAV4 as well as 2020 Nissan Rogue, the similarities are greater than the differences[power sliding door kit]

Both included common active safety attributes, available four-wheel drive, space for 5 individuals and their gear, as well as a good total value with a beginning rate of about $26,500. That's mirrored by nearly identical ratings, with the RAV4's 6.5 TCC Score getting the choice over the Rogue's 6.3. This story of the tape is a lot more nuanced, however. The RAV4 is the very popular non-truck in the U.S. for its regarded integrity, fuel-sipping hybrid powertrain, and rugged excellent appearances (actually!). The 2020 Nissan Rogue, which should not be puzzled with the smaller sized Rogue Sporting activity, is roomier, comfier, and features better standard tools. It's the 3rd very popular non-truck behind the Honda CR-V and RAV4.

An even more in-depth take a look at the categories that matter most need to assist make a decision which is finest for you. Redesigned for 2019, the 2020 Toyota RAV4 is fresher, edgier, and comes in seven trim degrees compared to the three trims for the 2020 Nissan Rogue. The 2020 RAV4 begins at $27,070 (consisting of $1,120 destination) in base LE trim and also has a much wider spread, with the new-for-2020 TRD Off-Road trim with common four-wheel drive topping the range at $36,400.

The aging 2020 Nissan Rogue is a lot more moderate, with a $26,395 beginning cost (including $1,095 location) in base S trim and a top rate of $34,135 in SL trim with all-wheel drive. Cost alone could be a difference-maker.

Prior to the 2019 redesign, the Toyota RAV4 mixed right into the bristling sea of compact crossovers. Currently it gets chunky fenders, hard angles, and also wide fascias that direct the 4Runner as well as Tacoma mid-size pick-up. The fake skid plate on some off-roading trims recommends an off-roading capacity it does not actually have, as well as the muscle posturing hides some performance it does not have.

The 2020 Nissan Rogue enters what probably will be its last manufacturing year before a complete redesign. That generally suggests offers are more plentiful if you don't mind the plainer, older design. The Rogue does not go rogue, and also blends right into that sea, despite the distinct V-shaped grille working as a life jacket. It is what it is: a capable and also positive day-to-day crossover, without the stylish pretensions of the RAV4[click].

Both crossovers are powered by workaday 2.5-liter inline-4 engines. The Rogue is the proletariat of both, making 170 horsepower and paired to a relatively seamless continuously variable transmission (CVT). It's simply great on common 17-inch wheels, and also pushing it does not do many favors on turns where it leans like a resting traveler. The CVT helps obtain the Rogue a 26 mpg city, 33 highway, 29 consolidated EPA ranking. Four-wheel drive drops it 2 mpg incorporated, and also bumps the sticker price by $1,350.

The RAV4's inline-4 makes 203 hp with an 8-speed automatic transmission. The rigid frame is countered by a four-wheel independent suspension that softens most roadway bumps. It's a bit much more sports, and also both offered all-wheel-drive systems fill a fundamental requirement for all-weather grip or, on Limited, Journey, and also TRD Off-Road trims, fill a want for even more efficiency on and off the roadway. Four-wheel drive adds $1,400, as well as gets about 25/33/28 mpg. Front-drive models obtain an EPA-rated 26/35/30 mpg.

The powertrain distinction for numerous could be the RAV4 Crossbreed. Nissan no more uses a hybrid option on the Rogue, which may turn fuel-conscious consumers to the Ford Getaway or Honda CR-V crossbreeds. Toyota is the undisputed hybrid champ, nevertheless, and the smooth trip with typical four-wheel drive prices at 41/38/40 mpg. There's a small bump in horsepower to 219, yet the electric motor and electrical CVT doesn't add grunt. The all-wheel-drive hybrid includes concerning $2,000 greater than the front-drive model down the line.

[printertech]

2020 Honda CR-V Hybrid Specs, Towing Capacity, Release Date, Specification

2020 Honda CR-V Hybrid Specs, Towing Capacity, Release Date, Specification

2020 Honda CR-V Hybrid Specs, Towing Capacity, Release Date, Specification – We expose to you the greatest promoting SUV in past times several years that is brought up the pub again in 2020 the fresh new Honda CRV.

