news 9 11 (2)

Evan is an East Coast based automotive journalist and a Certified Engineering Technologist. He is an avid autocrosser, hack mechanic, and a member of AJAC. If you don't find him driving or writing about cars, you'll probably find him in the garage breaking one.

Maxima meets its end

Nissan has announced the death of the Four Door Sports Car. That's how Nissan described the first Maxima, introduced here in the early 1980s wearing a 4DSC badge proudly, and the model's run has now ended. The very last Nissan Maxima rolled off of the company's production line in Smyrna, Tennessee, last week. Nissan had built more than one million Maximas at the plant since 2003, but with plans for more electric vehicles in the works and sales of sedans all but eliminated in the move to crossovers, the Max's time was up.

No privacy in your car

Privacy and tech experts at the Mozilla Foundation have just taken a look at the auto industry and called it "the Worst Product Category We Have Ever Reviewed for Privacy." The privacy watchdog looked at <a href="https://protect-ca.mimecast.com/s/4jWPC6X1OWCrgNwphpnTcu?domain=foundation.mozilla.org" target="_blank" rel="noopener">25 different car brands</a>, handing out "dings" for how the companies collect, process, and use your data and personal information. The group found that every brand "collects more personal data than necessary and uses that information for a reason other than to operate your vehicle and manage their relationship with you." These uses include selling your data, sharing with law enforcement without a court order, and failing to meet the group's minimum security standards. The group gives you tips to minimize the risk, including limiting your use of vehicle apps but warns that "compared to all the data collection you can’t control, these steps feel like tiny drops in a massive bucket." We'll note that this study is based on U.S. and European privacy policies, and the policies of Canadian-sold cars may differ slightly.

High Auto Sales in August

Automotive industry analysts <a href="https://protect-ca.mimecast.com/s/0vVdC71ZP9iA0g78cWYrA2?domain=desrosiers.ca">DesRosiers have reported</a> that new vehicle sales in Canada were up 18.3 percent in August over the same month last year, which could show that the ongoing supply chain issues have finally been solved. The increase comes at a price, though, and the average new vehicle price hit a shocking high of about $66,000. Despite high prices and economic uncertainty, the Canadian car market has now seen 10 consecutive months of year-over-year growth. Andrew King, DesRosiers managing partner, said "It will be interesting to see if market momentum can be sustained in the coming months in light of high interest rates, weakening economic performance, and record high new vehicle prices."

Service spending low

<img class="aligncenter size-full wp-image-177675" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/news-9-11-4.jpg" alt="service spending" width="2500" height="1666" />

Vehicle owners in Canada are spending nearly $2 billion less on service overall this year compared with 2022, but the average cost per visit is up, according to the J.D. Power 2023 Canada Customer Service Index—Long-Term (CSI-LT) Study. Last year, Canadians spent $10.9 B on maintenance and repair, which has declined to $9.1 B. The study found that the average cost of a trip to a dealer service bay is $432, up from $394, and the average independent will run $262, $15 more than last year. Despite (or perhaps because of) the cost differences, the study found that dealers added 3 percentage points of market share, but have also added a slight increase in the average number of visits per customer. According to the study, independent shops fix the problem correctly the first time 95 percent of the time, while dealers are down one point to 93 percent. Lexus and Volkswagen dealers had the highest satisfaction scores, with Toyota dealers in third.

Honda will use Tesla plug

<img class="aligncenter size-full wp-image-177672" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/news-9-11-1.jpg" alt="Honda NACS" width="2500" height="1669" />

Honda is the latest to announce its vehicles will begin using the North American Charging System fast-charge system. Honda, along with Acura, will join Ford, GM, and others in using the Tesla-created charge standard beginning in 2025. This will allow Honda EVs from 2025 to use Tesla Supercharger stations, which is currently the largest single-brand fast charging network. Honda will continue to work with its partners including BMW, GM, and Stellantis to build their own network which will use both NACS and CCS charge plugs.

News Roundup: Maxima is out, Low privacy in cars, Honda on NACS, More

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Chris D’Alessandro is a writer living in downtown Toronto. Growing up in a family of used car dealers and mechanics, he’s been immersed in car culture his entire life. A frequent contributor to VICE Canada, Chris’ screenwriting work has also won a Canadian Comedy Award. So, “hipster, wise-ass, gearhead” pretty much covers it. Follow Chris on Twitter @chrisdaless and Instagram @chrdalessandro

There are a lot of interesting cars that never arrive in Canada.

You may assume that’s because a lot of interesting cars never come to North America in general, and that’s mostly true. But even the United States gets a few vehicles which remain illegal on this side of the border.

However, one bonus to Canada is that our import rule is only 15 years. Meaning as soon as a car turns 15 years old, it’s legal to import. It’s why we got JDM classics like the Nissan Skyline before they were officially legal in the United States.

Every year there are more vehicles that were never sold in Canada which become legal to import, insure and register. These are a few of the most interesting and desirable examples.
<h3>Audi B7 RS4 Avant (2006 - 2008)</h3>
<img class="aligncenter size-full wp-image-177324" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/2006-Audi-RS4-Avant1386439_-scaled.jpg" alt="Audi RS4 Avant" width="2560" height="1707" />

Until very recently, the Germans haven’t liked selling us their wagons, especially the ones based on their hottest saloons. For example, the RS6 Avant has only been available since 2021. The cult-favorite BMW M5 Touring is rumored to come to North America next year for the first time ever.

But, if you’re a true “bicycle rack on the roof” euro-enthusiast you can now taste the forbidden fruit of the Audi RS4 Avant. Like the B7 RS4 saloon, the wagon variant featured the 420-horsepower, 4.2-litre V8, all-wheel-drive and a six-speed manual gearbox. But unlike the saloon, the Avant can also do wagon things, so, it’s way more cool… somehow (I don’t know, euro-enthusiasts are a particular sort).

Since the latest RS4 Avant still won’t be coming to Canada, you might as well go for the future classic version.
<h3>Ford Falcon XR6 Turbo (2008)</h3>
<img class="aligncenter size-full wp-image-177323" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_3403-1.jpg" alt="Ford Falcon" width="1575" height="1181" />

How do you say, “Kick it in the guts, Barry!” in Canadian?

The Ford Falcon nameplate died in North America in 1970. But Australia kept the car alive as a substitute for the Mustang and Torino. Of course, the Aussie Falcon would eventually become an icon of its own through the Mad Max films.

Late-model Falcons have more in common with a domestic market Taurus, at least, from the outside. But it’s what’s inside that makes the XR6 Turbo worth importing.

The XR6 features the epic 4.0 “Barra” turbo inline-six engine. In stock form, the engine made 360 horsepower thanks to a turbocharger producing 10 pounds of boost. Not bad as a start. But because of that high boost, the Barra engine was entirely overbuilt — sort of like a 2JZ or “Terminator” 4.6-litre engine — and became beloved by tuners for its high horsepower capabilities.

North Americans are only now coming around to the legendary reputation of the Barra engine thanks to some infamous engine swaps showcased by some of YouTube’s most popular automotive influencers.

“Just give ‘er, bud!” That’s how you say it.
<h3>Honda Civic FD2 / FN2 Type R (2007 - 2008)</h3>
<img class="aligncenter size-full wp-image-177328" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/410197_HONDA_CELEBRATES_25_YEARS_OF_THE_CIVIC_TYPE_R-scaled.jpg" alt="Honda Civic FN2" width="2560" height="1707" />

The third-ever Honda Civic Type R was to be realized in two distinct models… but neither of them were for the North American market. We would have to wait another ten years before the Type R finally came across the pond in 2017.

Japan got the four-door compact, 220-horsepower K20A-powered FD2, while the UK received the 198-horsepower K20Z4-powered hot hatch FN2.

Somewhere, a Honda fanatic is rapidly typing a response highlighting the further differences between the two models. To which I say, calm down. I already bored the readers by telling them there was more than one variant of the “K20” engine.

