#2021 Honda CR-V Cargo Specs

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2021 Honda CR-V Cargo Space, Details, Specs, Release Date

2021 Honda CR-V Cargo Space, Details, Specs, Release Date

2021 Honda CR-V Cargo Space, Details, Specs, Release Date – That 2021 Honda CR-V can be shown fully re-developed. That light-weight crossover is in production for almost 2 age groups. In the beginning, released through 1995 and therefore considerably, we currently happen to be subjected to a huge difference in numerous ages computer systems.

Some sort of variation happens to be in developing due…

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2021 Honda CR-V Review | What's new, price, specs, features, photos and video

2021 Honda CR-V Review | What’s new, price, specs, features, photos and video

[ad_1] Go ahead and consider the 2021 Honda CR-V the baseline for any compact SUV search. Objectively speaking, it’s tough to beat due to its massive cargo capacity, voluminous back seat, strong-yet-efficient engines, well-balanced driving dynamics, competitive pricing and features, strong safety ratings and well-regarded reliability. It’s easy to see why it continues to be such a best-seller:…

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2021 Mazda CX-5 review: Fun at the forefront

New Post has been published on https://appradab.com/2021-mazda-cx-5-review-fun-at-the-forefront/

2021 Mazda CX-5 review: Fun at the forefront

Even though you’ll be having fun behind the wheel, the CX-5’s styling ensures you remain under the radar.

Andrew Krok/Roadshow

Sometimes, making a change means losing sight of what you used to hold dear. Thankfully, that’s not the case for the 2021 Mazda CX-5. While the Japanese automaker has injected its latest vehicles with affordable doses of luxury-level trimmings, the company hasn’t lost sight of the fun-to-drive nature that brought people into its showrooms in years past. If anything, it only makes this compact crossover more compelling.

Like

Fun to drive

Properly fancy interior

Affordable

Don’t Like

Light on cargo space

Middling MPGs

Lack of touchscreen isn’t for everyone

Fashion forward

Devoid of harsh angles and eye-grabbing garishness, I appreciate the CX-5’s clean body lines, with only a hint of aggression on the hood giving way to subdued curves on the sides. It’s a little anonymous, sure, but I think it’s interesting in the compact crossover segment; competitors like the Toyota RAV4 and Nissan Rogue are content to go hard in the paint with unique styling but a general glossing-over of driving dynamics, whereas Mazda’s taking the opposite approach.

The best parts of the CX-5’s design are inside. This cabin is one of my favorites in the segment; just like the exterior, Mazda chooses to prioritize cleanliness over whiz-bang, look-at-me styling. Combine that with a whole lot of impressively soft leather on my Signature-trim tester, and you have an interior that borders on bona-fide luxury — and for less than the average new-car transaction price. The front seats are spacious and supportive without being tight, and while the rear seats may be a little cramped for folks over 6 feet tall, there’s still a decent amount of space back there.

Storage is a bit of a mixed bag, though. The CX-5’s cabin itself has a sufficient number of places to store one’s junk, whether it’s the phone-or-mask-sized tray under the climate controls or the deep center armrest cubby with its removable shelf. However, cargo area suffers compared to the competition; at 30.9 cubic feet behind the second-row seats, the CX-5 falls far behind the Honda CR-V (about 38 cubic feet), Toyota RAV4 (about 37) and Nissan Rogue (about 36). You’ll have to either get creative with your trip packing or figure out which child gets left at home.

Rewarding on the road

The 2021 Mazda CX-5 comes with one of two engines. Lower trims get a 2.5-liter, naturally aspirated I4 that produces 187 horsepower, but the top-tier Signature example before me picks up some major hustle with a 2.5-liter turbocharged I4 that bumps output to a meaty 250 hp and 320 pound-feet of torque. (Those numbers are for premium fuel; using the cheap stuff drops those specs to 227 and 310, respectively.) Whether I’m using the torque to swiftly move between stoplights around town or wringing the four-pot out at higher revs to pass cars on the highway, at no point am I left wanting for more motive force. Both engines use a six-speed automatic that might feel a little behind the times on gear count, but in practice it’s a smooth-shifting transmission that will never command attention.