Even with it is standard the latest Honda CRV required to improve its activity in many classes to fend away from the improvements of your more modern opponents.

Now to help keep stuff…

[perksofwifi]

2021 Chevy Trailblazer’s Trailblazing Engines Don’t Deliver Trailblazing Fuel Economy

The 2021 Chevrolet Trailblazer hits the not-compact, not-subcompact crossover scene this year with a stylish design and an impressively low starting price of $19,995. But its most buzzworthy aspect is the all-three-cylinder engine lineup. We haven’t tested the segment-splitting small SUV yet, so we don’t know how those modern, tiny engines will perform on the road. But we did expect the three-cylinder engines to deliver better fuel economy than the figures just released by the EPA.

Why? We figured the Trailblazer’s smaller-than-usual three-cylinder engines—four-cylinders are still typical in most new small cars, with a few exceptions such as Mini’s Hardtop—might net a fuel-economy benefit relative to its rivals. That isn’t the case. The Trailblazer’s entry-level 1.2-liter turbocharged three-cylinder engine makes 137 horsepower and 162 lb-ft of torque, comes paired with a continuously variable automatic transmission (CVT), and is only available with front-wheel drive. It is EPA-estimated to deliver 28 mpg in the city, 31 mpg highway, and 29 mpg combined—okay numbers that are matched or exceeded by some one-size-up, four-cylinder compact SUVs such as the more powerful Honda CR-V and even Chevy’s own Equinox.

If you want more power and better efficiency, pick the optional 1.3-liter turbocharged three-cylinder engine. It delivers 155 horsepower and 174 lb-ft of torque, and also comes paired with a CVT and front-drive. In that configuration, the Trailblazer is EPA-estimated to return 29 mpg city, 33 mpg highway, and 31 mpg combined. The bigger engine also unlocks the Trailblazer’s all-wheel drive option, which swaps the CVT for a nine-speed automatic transmission. Unfortunately, AWD knocks the Trailblazer’s fuel economy down two pegs, to less than the entry-level, front-drive 1.2-liter model, or 26 mpg city, 30 mpg highway, and 28 mpg combined.

Amongst its direct competitors, the Trailblazer’s best fuel economy ratings are similar to those of the 2021 Kia Seltos (29 city/34 highway/31 combined mpg) and slightly better than other ‘tweeners sized between the subcompact and compact classes. Those include the  And the sleek and stylish 2020 Mazda CX-30, which tops out at 25 city/33 highway/28 combined mpg, as well as the 2020 Nissan Rogue Sport (25/32/28 mpg) and the 2020 Subaru Crosstrek (27/33/30 mpg, in non-hybrid guise).

Chevrolet’s small crossovers seem to offer increasingly better fuel economy the larger they get (or at least they don’t get worse), which seems backwards. The Trailblazer’s fuel economy only barely exceeds that of the one-size-smaller Trax, which is fully subcompact and comes with a turbocharged 1.4-liter four-cylinder engine and theoretically should be the smallest and lightest of the bunch, and therefore the most efficient. Meanwhile, the one-size-larger Equinox (a compact) offers more or less the same fuel economy as the Trailblazer, despite being bigger and more powerful. In short, we expected better from the Trailblazer’s unconventional three-cylinder engine lineup—although for its class, it delivers entirely conventional fuel economy.

The post 2021 Chevy Trailblazer’s Trailblazing Engines Don’t Deliver Trailblazing Fuel Economy appeared first on MotorTrend.

https://www.motortrend.com/news/2021-chevrolet-trailblazer-fuel-economy-epa-ratings/ visto antes em https://www.motortrend.com

[painterlegendx]

The Death Of San Diego Interior Painter - San Diego Interior Painter

The San Diego International Auto Appearance is a ablaze advertise of the cartage we allegation (the circadian drivers), the cartage we should be absorbed in (the blooming and amalgam choices) and the accusable pleasures of achievement cars — and this year’s crop is in a application battle.