The important bit is that both the JDM and UK variant are now 15-years-old and you can have them in Canada, albeit with the steering wheel on the wrong side.
<h3>Holden Special Vehicles Maloo (2008)</h3>
<img class="aligncenter size-full wp-image-177326" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/2008_HSV_MalooR81.jpeg" alt="HSV Maloo" width="800" height="600" />

The underpinning of the Maloo should be familiar to North American buyers. It’s built on GM’s Zeta platform just like the Camaro SS, Chevrolet SS and Pontiac G8. But the Maloo is not a saloon. It’s a “ute” — a great Aussie term to once and for all settle whether vehicles like the El Camino are a car or a pickup truck. They’re neither. They’re a ute.

Like an El Camino, you sort of want a Maloo just for the laugh of it. With 400 horsepower derived from its 6.0-litre LS2 V8, rear-wheel-drive and optional six-speed gear box, this is an absolute burnout machine. And it’s unique styling means you’ll definitely be the only one at the Tim Hortons parking lot with one.

One does have to wonder, while GM was screwing around with trash like the Chevy SSR, why they never imported the Maloo, slapped a bow tie on it and called it an El Camino…
<h3>Pontiac GTO (2006)</h3>
<img class="aligncenter size-full wp-image-177319" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/2004-Pontiac-GTO609278_-scaled.jpg" alt="Pontiac GTO" width="2560" height="1710" />

There are all kinds of rumors and speculations as to why the final generation of Pontiac GTO wasn’t sold in Canada.

Some say it was a NAFTA thing — that GM was not willing to pay the additional import tax to sell the car in Canada. Others say that production numbers were so low, GM simply did not want to earmark any GTO models for the Canadian market.

However, the most substantiated explanation is that the front bumper did not meet Canada’s crash requirements. This was actually <a href="https://www.wheels.ca/reviews/pontiac-gto-charges-again-but-only-in-us">reported by The Star in 2004</a>, and is based on an interview with a rep from GM Canada.

Regardless of why you couldn’t have one in 2006, 15 years are now up on the last-ever Pontiac GTO. So you can have one in Canada as of 2021.

The 06’ is essentially the same as the ‘05 GTO, at least, in all the ways that are important. An LS2 V8 produces 400 horsepower, with either a 6-speed auto or manual transmission. Though the ‘06 does include a plug-in port for a radar detector…
<h3>Nissan Skyline 370GT (2007 - 2008)</h3>
<img class="aligncenter size-full wp-image-177321" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_3408.jpg" alt="Nissan Skyline 370GT" width="2349" height="1020" />

Okay, we basically got this car in Canada. This is the Infiniti G37. It was a G37 everywhere in the world… except for Japan, where it retained the familiar Skyline moniker.

That means you get the same 3.7-litre V6 producing 330 horsepower, an optional 6-speed manual and rear-wheel-drive. There are a few different trim levels. The “Type P” (for “Premium”) upgraded the interior and comfort features. The “Type S” for (for “Sport”) offered larger wheels and tires. The “Type SP” (you guessed it) gave you both option groups.

Why not just buy a G37? Because let’s be real. It is infinitely more interesting to drive around with “Skyline” written on your car than it is “G37”. And having the steering wheel on the wrong side is nothing if not a conversation starter.

Incidentally, you can also now import the earliest R35 GT-R models from Japan.
<h3>Suzuki Jimny Sierra (2008)</h3>
<img class="aligncenter size-full wp-image-177322" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_3410.jpg" alt="Suzuki Jimny" width="1815" height="1170" />

Imagine if somebody took a Toyota FJ cruiser and hit it with a shrink ray. That’s a Jimny.

The Jimny is actually a badge that would be more recognized globally than in North America. It’s been around internationally since 1970 in Asia, Australia and Europe. It wasn’t until the mid-80s that Suzuki introduced the car to North American buyers as the Samurai.

North American sales of the Samurai ceased in 1995, but the Jimny has lived on across the globe. Mazda even once offered a re-badged version under their AZ brand.

The 2008 model may still only have 83 horsepower produced by the 1.3-litre engine, but it still features proper 4x4 and has received high praise globally for its surprising off-road capabilities.

If you ask me, I think this may just be the perfect city car.
<h3>VW Golf MK5 R32 (2007 - 2008)</h3>
<img class="aligncenter size-full wp-image-177325" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/4177-TheGolfR32.jpg" alt="Golf MK5 R32" width="2400" height="1545" />

The MK4 and MK5 VW Golf R32’s both feature the beloved and coveted VR6 engine. However, neither were sold in Canada. What’s worse is that this was not a case of the Europeans keeping the good stuff for their domestic market. Oh no. The States got the R32. But not Canada.

It’s not exactly clear why. VW was apparently always skeptical of selling the car in America and the rumor goes that they were only motivated into doing so at the behest of a journalist who assured them the car would go over very well in the States.

Whatever the reason, Canadian “dubbers” were angry, to say the least. There are still forum threads from the mid ‘00s of VW fans dreaming up elaborate plans to get their R32 north of the border. Seriously, some of them read like a scheme from Better Call Saul. Talks of vin and badge swapping, trying to import one as “salvage”, asking relatives in the States to purchase the car in their name.

I mean, yeah, the 3.2-litre 24V VR6 has that nice, beefy torque and really sweet engine note, but, all that for a VW?

15 years later, you can import and register an R32 without all the fuss. And as an inexpensive and conversation-worthy alternative to a brand new hot hatch, the 250-horsepower Golf is actually quite appealing.

8 Cars You Can Finally Import Into Canada

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For over half a decade, Dan Heyman has written professionally about cars and car culture, specializing in luxury/performance vehicles, 4 x 4s and pickup trucks, with a micro city car or two thrown in for good measure. If he's not striking a spacebar, he's likely out photographing cars on the twists and turns of the Coast Mountain roads outside his hometown of Vancouver, BC, or cutting a line on a racetrack.

The Honda Civic Si continues to carry the flag for those that want the practicality of the big-selling Honda Civic, but with just that much more oomph in terms of performance. Even with the arrival in North America of the Type R model, the Si has soldiered on and that’s music to the ears of may an affordable performance car enthusiast.

The Si separates itself from the likes of the Touring model by adding matte-black 18” wheels, black window trim, enlarged exhaust tips, and rear spoiler. That’s fine but the problem is it looks like the standard Civic the rest of the way and while handsome enough, the current model lacks a real defining quality that the previous version did – namely, its aggressive head- and taillights. In profile, it’s also unable to hide its tall roofline and coupled with wheels that are big for a compact but not that big, it’s awkward.

<img class="aligncenter size-full wp-image-177222" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_9553.jpg" alt="2023 Honda Civic Si" width="2000" height="1333" />

The view from the rear three-quarter perspective is what saves the Civic Si from not getting a lower mark here; from this angle, it looks squatter, more purposeful and quite cool thanks to that spoiler and rear tailpipes.

What that tall roofline does do, however, is make for tons of headroom inside – 956 millimetres up front, 942 mm at the rear – and generous legroom both front and back as well. Overall passenger volume is rated at 2,735 litres with 408 L of trunk volume – not too shabby at all.

Even with all that room, Honda hasn’t forgotten the fantastic driver’s seating position that places you right at the wheel, while the shift lever and centre console are barely an outstretched digit away. That seating position is further complimented by more supportive front seats with higher side bolsters and red inserts.

<img class="aligncenter size-full wp-image-177232" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_9593.jpg" alt="2023 Honda Civic Si" width="2000" height="1333" />

Other neat interior bits include the honeycomb dash insert with red trim that not only looks cool but also disguises the HVAC vents, thick-rimmed leather steering wheel, aluminum pedals, and stubby shift lever – the Civic Si can only be had with a manual. So if you don’t want to row the gears yourself first of all why would you want one of these anyway secondly, there’s always the Touring model.

