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

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.

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

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

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>

2023 Honda Accord Hybrid First Drive Review

the next generation fuel cell mock-up2

Honda is the latest automaker to reaffirm its commitment to hydrogen as an alternative to both gasoline and electric power. The company gave a briefing this morning in Tokyo to talk about its progress and its plans.

The part that has us the most interested is Honda's announcement that it will be launching a fuel-cell model in both North America and Japan in 2024. This isn't Honda's first <a href="https://www.wheels.ca/news/fuel-cell-powered-honda-cr-v-to-be-produced-in-u-s">FCEV car</a>, there have been multiple generations of <a href="https://www.wheels.ca/news/honda-clarity-fuel-cell-goes-366-miles">fuel cell Clarity</a> models, but it might be the biggest deal.

Honda says the cars will use a next-generation fuel cell that is the result of a joint venture with GM on fuel cell development. The company said that the fuel cell system will cost just one-third the amount of the system used in the 2019 Honda Clarity FCEV. They achieved this by using new materials for the cell's electrodes, a new cell sealing structure, and simplifying the entire system. The durability of the fuel cell has doubled, Honda says.

Despite that new vehicle, Honda still thinks fuel cell use will take until 2030 to "advance toward full-fledged popularization." The company wants to be ahead of the curve this time and is currently working to bring its cell cost down to that of a conventional diesel engine.

The problem with hydrogen as a fuel is and continues to be availability. Honda said it knows the importance of developing green hydrogen (hydrogen made through renewable power and water electrolysis instead of natural gas or dirty power) and making it available in more places.

On top of cars, Honda is looking at other areas where hydrogen could be preferable to pure electric power. Hydrogen can be more easily transported off-grid as well as more easily stored than electricity. This makes it ideal for commercial vehicles, stationary power, and construction equipment.

Honda plans to test fuel cell-powered heavy-duty trucks in Japan this year and is already testing vehicles in China. The company has already installed a 500kW fuel cell power station at its corporate office in California, used as a backup power source for its data centre, and will work to apply this technology to other factories and data centres.

<img class="aligncenter size-full wp-image-174454" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/the-use-of-hydrogen-toward-a-carbon-neutral-society-scaled.jpg" alt="honda hydrogen cycle" width="2560" height="1440" />

Lastly, Honda will work to apply its fuel cell system to excavators and wheel loaders for the first time. These vehicles are currently big polluters, but their large size and weight (as well as the nature of their intended workplaces) make battery electric power prohibitive. No timeline was provided for this one.

To help accomplish it all, Honda says it will "take an active role in establishing hydrogen ecosystems." The automaker says it will start with stationary power stations and places where demand for hydrogen already exists. Plans are underway to test a hydrogen ecosystem in Japan as well as a renewable energy hydrogen ecosystem in Europe.

Honda Announces Plans for New Fuel Cell Car Next Year

acura integra type s proto main

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)

TOCHIGI, JAPAN - The launch of the new Acura Integra garnered mixed reactions. On one hand, many were glad to see the revival of one of the marque’s most popular models from the ‘90s. Others weren’t so kind. With criticism hurled towards the styling, lack of power, and the 5-door-only body style, the faithful were not happy with the drastic changes to the new model.

Even when journalists (myself included) drew mostly positive impressions <a href="https://www.wheels.ca/reviews/review-2023-acura-integra-a-spec-mt">after driving it</a>, some were not convinced. Once again, citing styling, and the lack of power as being the biggest disappointments. The price and the fact that a manual transmission is only available on the most expensive trim didn’t help.

So if you were one of those that believed the new Acura Integra was underpowered we don’t exactly blame you. With just 200 hp from a turbocharged 4-cylinder, it’s down significantly when compared to the likes of the VW Golf GTI or the <a href="https://www.wheels.ca/reviews/2022-subaru-wrx-review">Subaru WRX</a>.

But Acura has more in store for the Integra with an upcoming Type S version in the works. So for those that wanted more power, not to worry, it’s coming.