6 Criteria for Hiring an Interior Painter in San Diego - san diego interior painter | san diego interior painter Here is a attending at some of the appearance standouts:Cadillac will be aback in the show, and amid its featured displays will be a CT6-V, its better and best able sedan, with all-wheel drive. Amid its accreditation are a 550-horsepower, “Blackwing” twin-turbocharged 4.2-liter direct-injection V-8 and 10-speed automated transmission. With 640 foot-pounds of torque, Cadillac cites 0-60 dispatch in 3.8 seconds.V-design differences accommodate the ample dark-mesh grille, accumbent LED headlights, a trunklid addle-brain and wind-cheating aerodynamic apparatus and appearance atramentous ancillary trim. Behind its 20-inch admixture auto with summer-only achievement tires are Brembo brakes at the advanced with 14.5-inch rotors.The council acknowledgment and Magnetic Ride Control abeyance accept been distinctively calibrated. And the “active” bankrupt arrangement has airy aback burden for a signature sound.The CT6-V is a “limited edition” of 275 congenital for the U.S. market. Appraisement starts at $97,170, including the $995 bales allegation and $1,300 gas-guzzler tax.The midengine Corvette Stingray has the best application and torque for any access Corvette, the aggregation says.(Chevrolet)

Interior Home Painting San Diego: Which Paint Sheen Should I .. | san diego interior painter America’s sports car was redesigned as a midengine, rear-wheel-drive two-seater auto with a ascent roof console or as a retractable-hardtop convertible. Production is accepted to activate in February at the bulb in Bowling Green, Ky.The artlessly aspirated LT-2 V-8 has 495 application and 470 foot-pounds of torque at 5,150 rpm, with the alternative achievement exhaust. It is the best application and torque for any access Corvette, the aggregation says.Corvette claims 0-60 dispatch in beneath than 3 abnormal and a top acceleration of 194 mph. The eight-speed automated chiral chiral has up to six drive modes.Named the 2020 Motor Trend Car of the Year, auto starting prices ambit from $59,995-$71,945. Convertible appraisement ranges from $67,495-$78,945.2020 Dodge Charger SRT Hellcat Widebody. The big sedan’s anatomy amplitude was continued by 3.5 inches with chip fender flares and new advanced and rear fascias.(FCA US LLC)Dodge says its 2020 Charger SRT Hellcat Widebody is the best able and fastest banal auto in the world. And it has two versions: the “standard” archetypal with 707-hp or the Daytona 50th Anniversary Copy with 717-hp. The abject archetypal will be on affectation in San Diego.

Painters San Diego Ca Kitchen Cabinet – songdownload | san diego interior painter With 650 foot-pounds of torque from the supercharged 6.2-liter Hemi Hellcat V-8, Dodge says the 4,587-pound Charger Widebody hustles to 60 mph in 3.6 seconds, passes the division mile in 10.96 abnormal and has a top acceleration of 196 mph. Ammunition abridgement ratings are 12 mpg city, 21 artery and 15 mpg accumulated on the appropriate premium.The big sedan’s anatomy amplitude was continued by 3.5 inches by the new advanced and rear fascias with chip fender flares.The fatter flanks additionally accustomed 20-inch wheels, 11-inches advanced with 305/35 ZR-rated Pirelli P-Zero achievement tires. Traction is aided by SRT-tuned Bilstein three-mode antagonism dampers. And added ability appropriate bigger brakes: 15.4-inch Brembo two-piece rotors with six-piston advanced calipers.Pricing starts at $71,140 or $75,635 for the Daytona edition, including the $1,495 bales allegation from Brampton, Ontario, Canada.Honda expects the CR-V amalgam to accomplish a 50 percent access in burghal breadth compared with the gasoline model.(Honda)Honda’s newsmaker will be the 2020 CR-V Hybrid, a new alms but not on auction until after this spring. The CR-V has been a abiding top agent in the bunched segment, of which there are at atomic 10 accepted contenders.