Not only is the Si loaded for performance, but it comes fully loaded with tech as well. That means a wide 9” infotainment display with wireless Apple CarPlay and Android Auto as opposed to the standard car’s 7” display and wired apps, as well as standard 12-speaker Bose audio, WiFi hotspot, 10.2” digital gauge cluster and wireless charging. A blind spot system, rear cross-traffic alert, lane keep assist and adaptive cruise with traffic sign recognition are on-hand as well.

<img class="aligncenter size-full wp-image-177233" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_9606.jpg" alt="2023 Honda Civic Si" width="2000" height="1333" />

Power from the 1.5-litre turbocharged four-cylinder is rated at 200 horsepower and 192 pound-feet of torque, equalling the torque figures of the previous model but down a little on the hp front. That’s too bad, but the fact the Volkswagen Jetta GLI and Hyundai Elantra N make more power for similar money is a tougher pill to swallow.

What the Si does do, however, is deliver its power smoothly and with little turbo lag so it feels more powerful than it is. Peak power is made at 6,000 RPM but peak torque comes in at a lowly 1,800 and will continue to push through 5,000, which is a flat torque curve the likes of the older naturally-aspirated VTEC Si models could even dream of. It adds an air of luxury that plays well with the interior environs. It means you don’t have to row the gears or wring its neck quite as much as you once did to get the most out of it when on an aggressive drive -- and some will miss that – but overall, we have a sporty sedan with a more relaxed powertrain that makes for a more comfortable experience.

There’s one glaring error, however, and that’s its penchant for rev hang between shifts. No matter whether I was in Normal or Sport drive modes, I just couldn’t get the shift action done as smoothly as I’d like, or as quietly.

<img class="aligncenter size-full wp-image-177235" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_9610.jpg" alt="2023 Honda Civic Si" width="2000" height="1333" />

As important as the powertrain is, a Civic Si needs to handle as well. In that light, the feel through the thick-rimmed steering wheel is very good, providing the detail the Civic Si has always done. For all its luxury, more relaxed powertrain (and higher curb weight), the steering feel is right on. The ride backs that up with great damper tuning that won’t rattle your fillings as much as it once did but keeps the body in check enough through repeated turns and is nowhere near as brittle feeling as it has been in the past. Add a helical front limited-slip differential that allows for an elastic band-like response when coming out of turns, and there’s plenty here to keep drivers on their toes.

The turn-in response, however, is not quite as immediate as it once was (or currently is with the Elantra N), so it doesn’t feel quite as live-wired. Many will appreciate the fact that it’s somewhat less nervous, but there will be an enthusiast or two that will miss the shrunken off-centre dead zones these used to have.

<img class="aligncenter size-full wp-image-177236" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_9615.jpg" alt="2023 Honda Civic Si" width="2000" height="1333" />

At the end of the day, this latest Si is improved in almost every way – on paper. The trouble is, I found myself struggling to truly appreciate it more than I have previously. It’s great that it’s so well-equipped and more comfortable than it’s ever been, but it’s lost a little bit of that, shall we say, rambunctiousness of an older model with a high-revving VTEC four-banger and telepathic steering. Yes, those cars were loud and they rode too firmly for some, but their character was undeniable. As well-sorted, well-equipped, and spacious as this new model is – and as much as many will appreciate it as a result – it exhibits a level of self-consciousness that the Si’s never had to before.

2023 Honda Civic Si

BODY STYLE: Four-door compact performance sedan

DRIVE METHOD: front-engine/front-wheel drive
ENGINE: 1.5-litre turbo four-cylinder, 200 hp, 192 lb-ft of torque

FUEL ECONOMY CITY/HIGHWAY/COMBINED: 7.7L/100 km
TRANSMISSION: 6-speed manual

CARGO CAPACITY: 408 litres

Base MSRP: $37,085

WEBSITE: <a href="https://www.honda.ca/en/civic_si">Honda Civic Si</a>

2023 Honda Civic Si Review

2016 Honda Civic Sedan

Mark Toljagic is an accredited automobile journalist with a pro-consumer bent - which also describes the condition of many of his own cars.

Honda’s Civic has enticed buyers with its smooth drivetrains, excellent driveability and impeccable assembly for 50 years now. When the first Civic sedan arrived on our shores in 1980, Car and Driver magazine declared it a mini-Mercedes. Subsequent generations of the Civic earned more raves as it grew larger, quicker and more refined.

That’s until the ninth-gen model appeared in 2012. It was widely panned by the press due to obvious penny-pinching, with cheap plastic trim and carpet akin to a dish scouring pad. For the first time the Civic failed to earn a recommendation from Consumer Reports. Unaccustomed to criticism, Honda scrambled to fix the deficiencies.

The all-new Civic for 2016 aimed higher, seemingly to compensate for the missteps made with the previous car. It looked bigger than the 3-centimetre-longer wheelbase and 5 cm in added width would suggest; it was virtually the size of an old Accord. The lower roofline accentuated the Civic’s swoopy lines – in both sedan and coupe form – taking on a hatchback profile that in fact finishes with a stubby trunk lid at the rear.

The Civic used higher-grade steel than in the past, making the unit body 31 kg lighter, while new sealing techniques resulted in a 58 percent reduction in cabin air leaks. It earned a five-star crash rating from NHTSA, the U.S. transportation safety agency. The suspension was redesigned with revamped MacPherson struts up front and a new multi-link rear setup mounted to a rigid subframe at the back. The floor, engine and suspension were all set lower, reducing the centre of gravity for better handling.

Open a door and a big space welcomes you inside, especially in the rear quarters, which gained 5 cm of legroom. Up front, the previous Civic’s bi-level instrument panel was replaced by a three-pod layout with an enormous tachometer displayed prominently. A tall centre console separates the driver and front passenger; while somewhat obtrusive, it provides lots of clever storage space.

If the big tach suggests the Civic is geared for drivers, there’s evidence to support it. The variable-ratio electric steering, larger diameter anti-roll bars and the brake-based understeer-mitigation program deliver a more athletic ride. And a quieter one, too, thanks to an acoustic windshield and triple-sealed doors. On the downside, the 7-inch touchscreen found in most models can frustrate with its confusing menus, too-small buttons and slow response.

<img class="aligncenter wp-image-176964 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/10th-Gen-2016-Honda-Civic-Coupe-scaled.jpg" alt="2017 Honda Civic Coupe" width="2560" height="1706" />

Base models made do with a direct-injection 2.0-L four cylinder engine, good for 158 horsepower, replacing the old 143-hp 1.8-L four. The optional powerplant is a turbocharged, direct-injected 1.5-L four that produces 174 horses. Either engine imbues the Civic with verve, but only the normally aspirated 2.0 worked with the six-speed manual transmission initially. Honda’s CVT automatic keeps the turbo on the boil, making for a caffeinated drive. Regardless of the drivetrain, drivers can look forward to attaining up to 50 mpg (5.7 L/100 km) on the highway with a light foot.

For 2017, the six-speed manual transmission was available in 1.5-L turbo Civic coupes and sedans, and it also marked the arrival of the five-door hatchback, which only came equipped with the turbo engine tuned for 180 horses – six more than in other turbo Civics.

There were also two new performance variants: the popular Si, and the off-the-hook Type R rated at a tire-scorching 306 hp. The Si is powered by a 205-hp version of the 1.5-L turbo four that sends its power through the six-speed manual gearbox along with 192 pound-feet of torque. The Si also featured a stiffer suspension, adaptive dampers and retuned steering.

<img class="aligncenter size-full wp-image-176966" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/10th-Gen-2017-Honda-Civic-Type-R-scaled.jpg" alt="2017 Honda Civic Type R" width="2560" height="1706" />

For 2019, all Civics earned some styling tweaks and new standard features, including driver-assistance tech and an actual volume knob and hard buttons added to the touchscreen to alleviate user frustration. While both the sedan and coupe got the new Sport trim, only the hatchback version gained extra horsepower in its 1.5-L turbo. The hatchback got more styling tweaks for 2020, while the two-door coupe bowed out in 2021, the last model year of the 10th-gen Civic.