Throwing some fun characteristics into a mass-market vehicle’s driving dynamics sometimes requires a trade-off in daily livability, but not here. The 2021 CX-5’s static dampers do an impressive balancing act, soaking up a majority of gross roads and returning little in the way of jostling or uncomfortable movement. Yet, at the same time, entering a corner faster than my passengers might prefer doesn’t result in a floaty or discombobulated feeling. The steering is direct but not so tight that small movements feel like bigger ones, and both pedals are dead simple to modulate for smoothness. Like its styling, I think the way the CX-5 drives will appeal to a broad swath of the buying public.

Oh, don’t worry, there’s a downside tucked away in here. Sadly, it’s fuel economy. With all-wheel drive and the peppier engine option, the 2021 CX-5 is EPA-rated at just 22 miles per gallon city and 27 mpg highway. I was able to best those figures by a couple, mind you, but the feds’ estimates are bleak in the face of Mazda’s competitors. For context, a similarly equipped Honda CR-V is rated at 27 mpg city and 32 mpg highway, with the RAV4 pulling ahead of the Honda by 1 mpg highway. Then again, that’s the price you pay for having 310 lb-ft of torque, which the other cars mentioned here definitely do not.

The CX-5’s interior gives a few “premium” automakers a run for their money.

Andrew Krok/Roadshow

Slick standard tech

While many of Mazda’s competitors are content to give you a little baby screen unless you throw down more money for a higher trim or an options package, the 2021 CX-5 gives every single buyer a 10.3-inch infotainment display mounted high on the dashboard, which runs the sleekest, newest version of the Mazda Connect software. Like the rest of the interior, this screen looks pretty darn fancy, with a standard dark-mode motif that is light on distracting eye candy. It’s responsive, and Apple CarPlay and Android Auto are now both standard, but buyers used to touchscreens may not enjoy the fact that the sole methods of manipulation are a rotary dial on the center console and voice commands through a steering wheel button. When it comes time to charge, there are two USB ports for each row, although the base CX-5 Sport only makes do with plugs up front.

That’s not the only screen tucked away in the CX-5, though. Grand Touring and higher trims also receive a 7-inch LCD in the gauge cluster that comprises the speedometer and can show a bit of extra information on either side; it’s a little light on features, but it gets the job done without overwhelming the driver. There’s also a head-up display on Grand Touring Reserve and Signature variants, which projects pertinent information on the windshield rather than the dinky pop-up plastic that Mazda used to rely on.

Like most every other automaker, Mazda’s thrown in a number of active and passive safety systems regardless of trim. Every 2021 CX-5 gets automatic emergency braking with pedestrian detection, adaptive cruise control, lane-keeping assist and blind-spot monitoring. The tip-top Signature model adds to that with a surround-view monitor, traffic sign recognition and reverse automatic emergency braking.

In addition to the usual pages for audio and navigation, you can track your fuel economy… although given its efficiency, perhaps you don’t want to do that.

Andrew Krok/Roadshow

Down to brass tacks

The 2021 Mazda CX-5 is affordable, with the Sport FWD model starting at $26,370, including $1,100 for destination. AWD is a $1,400 option for any trim except Grand Touring Reserve and Signature, where it’s standard. Pricing tops out with my tester’s Signature trim, which will set you back $38,505 — a fair chunk of change, yes, but still within the realm of affordability.

That puts the CX-5 in line with the Honda CR-V, Toyota RAV4 and Nissan Rogue, all of which are viable competitors. However, the CX-5’s biggest rivals are pretty milquetoast, offering little in the way of an interesting drive. The Mazda might be a little low on cargo space compared to the rest, but the tradeoff is a compact crossover that’s engineered with more than rote transportation in mind.