House Painting San Diego Painter - MM Painting of North .. | san diego interior painter Not a lot of capacity are accessible yet, but the amalgam will accept a two-motor electric powertrain and accepted on-demand all-wheel drive. Official fuel-economy ratings are not yet available, but Honda expects the amalgam CR-V to accomplish a 50 percent access in burghal mpgs over the gasoline model, which has a burghal breadth appraisement of 27 mpg.Also accepted will be the Honda Sensing apartment of assurance and driver-assistive technologies, including automated blow acknowledgment braking, alley abandonment acknowledgment with council abetment and lane-keeping assist.Pricing has not been appear but the top-line gasoline Touring with AWD starts at $35,845.The Venue has a auto brand but a ample cabin.(Drew Phillips)Hyundai’s newest and aboriginal SUV has aloof gone on sale, aimed at young, burghal drivers. While the Venue has a auto footprint, it has a ample berth with a alpine 39.4 inches of advanced allowance and a thrifty but not button 121-hp, 1.6-liter four-cylinder with six-speed chiral chiral or alternative “Intelligent” capricious automatic. Its ammunition abridgement ratings are 27 mpg manual, 35 artery and 30 mpg accumulated with the chiral or 30/34/32 mpg automatic.Standard assurance technologies accommodate advanced collision-avoidance abetment with banal apprehension and lane befitting assist.

American Painting - American Painting - san diego interior painter | san diego interior painter Sold in three front-wheel-drive trim levels, starting prices ambit from $18,345 with chiral chiral (add $1,200 for the automatic) to $23,045 with automatic. The top-line Denim archetypal has such account as smart-key locking and pushbutton, six-speaker audio system, acrimonious advanced seats and blind-spot blow admonishing with rear cross-traffic blow warning. The Death Of San Diego Interior Painter - San Diego Interior Painter - san diego interior painter | Welcome in order to my personal website, in this occasion I am going to explain to you concerning keyword. And after this, this can be the primary picture:

Interior painting san diego - san diego interior painter | san diego interior painter Read the full article

[bidgodrive]

Some of the best cars for snow driving available on BidGoDrive.com

“Baby, It's Cold Outside ” plays (in the background) as you watch cars slide all over the ice and crash into each other, folks are skidding through red lights left and right, and everybody is ice skating in their cars, even when they don’t want to be. It’s finally snowing. You don’t have to be one of those people, but how? We can help!!

Honda’s compact crossover, the CR-V, has been in production since 1995 and is currently in its fifth generation. CR-V stands for comfortable runabout vehicle, but it was termed as a compact recreational vehicle in a British car review that was then republished by Honda. With an optional third row of seats that can fit up to 7, the standard AWD version puts out 190 horsepower and 179 lb-ft of torque through a 1.5 liter turbocharged I4 engine. Older versions are available with a 2.4 liter, naturally aspirated engine that puts out 184 horsepower and 180 lb-ft of torque. The NHTSA gave the Honda CR-V 5/5 stars for its overall safety rating, so it’ll keep you and your family safe when you head through the snow with a ground clearance of 7.8 inches to avoid getting bogged down. You can get it as a hybrid in 2020, too.

The Toyota RAV4 is arguably the aforementioned CR-V’s biggest competitor. Introduced in Japan and Europe in 1994 and in North America in 1996, the RAV4 started off putting out 119 horsepower. The 2019 gas-powered RAV4 now puts out 203 horsepower, while the hybrid version puts out 219. While both come standard with FWD, all trims have AWD available making them perfect for driving in the snow. 2019 AWD iterations have a new feature: Rear Drive Disconnect. That means that only the front wheels are powered when AWD isn’t necessary, improving fuel economy for models that are equipped with AWD. The 2019 Toyota RAV4, like the CR-V, got 5/5 stars for its safety rating as well, making it an excellent contender for mountain trips with the family, or just commuting to work when nobody else seems to be able to because of the snow with an impressive 8.4 inches of ground clearance.

Subaru Outback is one of Subaru’s most reliable models, and now in its sixth generation as of 2020. The standard Boxer engine puts out 182 horsepower, 176 lb-ft of torque, and comes with Auto Start-Stop Technology for better fuel economy around town. Equipped with standard AWD and a ground clearance of 8.7 inches making it ideal for snow driving, the Subaru Outback also earned a 5/5 safety rating from the NHTSA. Spacious, comfortable, and with excellent off-road capabilities, you won’t get stuck anywhere in a Subaru Outback.