WHAT OWNERS REPORTED

If a sporty, good-looking car with a willing engine and all the technology you can fit into it for an accessible price isn’t a formula for automotive success, we’d be hard-pressed to think what is. Canadians obviously agreed, making the Civic the nation’s bestselling car for 24 consecutive years (the reign ended in 2021).

“Growing up I’ve had Honda motorcycles; this was my first Honda auto, but I knew what to expect,” wrote the owner of 2018 base model online. “The Civic has taken generational leaps. Steering is tight and responsive and the handling is great. The car reminds me of my Mercedes C250 coupe – as sporty a design as the M-B, but gobs more reliable.”

Over its 50-year history in North America, the Civic has forged a reputation for dependability, although the early years were marred by premature rust that took the Japanese company some time to address. Unfortunately, the 10th-gen Civics did exhibit some problematic issues at least at the outset.

According to George Iny of the Automobile Protection Association (<a href="https://www.apa.ca/en/">APA.ca</a>), owners have reported troublesome air conditioners generally through to the 2018 model year. The condenser can fail, or the compressor in some instances. Iny reports that Honda extended the warranty to cover this issue, and replacement parts may be improved.

While the 1.5-L turbo engine is both powerful and frugal, it’s been the subject of some complaints regarding mediocre heater output in very cold weather, as well as oil dilution. Honda launched a recall campaign involving Civics and CR-V utes with the engine to upload new software for the engine and transmission control units, and in some cases, a replacement air-conditioning control unit.

There have also been some complaints about turbo wastegate failures in the same engines; the replacement costs over $3,500. By comparison, the normally aspirated 2.0-L engine has generated fewer complaints and the APA actually recommends it over the 1.5T.

Honda’s continuously variable automatic transmission (CVT) is an in-house effort that performs well and has proven to be reliable, though 2016-2017 automatic models may exhibit growling after a cold start that likely indicates a defective valve body. Iny notes that dealers can reprogram the unit at no charge, and replace it if necessary under an internal policy.

Owners of 2016-2018 Civics have commonly complained about malfunctioning infotainment units and displays that are slow to respond or black out momentarily. Bluetooth and phone connectivity can be spotty; dealers have updates that may resolve the issues. In 2016-2017 models, check the trunk floor for moisture as there are some reports of water infiltration.

A top-ranked “economy” car that hits far above its weight class, the 2016 to 2021 Civic checks all the boxes: Lively engines that sip fuel, excellent driving dynamics, and a spacious and comfortable cabin. Deficits include a buggy infotainment system and a few reliability issues that have largely been addressed with software updates.

Being a Canadian favourite, used examples sell fast and for plenty of money. In this case, the outlay is worth the sacrifice.
<h3>2016-2021 Honda Civic </h3>
BODY STYLE: Five-passenger compact sedan, coupe, hatchback

DRIVE METHOD: Front-engine, front-wheel-drive; six-speed manual transmission, continuously variable transmission (CVT)

ENGINE: 2.0-L four cylinder (158 hp, 138 lb-ft), 1.5-L turbo four cylinder (174 hp, 162 lb-ft or 180 hp, 162 lb-ft or 205 hp, 192 lb-ft )

FUEL ECONOMY: (Regular) 8.5/6.0/7.2 L/100 km city/highway/combined

CARGO VOLUME: 428 litres (14.8 cu ft)

TOW RATING: 500 kg (1100 lbs.)

PRICE: $19,500 (2016); $29,000 (2021)

Buying Used: 2016-2021 Honda Civic

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Having worked in the automotive industry in many roles for over 15 years and currently the Content Strategist for Wheels.ca - Kunal's obsession with cars goes back to his early childhood. Even now his insatiable thirst to be in the know of anything with wheels and a motor continues, and will likely never fade. His idea of bliss is the open road,  good tunes and a manual gearbox. Kunal is a member of AJAC (Automobile Journalists Association of Canada)

OJAI, CA - When Acura revealed the <a href="https://www.wheels.ca/reviews/review-2023-acura-integra-a-spec-mt">new Integra</a> it was met with mixed reactions, but the Civic-based liftback was about as good as you’d expect from the brand. With just 200 hp it was never meant to set your hair on fire, but as an overall package, the Integra offered nimble handling, an excellent manual gearbox, and a nicer interior than the Civic. Just like it always did.

The Integra itself needs little introduction. It’s quickly become a great success for Acura, leading the premium compact segment in sales and drawing in the youngest buyers with an average age of 36. This is hardly surprising considering that these same buyers were teenagers when the Integra was last sold 20 years ago.

The Integra has always been based on the Civic platform and the Type S gets all the performance enhancements that the <a href="https://www.wheels.ca/reviews/2023-honda-civic-type-r-first-drive-review">new Civic Type R</a> has including its 2-litre turbocharged 4-cylinder that makes 320 hp (5 more than in the Civic Type R) and 310 lb-ft of torque, mated to a 6-speed manual. Along for the ride is the same dual-axis front suspension and a limited-slip differential that makes it possible to put down all that torque through just the front tires with barely any torque steer.

<img class="aligncenter size-full wp-image-176556" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/DSC04636.jpg" alt="2024 Acura Integra Type S" width="2048" height="1365" />

The Type S is 2.8 inches wider than a standard grade Integra with puffed-out fenders at all four corners that neatly wrap around some seriously meaty 265-width, 19-inch Michelin Pilot Sport 4S tires. The Type S sits lower to the ground, has a larger, more open grille to flow up to 170 per cent more air, and a new hood with a large functional air scoop that helps reduce high-speed lift.

Aero trickery can be found in other places too, like hidden canards behind the front bumper and a large rear diffuser. With a top speed of 269 km/h (167 mph) these enhancements are welcome and necessary.

<img class="aligncenter size-full wp-image-176540" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/DSC04670.jpg" alt="2024 Acura Integra Type S" width="2048" height="1365" />

Changes are subtler inside. You get to choose between black or red and the seats have black perforated suede centres and a colour-matched lower dash on the passenger side. The upgraded seats are firmer, offer more support than those in the standard Integra, and held me firmly in place through the tightest of corners. And they were comfortable even after hours behind the wheel. They’re less restrictive than the seats in the Civic Type R, but I still longed for those bright red thrones.

The other interior addition worth mentioning is a very good 16-speaker ELS 3D sound system that I cranked up for the better part of my drive. It delivers clear bass and tingly highs and is a big upgrade from what you get in the Civic.

To sum it up, the 2024 Acura Integra Type S is a luxury Civic Type R, but luxury is a relative term here, lest you think the drive is anything less than visceral.

<img class="aligncenter size-full wp-image-176552" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/DSC04650.jpg" alt="2024 Acura Integra Type S" width="2048" height="1365" />

Once in the driver’s seat, you’ll find the same digital information cluster you get in the Civic along with a 9-inch centre infotainment screen. Like the Civic with which it shares nearly everything, the controls are very easy to figure out. The knobs are large and tactile and all the most important functions have a button. The back seat will accommodate taller people with a generous amount of space and legroom and because the Integra is a liftback sedan, cargo space is enormous.

Getting down to business means rowing one of the best manual gearboxes ever conceived. An automatic is not offered. Gear changes are precise, wonderfully mechanical, and addictive. There's a rev-matching system and it works flawlessly but can be turned off if you prefer. The Integra inspires confidence and feels instantly familiar. It is exceedingly easy to drive quickly in.

<img class="aligncenter size-full wp-image-176538" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/DSC04673.jpg" alt="2024 Acura Integra Type S" width="2048" height="1365" />

Southern California has some of the best scenery and roads anywhere on the planet, and the hills surrounding Ojai are especially spectacular. Serpentine ribbons of tarmac ebb and flow through the valley disappearing around grassy hills, folding in on themselves over and over as far as the eye can see. With only a few straight sections stitching the corners together, it’s a driver’s Garden of Eden.