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2021 Honda CR-V Redesign, Release Date, Hybrid, and Specs

2021 Honda CR-V Redesign, Release Date, Hybrid, and Specs

2021 Honda CR-V Redesign, Release Date, Hybrid, and Specs. The 2021 Honda CR-V is a compact crossover SUV with excellent driving capabilities and comfortable interior. A five-passenger model also comes with a roomy cabin and a versatile cargo area. Ground clearance is higher than the regular cars and the all-wheel-drive setup is optional. The exterior looks very modern and eye-catching. CR-V is…

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Specs Comparison: Nissan Rogue vs. Toyota RAV4, Honda CR-V, and Other Compact SUVs

To earn the No. 3 spot on the compact-SUV sales chart, the current Nissan Rogue clearly enjoys wide customer appeal. The 2021 model shrinks a bit outside, while the interior grows in some measurements and shrinks in others. How does the 2021 Nissan Rogue stack up against top-selling competitors like the Toyota RAV4, Honda CR-V, Chevy Equinox, Ford Escape, and staff favorites like the Mazda CX-5 and Subaru Forester? A quick perusal of the spec charts suggests Nissan might be happy with its third-place lot in life.

How does Passenger Space Compare?

Front seat volume is less crucial because the seat tracks move to make most legs comfortable—and for 2021 the range of motion in both directions is increased. And with no three-place front bench seat, shoulder room is less important. Headroom matters, and Nissan has been selling a best-in-class 41.6 inches of it. That shrinks to 41.1 inches because the roof was lowered 0.4 inch (adding a sunroof subtracts another 2 inches). Rear seat space was lacking in the outgoing Rogue, so Nissan reapportioned some length from the front to the back, trading 1.5 inches of front legroom for 0.6 inch more in back. There’s also 0.7 inch more rear headroom (1.2 more with a sunroof), while shoulder room remains unchanged. That pencils to a 1.6-cubic-foot rear-passenger volume improvement to 48.8 cubes without a sunroof (the improvement is 2.2 cubes to 47.1 with sunroof). Those figures bump the Rogue’s rear seat from ninth of ten (besting only the RAV4) to seventh, passing the aging Hyundai Tucson and Kia Sportage. In terms of overall passenger space, however, the Rogue holds its fourth-place ranking, behind Forester, Escape, and CR-V.

How does Cargo Space Compare?

The Rogue shrank in length and height but adopted a slightly blockier design that helped add 4.1 cubic feet of overall seats-down cargo space, for 74.1 in total. That ranks Rogue third behind the Subaru Forester and Honda CR-V. The top three all rank well ahead of the rest of the competition, which measures from 54.7 (Jeep Cherokee) to 69.8 (Toyota RAV4). Put the rear seats up, and we notice that those 1.6-2.2 cubes of passenger space the Rogue gained come at a cost of 2.8 cubic feet of cargo space. Nevertheless, the remaining 36.5 cubic feet still rank Rogue third—now behind the CR-V (39.2) and RAV4 (37.6).

How Big is it on the Outside?

Even after shrinking 1.7 inches in length and 0.4 inch in height, the Rogue remains second-longest (to Equinox) on the third longest wheelbase (tied with Jeep Cherokee). Only the Subaru is narrower, and overall height ranks right in the middle, but in terms of squeezing the most people and cargo space out into the least exterior length, height, and width, the Rogue again ranks third—now behind the boxier Subaru Forester and Honda CR-V.

*Total passenger vol + seats-up cargo vol divided by LxWxH exterior vol

How Do the Powertrains Compare?

Nissan continues to offer just one powertrain option—a (new) naturally aspirated 2.5-liter I-4 teamed with a CVT. That ranks as the biggest displacement engine in the class, but competitors often team turbos and/or hybridization with their equivalent or smaller engines, which leaves Nissan’s 181 hp and 181 lb-ft decidedly mid-pack (and below the class averages, which are in the mid-190s for each). Transmission options span six, eight, and nine-speed automatics as well as other continuously variable transmissions, which always aim to optimize performance and fuel economy. The Rogue’s performance should rank solidly mid-pack.

Where Does the Rogue’s Fuel Economy Rank Among Non-Hybrids?

Darned impressively is the short answer. The front-driver’s 30 mpg combined ties for best in class with the Escape 1.5T, CR-V 1.5T, and RAV4 2.5 front drivers. Specify all-wheel drive, and you only lose a single combined mpg for 29, tying the CRV 1.5T AWD, and the Subaru Forester at the top of the class.