<img class="aligncenter wp-image-173448 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/Integra_Type-S_Proto_KD03-scaled.jpg" alt="acura integra type s prototype" width="2560" height="1704" />

I don’t have a whole lot of details to share mainly because we weren’t provided with any, but I did drive a camouflaged prototype of the Acura Integra Type S on Honda’s high-speed oval behind their sprawling R&amp;D facility in Tochigi.

We already know what the Integra looks like but the camo wrap was hiding what looked like a new set of rocker panels, revised bumpers with much larger openings in the front, and possibly a different grille. The easiest thing to spot was the Civic Type R-like triple exhaust. And from the pictures it might even be wearing wider fenders.

Even before we could see the Type S, we could hear it approach. Honda says that they tuned the car to be even louder than the new <a href="https://www.wheels.ca/reviews/2023-honda-civic-type-r-first-drive-review">Civic Type R</a>. I believe them. The Civic is certainly louder than it was before but it still lacks the theatrics we’ve come to expect from some performance cars today.

<img class="aligncenter size-full wp-image-173452" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/Integra-Type-S_Tochigi-Testing_001-scaled.jpg" alt="acura integra type s prototype" width="2560" height="1710" />

In comparison, the Acura Integra Type S exhaust is all drama. It’s throaty, loud, and boisterous, with plenty of pops if that’s what you’re into. It had to be the loudest factory exhaust I’ve ever heard on a Honda or Acura product, and this was fully intentional.

By now, it’s no surprise that the Type S uses the powertrain from the Civic Type R but it will make slightly less power. In this case, the 2-litre turbocharged 4-cylinder is tuned to make about 300 ps, which converts to 296 hp. Although final figures might change, nearly 100 hp more than what you get from a base Integra is like adding a <a href="https://www.wheels.ca/reviews/base-camp-2023-mitsubishi-mirage-es">Mitsubishi Mirage</a> under the hood plus 20 more horses. The gearbox also feels very much like the unit in the <a href="https://www.wheels.ca/reviews/2023-honda-civic-type-r-first-drive-review">Civic Type R</a> I drove last month, with short beautifully weighted throws.

<img class="aligncenter size-full wp-image-173449" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/Integra-Type-S_Prototype_Profile-scaled.jpg" alt="acura integra type s prototype" width="2560" height="1703" />

Our drive time amounted to only a couple of laps, but we were fortunate for the opportunity to experience it on Honda’s own testing grounds. Speed picks up quickly, and the power comes on strong through third and fourth gear. The car was electronically limited (for our test) to 200 km/h but it was enough to feel its rock-solid stability at that speed. The oval was banked in the outer lanes and it was a strange gravity-defying sensation, but the Type S remained velcroed to the tarmac. In “Sport plus” mode the steering was firm and precise, similar again to the Civic. Mechanical grip was high, a combination of the stiffer suspension and sticky Michelin Pilot Sport tires. Once at 200 km/h, I kept my foot buried. There was no reason to slow for the corners.

It’s louder than the Civic Type R but at 200 km/h synthesized exhaust from the speakers (or what sounded like it) was all I could hear. Wind noise at speeds double our highway limit was surprisingly low.

Nothing jumped out at me about the interior, it was standard Integra fare from what I could see, and that’s no bad thing. The seats felt more supportive but the glass smooth track meant I couldn’t tell you if it rode any softer than the Civic Type R, which I assume it will.

<img class="aligncenter wp-image-173447 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/Integra_Type-S_Proto_KD05-scaled.jpg" alt="acura integra type s prototype" width="2560" height="1704" />

Internally Honda positions the Civic Type R as the more serious, nerdy car. The one that should be taken to a track on a regular basis. The Integra Type S is the emotional one, you can tell that just from the exhaust. While it is track worthy, its focus is performance on the street.

With little else to go on at the moment, we are eagerly awaiting an official reveal and some real specs. And hopefully, a price that’s within reason.

But from our quick stint behind the wheel, we have something good to look forward to.

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