The 2-litre turbo four under the hood is eager, and with an exhaust system exclusive to the Type S, it lets out a louder roar too. There are three main drive modes (Comfort, Sport, and Sport Plus) and an Individual mode that tweaks everything from throttle response to chassis stiffness. The Type S gets specially tuned adaptive dampers that make it more compliant and more comfortable than a Civic Type R in nearly all situations.

<img class="aligncenter size-full wp-image-176560" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/DSC04642.jpg" alt="2024 Acura Integra Type S" width="2048" height="1365" />

In “Sport Plus” mode, aggressive shifts from first to second gear will overwhelm the front tires, especially if the road is cold or wet. Angry pops from the exhaust speak to my inner child, and I couldn’t get enough of them. Of course, I spent most of my drive time in Sport Plus.

The real magic of the Integra Type S lies in how confidently it will slink through challenging canyon roads like the ones minutes from our hotel. It’s here where it really comes into its own. The steering is as good as it gets in a front-wheel drive car, offering up crystal clear levels of feedback, and the Brembo-sourced brakes didn’t fade even after bouts of spirited driving. Then there’s the god-like chassis tuning which is perfectly neutral through long sweepers, hairpin turns, and heavy braking. You can enter a corner hot, trail brake in, and feel confident that the car will slingshot you out on the other side with a gut punch of power and torque that doesn’t let up till the 7000 rpm redline.

<img class="aligncenter size-full wp-image-176535" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/DSC04677.jpg" alt="2024 Acura Integra Type S" width="2048" height="1365" />

<img class="aligncenter size-full wp-image-176537" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/DSC04675.jpg" alt="2024 Acura Integra Type S" width="2048" height="1365" />

The face-pulling levels of grip are, frankly, astonishing. The same goes for the lack of understeer. Some of the credit here is undoubtedly due to the sticky Michelin tires but I had to keep reminding myself I was in a front-wheel drive vehicle based on a Civic, which was still an economy car last time I checked.

Now, the bad news: there are only about 300 of these Integras allotted for Canada this year, and as of this writing most if not all are spoken for which will make getting one at MSRP very difficult.

Priced at $58,196 including freight and PDI, the Type S is about $6000 more than a Civic Type R, which makes the decision of which one to pick a difficult one. What makes it even more difficult is that the GR Corolla exists and will definitely trouble the Integra and the Civic with its rally-inspired all-wheel drive system and slightly lower price of entry.

Is the <a href="https://www.wheels.ca/features/does-the-gr-corolla-live-up-to-the-hype">GR Corolla</a> as good to drive? Honestly, no. The Integra Type S like the Civic Type R is executed so well and just feels more special inside and out, like a car you never want to stop driving. If you're lucky enough to have one on order, you’re in for a treat. If not, there's always next year.
<h3>2024 Acura Integra Type S</h3>
BODY STYLE: 5-passenger, 5-door compact lift-back sedan

CONFIGURATION: Front-engine, front-wheel drive

ENGINE: 2.0-L turbocharged inline-4; Power: 320 hp @6500 rpm; 310 lb-ft @2600-4000 rpm

TRANSMISSION: 6-speed manual

FUEL ECONOMY: (Premium Gasoline in L/100 km):TBD

CARGO CAPACITY: 688 litres

PRICE: $ 58,196 (MSRP) including freight and PDI

WEBSITE: <a href="https://www.acura.ca/en/">Acura Canada</a>

2024 Acura Integra Type S First Drive Review

Leclerc_10 MM CR-V

Whether it’s a first-drive feature from the sun-soaked California coast, a quick news story about an off-road pickup that may (or may not) be coming to your local dealership or a review of a hot new sports sedan, somewhere Lee Bailie is writing about cars and car culture, something he’s been doing for almost a decade. A car guy to the core, he went on his first automotive plant tour at age seven.

Honda of Canada Manufacturing (HCM) built its 10 millionth car this week, marking a significant milestone in its history which began in 1986 when Honda became the first Japanese manufacturer to build cars in Canada.

The 10 millionth car, a 2023 Honda CR-V Touring Hybrid finished in Radiant Red Metallic, rolled off the line at HCM’s number two assembly plant in Alliston, Ontario, joining a lineage of cars built there that include the Honda Ridgeline, Honda Odyssey, Acura EL, and Acura ZDX.

<img class="aligncenter size-full wp-image-176395" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/4th-gen-Civic_1st-gen-Ridgeline_1st-gen-MDX_2nd-gen-Odyssey-scaled.jpg" alt="Honda Alliston" width="2560" height="1440" />

To mark the occasion, Honda Canada assembled an impressive array of vehicles built at the plant, including a 1987 Accord, which was the first Honda built at HCM, a 1999 Odyssey, the first of its kind built for the global market, and a 2001 Acura MDX, a first gen model that was also ticketed for global production.

Also on hand, and which attracted a lot of attention, was a 1967 Honda S600 convertible, which was the first passenger car imported by Honda Canada which began operating in 1969.

“This achievement is a testament to the hard work, commitment, and dedication of generations of HCM associates, I want to thank and congratulate them on this historic milestone,” Jean Marc Leclerc, President, and CEO Honda Canada said in a statement.

“Since 1986, HCM has been a class leader in Canadian automotive manufacturing and production and one of Honda’s most important facilities on a global scale. It’s been a pillar of the local economy and community for decades and will be for generations to come.”

<img class="aligncenter size-full wp-image-176400" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/CR-V-paint-inspection-scaled.jpg" alt="Honda Alliston" width="2560" height="1440" />

HCM currently builds the Honda Civic sedan and Si in plant one, and the CR-V and CR-V Hybrid in plant two. A third plant builds 1.5-litre turbocharged four-cylinder engines. The facility has held several noteworthy distinctions during its 37 years, including being named the global lead plant for the 10th gen Civic in 2015, and capturing the same designation in 2022 for the 6th gen CR-V.

The Civic has been built at HCM since 1988, CR-V production began in 2012, and the engine plant has been in operation since 2008. Of note, the 2023 CR-V Hybrid marks the first electrified vehicle the plant has assembled.

HCM’s three plants sit on 890 acres (360 hectares) in Alliston, Ontario, which is located about 90 kilometres north of Toronto. The plants occupy about 4 million square feet of space, and employs more than 4,200 associates.

Current annual production sits at more than 400,000 vehicles and 190,000 engines. Combined, about 100,000 Civics and CR-Vs built at HCM are sold in Canada each year.

Honda builds 10 millionth car in Canada

Guillaume Fournier Photographe-GFV_4561

Automotive journalist from Montreal, AJAC-member, and owner of claveyscorner.com

You may think a sport utility vehicle is what your family needs, but as far as available cargo space, practicality, and family-hauling common sense goes, nothing comes close to a minivan. Carmakers understand this as all who still sell them have injected newfound vigour into their models to make them more competitive.

The Honda Odyssey, on the other hand, hasn’t changed much this year as it nears the end of its lifecycle. But the current recipe is so darn good there’s little reason for Honda to fiddle with it.

<img class="aligncenter size-full wp-image-176180" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/Guillaume-Fournier-Photographe-GFV_4562.jpg" alt="2023 Honda Odyssey" width="2080" height="1387" />

End of the road

Going by the Odyssey’s typical 6 to 7-year production run, 2023 should be the final year for this fifth-generation model. Expect Honda to present a fully revamped minivan based on the recently updated Honda Pilot, before the end of the year.

Until we get there, the bones on the current one are still as solid as a rock. The Odyssey has the essentials to make it a reliable family conveyance. Underneath its hood sits Honda’s tried and proven naturally aspirated 3.5-liter V6. It’s good for a class-competitive 280 horsepower and 262 lb-ft of torque.