Make and Model Description EPA city EPA city EPA comb Ford Escape (1.5L 3-cyl. Turbo 8-speed Automatic) 27 27 30 Honda CR-V (1.5L 4-cyl. Turbo CVT Automatic) 28 28 30 Nissan Rogue (2.5L 4-cyl. CVT Automatic) 26-27 26-27 29-30 Toyota RAV4 (2.5L 4-cyl. 8-speed Automatic) 26-28 26-28 30 Honda CR-V (1.5L 4-cyl. Turbo CVT Automatic, AWD) 27 27 29 Nissan Rogue (2.5L 4-cyl. CVT Automatic, AWD) 25-26 25-26 28-29 Subaru Forester (2.5L 4-cyl. CVT Automatic) 26 26 29 Chevrolet Equinox (1.5L 4-cyl. Turbo 6-speed Automatic) 26 26 28 Ford Escape (1.5L 3-cyl. Turbo 8-speed Automatic, AWD) 26 26 28 Mazda CX-5 (2.5L 4-cyl. 6-speed Automatic) 25 25 28 Chevrolet Equinox (1.5L 4-cyl. Turbo 6-speed Automatic, AWD) 25 25 27 Toyota RAV4 (2.5L 4-cyl. 8-speed Automatic, AWD) 25-27 25-27 27-29 Ford Escape (2.0L 4-cyl. Turbo 8-speed Automatic, AWD) 23 23 26 Jeep Cherokee (2.0L 4-cyl. Turbo 9-speed Automatic) 23 23 26 Kia Sportage (2.4L 4-cyl. 6-speed Automatic) 23 23 26 Mazda CX-5 (2.5L 4-cyl. 6-speed Automatic, AWD) 24 24 26 Chevrolet Equinox (2.0L 4-cyl. Turbo 9-speed Automatic) 22 22 25 Hyundai Tucson (2.0L 4-cyl. 6-speed Automatic) 23 23 25 Hyundai Tucson (2.4L 4-cyl. 6-speed Automatic) 22 22 25 Jeep Cherokee (2.4L 4-cyl. 9-speed Automatic) 22 22 25 Chevrolet Equinox (2.0L 4-cyl. Turbo 9-speed Automatic, AWD) 22 22 24 Jeep Cherokee (2.4L 4-cyl. 9-speed Automatic, AWD) 21 21 24 Mazda CX-5 (2.5L 4-cyl. Turbo 6-speed Automatic, AWD) 22 22 24 Hyundai Tucson (2.0L 4-cyl. 6-speed Automatic, AWD) 22 22 23 Hyundai Tucson (2.4L 4-cyl. 6-speed Automatic, AWD) 21 21 23 Jeep Cherokee (3.2L V-6, 9-speed Automatic) 20 20 23 Kia Sportage (2.0L 4-cyl. Turbo 6-speed Automatic) 20 20 23 Kia Sportage (2.4L 4-cyl. 6-speed Automatic, AWD) 22 22 23 Jeep Cherokee (2.0L 4-cyl. Turbo 9-speed Automatic, AWD) 20-21 20-21 22-24 Jeep Cherokee (3.2L V-6, 9-speed Automatic, 4WD) 18-19 18-19 21 Kia Sportage (2.0L 4-cyl. Turbo 6-speed Automatic, AWD) 19 19 21

What About Towing Capacity?

Nissan boosts the max towing capacity from 1,102 to 1,350 pounds for 2021, but that still ranks at the bottom of the class for those that are rated to tow at all. The Chevrolet Equinox, Ford Escape, and Toyota RAV4 can all manage a small travel-trailer camper or fishing boat at 3,500 pounds with the right equipment; there are abundant options available offering 2,000-pound towing capacities suitable for a pop-up camper, and 1,500 pounds is the typical entry-level towing capacity for the class. The Rogue will need to stick to towing rowboats and utility trailers.