It’s no surprise that Subaru holds two spots on this list, as they’re known for their sporty and outdoorsy nature. If you’re looking for something a little bit bigger than an Outback, Subaru’s crossover-SUV is a fantastic choice. Originally the XV Crosstrek, as of 2016 the Subaru Crosstrek has become its own entity. Every trim comes equipped with AWD, and the gas-fed iterations put out 152 horsepower and 145 lb-ft of torque. The Crosstrek is also available as a plug-in hybrid, which puts out 137 hp and 134 lb-ft of torque. All variations come with Active Torque Vectoring and Traction Control Systems for the best experience in the worst conditions. As with all the other vehicles on this list, the Crosstrek got a 5/5 star safety rating from the NHTSA, so you and your family will be taken care of during the winter months. Those 5 vehicles are our top picks for winter and snow driving. Be it to the mountain or just to work, you want to make sure you’re commuting safely. With top safety ratings and excellent capability in inclement weather, those cars are sure to make winter life much easier. If none of the vehicles on this list suit your requirements or style, we have lots of other options available. Happy holidays, be safe!

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[onwheelsxyz-blog]

5 things we learned behind the wheel of the 2020 Ford Escape 2020 Ford EscapeChris Balcerak / Driving Up against stellar competition Honda’s CR-V and the Toyota RAV4, for instance and part of a portfolio that is now almost completely car-free, its important that Fords completely redesigned Escape be a home-run. Compact crossovers are all the rage right now the CR-V, RAV4, and Escape are all among the top-10 sellers in Canada right now so a competitive Escape is absolutely key to Fords continued good fortunes. Here are a few observations are driving a top-line Escape Titanium with the 2.0-litre turbo-four and all-wheel-drive.It’s gasolineThe attribute that really stands out is how powerful the Escapes top-line engine is. Yet another of Fords 2.0-litre EcoBoost four-cylinder engines, this one is good for 250 horsepower and 275 lb.-ft. of torque. Mated to an eight-speed automatic, it should be good from a sub six-second scoot from rest to 100 km/h. More importantly, its got grunt to spare when passing semis on the highway, and its good to tow some 1,587 kilograms. The only downside is that it needs revs. Unusually, especially for a turbocharged engine, is that both horsepower and torque peak at 5,500 rpm, pointing to an engine that might be a tad weedy at low rpm. Indeed, I thought the slight fluffiness I felt at low speeds was due to lethargic transmission, but its more probably the result of this EcoBoosts aggressive tuning. Once moving, however, the Ford Escape is the beast of the compact crossover segment.It’s also

[hyundaiowners]

SUV Review: 2019 Hyundai Tucson

For those looking for solid engineering without fancy wrapping, look no further than the Hyundai Tucson

Mid-cycle refresh of a popular compact crossover

While not abandoning its core car models, Hyundai, like many manufacturers, is expanding and updating its crossover portfolio — very aggressively, in the case of the South Korean company. Last year saw the addition of the youth-oriented Kona, while 2019 sees a new, fourth-generation Santa Fe, an electric version of the Kona, and later this year, a new flagship called the 2020 Palisade. Oh, and not to leave out its best-selling crossover in Canada — and second only to the Elantra in overall sales for 2018 — the third-generation Tucson from Group 1 Hyundai receives a mild refresh.

I’ve generally stuck to the theory that the fewer changes made to a vehicle during its life cycle, the better its original design and execution was, to begin with. And, in its fourth year, the Tucson’s makeover is fairly mild for a compact-sized crossover competing in a very strong, very crowded segment. Cosmetically, the Tucson gets a new cascading grille and daytime running LED headlights, along with a redesigned rear fascia including the tail lights, and new alloy wheels. A new shark-fin antenna is also standard. The rework complements the Tucson’s gracefully ageing looks.

Inside, alterations consist of a new centre stack design. On the features front, there’s standard Android Auto and Apple CarPlay, plus available Qi wireless charging and a second-row USB charger. Safety-wise, Hyundai adds forward collision-avoidance assist and a multi-view camera system to an already full list of things to keep the vehicle pointed in the proper direction and its occupants unharmed.