Power is sent only to the front wheels via a 10-speed automatic transmission. Sadly, all-wheel drive isn’t available like it is in a <a href="https://www.wheels.ca/vehicle-reviews/review-2021-chrysler-pacifica-hybrid">Chrysler Pacifica</a>. Neither is a hybrid drivetrain.

<img class="aligncenter size-full wp-image-176176" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/Guillaume-Fournier-Photographe-GFV_4579.jpg" alt="2023 Honda Odyssey" width="2080" height="1387" />

The Enthusiast-friendly Minivan

So yes, this Honda could cost you quite a bit at the pump. During my week with the Odyssey, the best fuel consumption average I could muster was 11.5L/100 km. I’ll even add that at 248g of CO2 per kilometer, this minivan isn’t exactly kind to the environment.

But if none of that stuff matters to you and you’d rather prioritize reliability and power delivery, then you might really like this van. None of the Odyssey’s competitors perform like this. Stomp the accelerator pedal in Sport mode, and the Odyssey quickly drops a few gears and starts inhaling gobs of air through its massive air intake.

<img class="aligncenter size-full wp-image-176169" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/Guillaume-Fournier-Photographe-GFV_4603.jpg" alt="2023 Honda Odyssey" width="2080" height="1387" />

The entire experience is felt through one of the most entertaining automotive soundtracks this side of a late-nineties Acura Integra Type R. That’s because VTEC just kicked in yo! Yes, this minivan has it. Hearing that switchover noise when its most aggressive cam profile activates at around 5,800 rpm is always music to this driver’s ears.

Then there’s the way the Odyssey tackles a corner. No minivan should handle this well and no minivan should feel so sedan-like from behind the wheel, yet this Honda delivers, making you enjoy each drive. The Odyssey is old-school Honda in all the wonderful ways. It delivers on the kind of driving experience that Gen Ys have grown up loving behind the wheel of their Civics, Preludes, and Integras.

The Intelligent Van

Of course, none of what you just read makes any sense for a minivan, but that’s just part of the several bonuses of owning an Odyssey. That nature is felt in every nook and cranny inside its cabin as well.

For instance, while that dashboard design won’t win any beauty contests, it’s built to take all the family hits, from applesauce to angry dad punches or even your dog’s untrimmed paws. The Odyssey is built like a tank, rock solid, impeccably well put together, and as silent as a library when driven over heavily broken roads.

<img class="aligncenter size-full wp-image-176177" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/Guillaume-Fournier-Photographe-GFV_4576.jpg" alt="2023 Honda Odyssey" width="2080" height="1387" />

Honda proves it masters ergonomics thanks to the Odyssey’s clever storage solutions and nifty in-cabin technology that helps ease the duties of being a parent. The super rad Cabin Talk technology allows you to talk to your children mimicking the tone of Darth Vader’s voice, while Cabin Watch lets you see who really threw that first booger. A handy Blu-ray DVD player integrated directly into the centre console makes sure your little brats are nice and quiet during that long road trip back from grandma’s.

Everywhere you look in an Odyssey, there’s clever engineering. That said, I still don’t understand why Honda hasn’t looked at Chrysler’s Stow-N-Go feature and attempted to engineer something similar. Removing the second row of seats in an Odyssey is time-consuming and, well, very heavy. They’re also cumbersome and not that easy to reinstall.

At least, the entire third row can be conveniently stowed inside the floor within seconds, and once this van is transformed into a tiny cargo van, it’ll give way to almost 4,000 liters of total cargo space. This makes it one of the most spacious minivans currently on sale; the second most practical in the segment. Sorry Honda, <a href="https://www.wheels.ca/vehicle-reviews/review-2022-kia-carnival-sx">Kia</a> has you beat on this one.

Perhaps where Honda has the entire segment beat though is in its near-perfect reliability record and incredible resale value. Along with its arch nemesis, the Toyota Sienna, the Honda Odyssey is a van that just keeps on running. Even old beaten-up ones with more than 200,000 km on the odometer still sell for hefty sums.

<img class="aligncenter size-full wp-image-176179" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/Guillaume-Fournier-Photographe-GFV_4568.jpg" alt="2023 Honda Odyssey" width="2080" height="1387" />

Of course, such great qualities come at a price. We all know that Honda is doing everything but deals on its cars these days and the Odyssey is no exception. It kicks off at a rather steep $47,705 and tops out at $60,705 for the range-topping Black Edition. My tester, a Touring, stickered at a whopping $58,905. Add taxes and high interest rates and you’re knocking on the door of $70,000 for a Honda minivan. Ouch!

One must wonder if the next Odyssey will be as good as this one and, perhaps more importantly, if it’s worth waiting for. If the new Pilot can serve as a hint, then the next Odyssey will probably be much larger, and it will probably lose its VTEC system.

So, if you’re in the market for a van with glorious intake snarls as it climbs through the revs, one that rewards spirited driving – as ironic as that may sound – then I say get your hands on one of these bad boys now before they’re gone.
<h3>2023 Honda Odyssey Touring</h3>
BODY STYLE: Five-door minivan

 CONFIGURATION: Front engine, front-wheel drive

ENGINE: 3.5L V6 (280 horsepower @ 6,000 rpm / 262 lb-ft @ 4,700 rpm).

TRANSMISSION: 10-speed automatic

FUEL CONSUMPTION: 12.2 L/100 km (city) / 8.5 L/100 km (highway) / 10.6 L/100 km (combined).

OBSERVED FUEL CONSUMPTION: 11.5 L/100 km

CARGO CAPACITY 929 liters (3,984 liters total)

PRICE: $58,905 (as tested)

WEBSITE: <a href="https://www.honda.ca/en/">Honda</a>

2023 Honda Odyssey Touring Review

HPD Honda CR-V Hybrid Racer

Indy CR-V

Honda built a CR-V like nothing else. No, not a CR-V Type R, but something even cooler. Honda Performance Development took a carbon (fibre) copy of the CR-V's bodywork and mounted it to an Indycar chassis. Complete with the 2.2L twin-turbo V6 and hybrid power, this CR-V makes somewhere north of 800 horses. The idea isn't to send it to production, though. It's to show off that Indycar hybrid power and look spectacular. The CR-V racer will show up at NTT Indycar Series races this year including the Toronto Indy in July.

Lightning production resumes

<img class="aligncenter size-full wp-image-174917" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/news-3-6-4.jpg" alt="F-150 Lightning Lariat off-road" width="2500" height="1446" />

Ford has restarted production of the F-150 Lightning electric pickup and it expects that production to go faster than ever. The line was halted after a battery fire early last month, but Ford says the issue has been solved. Ford has said previously it expects to hit 150,000 Lightning pickups per year by the fall of 2023. That's a significant figure, even for the F-Series trucks that see nearly a million built every year.

The Scout is back

<img class="aligncenter size-full wp-image-174915" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/news-3-6-2.jpg" alt="VW Scout" width="2500" height="2500" />

Volkswagen's latest heritage exercise is one step closer to market. The automaker announced on Friday that its new Scout line would be built at a new plant in South Carolina that would have enough capacity for more than 200,000 units per year. Early last year, VW announced that the Scout off-road brand, gas vehicles made by International Harvester from the 1960s through to the 1980s, would be coming back. This time as body-on-frame off-road-ready EVs. An electric competitor to the likes of Jeep and Ford's Bronco. Next up, the automaker plans to launch the Scout in 2024 to go on sale in 2026. We're also expecting a battery plant announcement for North America, possibly in Quebec or Ontario.

Income-based traffic fines proposed in B.C City

The City of New Westminster BC is looking to do something to even the playing field when it comes to speeding tickets in the province. Mayor Patrick Johnstone introduced a motion to tie traffic fines to the income of the person being fined. The Mayor pointed out that fixed fines are inequitable. They have a large effect on those with lower incomes, but a minimal deterrent effect on those with higher incomes. The measure passed 5-2. As this is beyond the city's mandate, the motion was to submit the resolution to the Lower Mainland Local Government Association, then if advanced, to the Union of B.C Municipalities and eventually the provincial government. Means-tested fines and enforcement have long been law in Finland and are beginning to become more common in the rest of Europe.