The post Specs Comparison: Nissan Rogue vs. Toyota RAV4, Honda CR-V, and Other Compact SUVs appeared first on MotorTrend.

https://www.motortrend.com/cars/nissan/rogue/2021/2021-nissan-rogue-specs-comparison/ visto antes em https://www.motortrend.com

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The 2021 Toyota RAV4 Plug-In Hybrid Is Powerful, Efficient, and Very Red

A new Toyota vs. Ford rivalry is beginning, and we’re not talking about Supra vs. Mustang. With the new 2021 Toyota RAV4 Plug-In Hybrid, Toyota’s best-selling compact SUV sets the stage for a two-row SUV battle between the 2021 RAV4 Plug-In Hybrid and the 2020 Ford Escape Plug-In Hybrid. You can see the 2021 RAV4 PHEV here in the model’s new Supersonic Red paint color, or check it out for yourself when the new Toyota makes its official debut at the 2019 Los Angeles Auto Show on November 20.

When we tested the existing RAV4 hybrid model, we said “this powertrain is worth it.” We’ve had mixed feelings overall on the 2019 and 2020 Toyota RAV4; a non-hybrid model placed fourth in an eight-way comparison the Honda CR-V won. Think of the 2021 RAV4 Plug-In Hybrid as an environmental flagship for the model. Toyota says the new RAV4 model will have “spirited acceleration” and be the most powerful model you can get, which means you can count on at least 220 hp (the RAV4 Hybrid makes 219 combined system hp).

That’s great, and the black-over-red paint reminds us of a Ford Escape we saw at the Frankfurt auto show, but the real question on the 2021 RAV4 Plug-In Hybrid is range. If you’re considering AWD plug-in hybrid SUVs to fit the entire family, the Subaru Crosstrek PHEV probably won’t meet your needs. But the Mitsubishi Outlander PHEV might, as should the new Ford Escape PHEV. We don’t yet know the RAV4 PHEV’s electric range before the gas engine kicks in, but it should have no problem passing the older Mitsubishi’s 22-mile EPA range. Ford hasn’t revealed the Escape PHEV’s EV range yet, but promises at least 30 miles—which would entirely cover shorter commutes.

The next question we have is about the 2021 RAV4 Plug-In Hybrid’s cargo space. Although those specs haven’t yet been revealed, we can tell you that the non-PHEV hybrid model doesn’t lose any space compared to the non-hybrid models. What kind of sacrifice the 2021 RAV4’s plug-in hybrid model will require in space for people or their stuff remains to be seen.

As a model-line flagship, the 2021 Toyota RAV4 Plug-In Hybrid will definitely have a higher price. Currently, the RAV4 Hybrid costs a moderate $2,200 across the lineup (except on the hybrid-exclusive XSE). The transition from hybrid to plug-in hybrid isn’t that expensive on most Prius to Prius Prime trims, so we’d guess a 2021 Toyota RAV4 Plug-In Hybrid in an XLE trim may carry a price of just under $33,000 (including destination). This means that just like its Mitsubishi and Ford competition, a loaded 2021 RAV4 in a Limited or XSE trim will cost well over $40,000.

We look forward to driving these plug-in hybrids—not to mention the 2020 Honda CR-V Hybrid—as soon as we can get our hands on the SUVs. Circle back to MotorTrend.com for more on the 2021 Toyota RAV4 once the PHEV model makes its official debut in November at the 2019 Los Angeles Auto Show.

The 2019 Toyota RAV4 Hybrid is shown in the gallery below.

The post The 2021 Toyota RAV4 Plug-In Hybrid Is Powerful, Efficient, and Very Red appeared first on MotorTrend.

https://www.motortrend.com/news/2021-toyota-rav4-plug-in-hybrid-photos-info/ visto antes em https://www.motortrend.com

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2021 Honda CR-V Redesign, Headlights, Specs, Concept

2021 Honda CR-V Redesign, Headlights, Specs, Concept

2021 Honda CR-V Redesign, Headlights, Specs, Concept – When you are trying to find a tiny crossover, and particularly if you’ll possess a loved one in a pull, the actual 2021 Honda CR-Vis highly recommended absolutely essential-push. Even though not especially characterful and definitely not by far the toughest kind, the CR-V, even so, impress because they are impeccably effectively-circular.…