Actually, the biggest change for the 2019 model year is what won’t be found under the Tucson’s hood; Hyundai has dropped the troublesome — at least, according to Consumer Reports — 175-horsepower, 1.6-litre turbocharged four-cylinder along with the seven-speed dual-clutch automatic transmission, reducing powertrain options to two. The engines now offered consist of the base 2.0L direct-injected four-cylinder with 164 horsepower, and a more powerful, 181-horsepower 2.4L inline-four, both coupled to a six-speed automatic transmission with Shiftronic manual shifting and overdrive lock-up torque converter.

There’s an honest simplicity to the Tucson, one that is very appealing. This should not be construed as labelling it old-fashioned or behind the curve, just straightforward, at least in the way it drives and handles. By dropping the turbo-four, the Tucson now relies on normally aspirated engines to power it, seemingly flying in the face of future convention. As well, its six-speed automatic is a couple of gears shy of what, again, is becoming normal for its segment — at least for the competitive set not fitted with CVTs.

And it matters not a whit. Driving the Tucson’s topline Ultimate trim level powered by the larger 2.4L engine is to experience an uncomplicated, get-in-it-and-go motoring experience. My week with the tester encompassed such diverse late-January weather conditions as arctic blasts, 10 millimetres of wet “heart attack” snow, rain, freezing rain and even a day of nothing but bright sunshine and dry roads.

The Tucson handled it all, thanks to its HTRAC all-wheel-drive system, tracking through slip and slop with unruffled purpose. Acceleration is not pulse-quickening, zero to 100 km/h taking about nine seconds, but the engine is moving just 1,645 kilograms — reasonably trim for a compact crossover — so the Tucson is well able to keep up with the flow of traffic. There are two selectable drive modes — Normal and Sport — the latter sharpening throttle response and steering effort, though the differences between the two modes are not all that extreme.

Simplicity translates to the roomy cabin as well. The dash layout, including the revised centre stack, is clean and logically laid out, with buttons and controls labelled and easily accessed. Hyundai, in its wisdom, doesn’t demand the driver to scroll through touchscreen menus and submenus to access basic conveniences such as activating the heated seats and steering wheel, or adjusting the climate control, navigation or radio functions. Truly, the closest I can come to a complaint is that the heated steering wheel needs some work. The issue: Most of the warmth is concentrated at the eight and four o’clock hand positions, instead of the more desirable nine-and-three or 10-and-two.

Now, the Tucson’s user-friendliness doesn’t come at the expense of technology designed to placate the connectivity needs of perpetually wired younger drivers. The crossover comes with a seven-inch (eight in the Ultimate) Display Audio system. In addition to Android Auto and Apple CarPlay, BlueLink is standard on the Ultimate, bringing connectivity directly into the vehicle with technologies such as remote start with climate control, remote door lock/unlock, car finder and enhanced roadside assistance — accessed via buttons on the rear-view mirror or via a smartphone app.

Hitting the power button for the liftgate reveals a very usable 31 cubic feet (878 litres) of cargo space behind the rear seats, expanding to 61.9 cu.-ft. (1,753 litres) when those seats are folded flat.

So, how does the Tucson stack up? OK, it’s true it doesn’t have the same driving verve or performance dynamics as a number of significantly more powerful turbocharged crossovers. Equally, the loaded Ultimate lacks some of the more overt luxury touches found in rival topline models, such as the 2019 Mazda CX-5 Signature or Toyota‘s redesigned RAV4 Limited. Then again, Tucson is also $2,000 to $3,000 less expensive.

Here’s the thing. The Tucson is a player, the fifth best-selling crossover in Canada last year behind the RAV4, Honda CR-V, Ford Escape and Nissan Rogue. It doesn’t do fancy, it doesn’t do complicated. It does simple, and for buyers looking for solid engineering without the fancy wrapping, the Hyundai Tucson does simple effortlessly.

[carsmedd]

Ford Escape 2019: waiting for the next generation

Ford Escape 2019: waiting for the next generation

Ford Escape 2019: waiting for the next generation

If Ford recently launched the towel with its sedans, it is to better focus on the development of its commercial vehicles. Like the Ford Escape, for example.