Toronto Auto show sees record crowds

<img class="aligncenter size-full wp-image-174916" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/news-3-6-3.jpg" alt="Toronto Auto show attendance" width="2500" height="1666" />

The Canadian International Auto Show returned with a blast. Taking two years off didn't stop demand, and the show saw its third-highest crowds ever. More than 350,000 people attended the Toronto show, with the opening weekend setting attendance records. The on-site EV Test Track saw more than 6,000 drivers behind the wheel of new EVs, with 83 percent of those driving an EV for the first time. More than 15,000 attendees went for a passenger lap. The Toronto AutoShow is set to return February 16-25 2024.

News Roundup: F-150 Lightning Production Restart, IndyCar Honda CR-V, More

2023 Honda Civic Type R

The newest Honda Civic Type R has a starting MSRP just under $52,000.

At that price point, the Type R is a compelling performance bargain, especially as far as dailable enthusiast cars go.

But unless you order one and wait your turn, you’re more likely to pay upwards of $80,000 — a $30,000 premium over MSRP. Sounds extreme, but a Honda dealership in Abbotsford, BC. has already sold two Type Rs at that price point.

This is a problem for the Type R as a brand.

Because at $80,000, the Type R starts to keep company with heavy sedan hitters like the Audi S4, Lexus IS 500 and Charger Scat Pack 392.

In the two-door sports car world you could have a <a href="https://www.wheels.ca/news/2023-bmw-m2-gets-m4-levels-of-power">BMW M2</a>, Mustang <a href="https://www.wheels.ca/vehicle-reviews/review-2021-ford-mustang-mach-1">Mach 1</a> or Toyota <a href="https://www.wheels.ca/reviews/track-test-review-2023-toyota-gr-supra-mt">GR Supra</a> for that kind of money.

And I’m sorry, but that kind of markup does spoil the entire concept of the <a href="https://www.wheels.ca/reviews/2023-honda-civic-type-r-first-drive-review">Honda Civic Type R</a>.

Because while the Type R is admittedly top tier in terms of usable performance, engagement and driving reward, the whole point of the car is being able to offer that performance, engagement, and reward in an affordable package.

<img class="aligncenter size-full wp-image-174680" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/01-2023-Civic-Type-R.jpg" alt="2023 Honda Civic Type R" width="1200" height="713" />

That’s why the car is based on one of the most affordable and popular economy car platforms, instead of being a totally bespoke sports car. It’s supposed to keep costs down.

The Type R is perhaps the very best enthusiast car purchase at its suggested MSRP of $52,000.

But at $80,000 it might actually be the very worst. There is simply too much healthy and in some cases, objectively superior competition at that price point to rationally purchase an $80,000 Honda Civic.

So… why is this happening? Who is sabotaging the success of the Honda Civic Type R with ridiculous over-MSRP asking pricing?

The first suspect is obviously the dealers themselves. But honestly, that’s a little like blaming a shark for smelling blood in the water and just doing what they do — especially when they start to get hungry.

Brendon Hall, general manager of the Abbotsford-based dealer in question, <a href="https://www.hondaway.com/en">The Honda Way</a>, explained that Honda does have regulations for their dealers, preventing them from selling new cars over MSRP.

And in fact the sale of the last $80,000 Type R at The Honda Way did raise a flag with Honda Canada.

However, it was all found to be “above water” as Hall explains, as these $80,000 Type Rs in question are technically “used” vehicles. And with supply chain interruptions leading to a shortage of new inventory, dealers are doing whatever they can to scrape as much meat as possible off the bones of second-hand vehicles.

The Honda Way purchased both Type Rs back from the original owners.

“We got big into used cars to supplement the decline in new cars,” explains Hall. “We sold 200 new cars less last year than we did in 2021. So we had to focus really hard on used cars.”

If I learned anything from having a life-long car salesman as a grandparent, it’s that no car dealer is your friend. They’re job is to extract as much money as they can. And they will when given the opportunity. But they’re also just people with mouths to feed at home. So they’re not looking to make enemies either. And they need to be competitive. In all fairness, there aren't exactly cheaper 2023 Honda Civic Type Rs on the market right now than you could have today.

<img class="aligncenter size-full wp-image-174677" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/09-2023-Civic-Type-R.jpg" alt="2023 honda civic type r" width="1200" height="800" />

Is The Honda Way skirting around a loophole? Kind of. Should Honda Canada tighten their restrictions to prevent this kind of “ car scalping”. Definitely.

But the truth is sharks are going to do what sharks do — eat as much as they can, when they can. Any of us in their shoes — including me and you reading this right now — would do the same thing as the dealers as a way to make up for the loss of the real bread and butter; new CR-Vs and Odysseys.

Still, we need a villain in this story, right? Surely we need somewhere to direct our keyboard vitriol.

How about the people who sold their brand new Type Rs back to the dealer as a way to squeeze out a little profit for themself? Neither of the cars in question even had 1000 km on the odometer. Neither had met the recommended break-in period for the braking system. It’s not like this was a trade-in after a year or two. These cars were new.

So, car scalpers artificially inflate the market. Let’s blame them, right?

According to Hall, the first Type R customer had been through a few vehicles with the dealer and had every intention of keeping their new 2023 Type R, however was forced to part with the vehicle due to a family emergency.

No word on the second customer, but regardless, people should be able to change their mind and find ways to put more money in their pockets if given the opportunity — for a million reasons, not least of which might be a significant life event.

Again, wouldn’t you be at least a little tempted to make $10,000 - $20,000 off your latest purchase if you could? It’s a far cry from the days when your car depreciated that much the second you took delivery.

How about the people who are actually buying the car at this ridiculous price point? Well, if you’re willing to pay over $80,000 for a Honda Civic… any Honda Civic, then one might submit that you deserve to be separated from your money.

The deflating truth of the matter is that it’s not really any one person to blame here. Everyone involved, from the dealer, to the original owners, to the buyers are just behaving in the way circumstances dictate. A $50,000 car becoming an $80,000 is the cruel result of a limited market.

“It’s simply supply and demand,” explains Hall “These cars are just so tough to get. We’re only getting one a year for the next three years.”

<img class="aligncenter size-full wp-image-174678" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/2023_Civic_TypeR_0013.jpg" alt="2023 Honda Civic Type R" width="1200" height="800" />

Tempting here then to blame Honda themselves. This is clearly a manufacturing shortfall and one which results in undermining the market positioning of their flagship product — one which exists, as far as the bottom line is concerned, for the purposes of good PR and nothing else.

However, in comes supply chain issues once again. Honda was forced to <a href="https://fortune.com/2022/09/22/chip-shortage-honda-japan-production-cutbacks/">cut production by 40 percent in 2021</a> due to the chip shortage. Hall sighted that this “supply and demand” issue has been a factor in not just sales of the limited Type R, but indeed across all Civic sales in the last two years.

The whole situation is frustrating. And made even more so by the fact that you can’t really reasonably blame anyone.

Until Honda can ramp production back up to meeting demand, you’ll either have to pay a massive premium (not recommended) or be patient and wait for your 2023 Type R.

Who is to Blame for an $81,000 Honda Civic Type R?

2023 Honda Accord_front 3-4 profile

Although it’s only been with us since 1976, the Accord’s presence in Honda’s lineup feels eternal, especially as passenger cars continue to fade in North America. They currently account for barely 20 percent of new vehicle sales, and that figure continues to shrink. The downward trend has caused many automakers to abandon cars, especially mid-size sedans.

Despite a grim trend, Honda is sticking with sedans, for now at least, and the Accord has done its part to hold the line. Sales of the outgoing 10th generation model in Canada checked in at 38,879 units during its run from 2018 through 2022, which is a far cry from its glory days in the 1990s and 2000s but is still robust enough to warrant a new generation. On that note, U.S. Accord sales were 154,612 in 2022, which is still decent but represents a 23 percent decline over 2021.

This is the environment the all-new 11th generation model launches into, as units begin arriving in Canadian dealerships this month. Among its many changes, the ‘23 Accord represents another front in Honda’s ongoing march towards electrification, with a lineup featuring two gas-electric hybrids (Sport Hybrid and Touring Hybrid), and just one gas model, the entry-level EX.

While no time frame has been announced, Honda is setting a 50 percent sales goal for Accord hybrids, which mirrors the one it set for the <a href="https://www.wheels.ca/reviews/first-drive-2023-honda-cr-v-touring-hybrid-awd">CR-V hybrid</a>, which is also all-new for 2023.

<img class="aligncenter size-full wp-image-174545" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/2023-Honda-Accord_engine-compartment-scaled.jpg" alt="2023 Honda Accord Hybrid" width="2560" height="1440" />

The new Honda Accord has two powertrains, a 1.5-litre turbocharged VTEC four-cylinder (192 hp / 192 lb-ft.) mated to continuously variable transmission (CVT) for the gas EX model, and a 2.0-litre Atkinson cycle four-cylinder / two-motor hybrid system (204 hp / 247 lb-ft. combined) that’s paired with an electronic CVT for the two hybrids. All models are offered in front-wheel drive only.

On the powertrain front, the 1.5-litre turbo four is now the only gas engine remaining, as the 2.0-litre turbo four has been discontinued. Output from the 1.5 is unchanged, but Honda has fine-tuned it with an upgraded direct-injection system, new cold-active catalyst, and high-rigidity crankshaft and oil pan. The latter two are designed to reduce engine noise.

As for the hybrid, the 2.0-litre Atkinson cycle four is all-new and features direct injection, while a fourth-gen two-motor hybrid-electric system uses two motors that are now mounted side-by-side. Combined horsepower output is down slightly (204 versus 212), but torque is up to 247 lb-ft., which is an increase of 15 lb-ft. over the outgoing model.

<img class="aligncenter size-full wp-image-174552" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/2023-Honda-Accord_side-3-4-profile-scaled.jpg" alt="2023 Honda Accord Hybrid" width="2560" height="1440" />

Notable mechanical changes include a more rigid structure, stiffer body supports, and new front brace bars aimed at improved ride and handling. Other chassis enhancements include a retuned four-wheel independent suspension with new front damper mount bearings and ball joints.

Dimensionally, the new Accord is the same height as its predecessor, but is slightly narrower, with a wheelbase that is one millimetre longer, with an overall length that has grown by 70 mm.

To these eyes, the Accord bears a strong resemblance to other <a href="https://www.wheels.ca/reviews/2023-honda-civic-type-r-first-drive-review">new Hondas of late</a> when viewed from the front, with its more upright grille, slim LED headlights and a longer hood. Its sleeker lines and sloping, fastback-style rear roofline give the car a more premium appearance. Lots of black trim, along with standard 19-inch alloy wheels on hybrid grades (17-inchers are standard on EX), also help to exude a more sophisticated aesthetic.

At the rear, horizontal LED taillights and a smaller, recessed Honda badge give the impression of a wide stance, even though this Accord is slightly narrower than the one it replaces. It doesn’t appear that way at all in person.

<img class="aligncenter size-full wp-image-174544" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/2023-Honda-Accord_dashboard-centre-console-scaled.jpg" alt="2023 Honda Accord Hybrid" width="2560" height="1440" />

Inside, the Accord’s new dashboard and console layout echoes those of newer Hondas, with a bigger dashtop-mounted touchscreen infotainment display, a full digital instrument panel, and more elegantly designed and finished touchpoints, such as those used for seating, door and console trims, and climate control switches.

Standouts here include a 12.3-inch infotainment display, which is Honda’s largest-ever touchscreen, and is standard on hybrid models (a 7-inch unit is standard on EX), a configurable 10.2-inch digital instrument cluster, along with a wireless smartphone charge pad, two USB-C ports up front, along with wireless Apple CarPlay and Android Auto (wired for EX). Honda Sensing, the company’s suite of active safety kit, is standard on all models.

The top Touring hybrid trim also receives Honda’s first use of Google built-in, which comes with Google Assistant, Google Maps, and Google Play, along with a slew of other apps and services. As is the case with other manufacturers that offer it, Google built-in can be used either with or without a user profile in the 2023 Accord.

Maybe I’ve driven too many Hondas over the past six months, but the new Honda Accord Hybrid reminds me a lot of its other recently remade stablemates, like the Civic and CR-V. They are all distinct, of course, but common themes of premium styling, greater refinement, new tech, and improved road manners unite them all.

<img class="aligncenter size-full wp-image-174550" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/2023-Honda-Accord_rear-3-4-profile-scaled.jpg" alt="2023 Honda Accord Hybrid" width="2560" height="1440" />

For the Accord specifically, I was struck by its sleek, handsome styling that does appear to these eyes to be more sophisticated than its predecessor. As much as I appreciate its new exterior, I really like what I see in the cabin.

In addition to being spacious, the quality and variety of trim materials, along with leather seating that is quite comfortable and supportive, gives the ’23 Accord a more premium feel. Touch points look and feel great, and hard plastic is mostly out of the driver’s eyeline on lower door panels and footwells.

In terms of functionality, interfaces are clean and easy to use, with everything seemingly falling to hand in a logical way. I’m pleased to see the presence of a round volume knob and a console gear shifter, despite the space the latter occupies. It just works better.

I spent about three hours driving an early production Touring Hybrid tester on snowy local roads and highways in Richmond Hill and Aurora, and I marvel at the Accord’s smooth and quiet operation in all driving modes (eco, normal, and sport). Acceleration is quite brisk but doesn’t get loud unless the accelerator is really matted.

<img class="aligncenter size-full wp-image-174553" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/IMG_E0015-scaled.jpg" alt="2023 Honda Accord Hybrid" width="2560" height="1440" />

I realize it has electric motors, but the new Honda Accord Hybrid is one of the quietest cars with an internal combustion engine that I have ever driven. It just rolls along quietly, scarcely audible unless the accelerator is firmly pressed. Honda’s chassis-stiffening, sound-deadening and anti-NVH (noise, vibration, harshness) efforts have been used to good effect. Despite being longer, the new Accord also feels light on its feet with responsive steering and a composed and secure ride that handles (most) road surfaces well.

As for nitpicks, I don’t have many, but I must note that my tester logged a combined fuel consumption number of 7.9 L / 100 km during my drive, which is much worse than the 5.3 figure Honda has published. My drive took place on a very cold day (-18C), however, which tends to hammer fuel efficiency, regardless of propulsion source.

It’s also worth mentioning the Accord is priced higher than some of its rivals and, with just three trims, there are fewer options. This strategy is defensible, however, given lower sedan sales volume and the high level of content the Accord offers.

In sum, the 2023 Accord is the best one yet. In an era when passenger cars are fighting a losing battle with SUVs in the marketplace, it stands firmly in the breach, holding the line.

The 2023 Honda Accord is on sale now.
<h3>2023 Honda Accord Touring Hybrid </h3>
BODY STYLE: mid-size sedan
DRIVE METHOD: Front-engine, front-wheel drive, electronic CVT
ENGINE: 2.0-litre DOHC four-cylinder + two-motor hybrid system (204 hp / 247 lb-ft. combined)
FUEL ECONOMY: (Regular 87) 5.0 / 5.7 / 5.3 L / 100 km (city / highway / combined)
CARGO VOLUME: 473 litres (16.7 cu ft.) 
PRICE: $46,280 / as tested, incl. freight, excl. taxes

EX – $37,000
Sport Hybrid – $41,000
Touring Hybrid – $44,500

WEBSITE: <a href="http://www.honda.ca">www.honda.ca</a>

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