Unchanged for several years, the Escape remains one of the flagship vehicles of the American manufacturer. Direct competitor with models like the Toyota RAV4 and the Honda CR-V , the American SUV continues to pull skillfully in a saturated category of vehicles.

But why, exactly?

A range of engines

The answer is partially under the hood. Because instead of offering only one or two engines as a good part of its rivals, the Escape offers three.

Unless you have a limited budget, forget the basic engine, a 2.5-liter four-cylinder engine that produces 168 horsepower and 170 lb-ft of torque. The power is a little fair and the all-wheel drive is not offered.

Ford Escape 2019: waiting for the next generation

To qualify, you must turn to one of the two optional engines, EcoBoost engines with a cubic capacity of 1.5 and 2.0 liters respectively.

The smallest is also the most energy efficient in the range, which has a combined city / highway fuel consumption of 9.1 L / 100 km with the front wheels and 9.9 L / 100 km with the all-wheel drive.

Then, aboard the Titanium version that we reviewed, the 2.0-liter engine and all-wheel drive are standard. There, we are entitled to 245 horses and a couple of 275 lb-ft. With an optional towing package, the Escape with this powertrain also stands out with a 1,588-kilogram (3,500-pound) towing capacity.

Equipped with this mechanism, the Ford Escape becomes a vehicle with a frankly interesting driving behavior. The six-speed automatic is a bit dated, but it does its job honestly and fuel economy remains reasonable, even if Japanese models remain the champions.

Ford Escape 2019: waiting for the next generation

A cockpit to rework

If the Escape takes a road behavior beyond expectations for an SUV that has not been reviewed for several years, it must be admitted that certain components of its cabin betray its age.

The driving position is good and the space ample for the driver and front passenger. That said, the interior of the Escape is dotted with cheap plastics, even in the Titanium variant.

Ford Escape 2019: waiting for the next generation

On the model tested, an eight-inch touch screen sat in the center of the console, incorporating the honest SYNC 3 system, very easy to maneuver. Only problem, the position of the screen, very far from the driver, makes some maneuvers too little ergonomic.

In the back, the seats are quite limited and of acceptable comfort, nothing more. Fortunately, Ford has taken care to leave a lot of space in the trunk.

With a 964-liter cargo space (1,925 with the rear seats folded down), the Escape has enough room to carry anything from ski gear to camping gear.

Some competitors like the Honda CR-V (1,110 liters) and the Toyota RAV4 (1,064 liters) do better, but the Escape does not have much to blush. The threshold of the chest, rather low, makes besides the easy access.

Ford Escape 2019: waiting for the next generation

Strongly 2020

One of the biggest drawbacks of the 2019 Escape is that we know he lives on borrowed time. Ford has already confirmed that it will introduce a brand new generation of the model for 2020.

The new Escape promises in particular a hybrid variant as well as a redesigned cabin and modernized mechanical elements. We will learn more in the coming months. In the meantime, the 2019 Escape is starting to look like a consolation prize for those who must change vehicles this year.

Marketed in S, SE, SEL and Titanium versions, the current Escape is priced at $ 26,399 before shipping and preparation.

Ford Escape 2019: waiting for the next generation

In addition to the most powerful engine in the lot, the Titanium version features 19-inch rims and a variety of driver assistance systems.

Still, difficult to talk about a reasonable purchase. If you're holding on to the 2.0-liter engine (and you're good at keeping it there), as well choose a SEL version.

And if you are able to wait a few more months for the new generation Escape, our little finger tells us that it's probably worth it ...

Ford Escape 2019: waiting for the next generation

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[printertech]

2020 Honda CR-V Differences Automatic Transmission, MSRP, Performance Changes

2020 Honda CR-V Differences Automatic Transmission, MSRP, Performance Changes

2020 Honda CR-V Differences Automatic Transmission, MSRP, Performance Changes – The most up-to-date Honda CR-V will very first early in the year in the present calendar year. The Japanese producer followed the tried out-and-evaluated solution with regards to the outside style.

The outside was upgraded, but unique dimensions and facial lines which were embellished and forerunners had been retained.