I’ll admit it. I’m typically sweet on Mazdas. I don’t own one and nobody’s paying me to say that, I just like the down to earth functionality designed into them. I also like that you can push them a little carder than comparable cars before they cry uncle. In a word, they’re fun. How does the Mazda 3 AWD stack up?
EXTERIOR
A-number-one, I dig the aesthetic. Angry headlight and nose-down posture lend an air of aggression to the relatively mild Mazda. I even think its little overbite is dreadfully charming. The black 18″ alloy wheels go wonderfully with the “polymetal gray metallic” paint. Some may find the proportions of this hatch a little unusual; perhaps a little rump heavy. But they work for me. Of course, I think the second gen Cadillac CTS Coupes are among the most gorgeous cars designed in the 21st century, so consider that when weighing my opinions on a car’s good or bad looks.
INTERIOR
The deep red leather seats, which Mazda refers to in their build sheet as simply “red”, look stunning in both quality and color. The dash is wrapped in the same “red” and features laser straight French seams. In fact, all the upholstery in the car is above average, especially when you consider this is not a luxury car. I’m a fan of the way Mazda puts their media controls in the console. There’s a learning curve, but they’re logically laid out and above all you can use them without taking your eyes off the road. Bluetooth connectivity is remarkably fast, like instant, and there’s a handy dandy QI charger for all your resonant inductive coupling needs.
Laying the rear seats down pinches front seat leg room a little, and you’re going to have trouble operating the console lid. However, it does open up the back end to haul a surprising amount of junk. Or just one old dirty compressor.
THE DRIVE
This is not an easy car to see out of. The back window looks tiny from the drivers seat and the blind spots created by the c pillars are some of the biggest I’ve seen. This car might be more fun with a manual shift rather than the six speed “sport mode” automatic, but I don’t know if it would be better per se.
Under the hood, a 2.5 liter naturally aspirated four banger churns out 186 horsepower and equally as many torques. An electric emergency brake will prevent you and your no account buddies from sliding around the parking lot behind the movie theater.
Mazda does a good job of prioritizing the driving experience of their cars. Even the humble 3 has above average feedback from the brakes and steering. It’s fun to push the car through curves. One issue I noticed is that the A/C struggled a little on warmer days. It made me wonder how it would do during the Texas summers
THE DIRT
It could be a little more fun, and at $31,470 it could be a little less expensive. Of course you could save some scratch if you elected to forego the 425 dollar illuminated sill plates. There’s nothing wrong with the car though, and this AWD model is sure to be a hit with folks that experience snow and ice each year. The Mazda 3 delivers a typically Mazda experience. Maybe not the fastest, but great feedback from the brakes and steering wheel and enough zip from under the hood to keep us engaged.
I’m dating myself here, but when I started driving, a vehicle that had an automatic transmission, air conditioner, tilt steering wheel, cruise control, and a cassette player was considered “loaded”. Add in power locks and windows and you had a “hard loaded” model. If you had remote keyless entry and anti-lock brakes, you had a luxury car. These days, all of those features and more are ubiquitous. Most of us wouldn’t think about buying a new vehicle without air conditioning. Having to roll down a window by turning a crank is considered an embarrassing hardship!
I recently had the rare opportunity to experience a base model Honda CR-V. It hasn’t been too many years ago that a base model vehicle was equipped with only minimum levels of safety equipment and very few comfort or convenience items. The CR-V LX is a base model that I could actually enjoy.
Manufacturers typically populate their press fleets with the highest trim level of each model which gives the reviewers an opportunity to evaluate all of a vehicle’s features and experience the best a model has to offer. While the top trim levels may be the fastest, best looking, and have the most features, most buyers don’t choose those higher-priced trims. Instead, they opt for the lower-cost middle and lower trims.
EXTERIOR
From the outside, there’s little to distinguish a base LX from a top-of-the-line Touring trim aside from black door handles and some black trim pieces instead of body-colored or chrome. Even the LX has nice-looking alloy wheels instead of the plastic wheel covers that are common on entry-level trims. Unless a person is a Honda CR-V aficionado, they’re unlikely to identify the LX as a base model.
I’m accustomed to driving vehicles that automatically unlock when you grab the door handles, so it took me a moment to realize the CR-V LX isn’t equipped with such a feature. I had to pull the remote out of my pocket and push a button before I was granted access to the inside if the CR-V.
INTERIOR
Once inside, the differences in materials and features become more apparent. I was expecting to see a boring, monochromatic interior filled with the same color and texture of hard plastic. To my pleasant surprise, I found a durable-looking and comfortable cloth seat material, with contrasting plastic textures and colors.
The next step was starting the vehicle. I instinctively reached for a start button, but there wasn’t one. I would need a physical key before getting any further. Unfortunately, I had placed the remote back into my pocket after unlocking the door and was now forced to dig back into my pocket for the magic key for a second time. One thing I like about the ”old” key-based system in the LX is that I can shut then engine off while still listening to the radio or talking over Bluetooth. On the higher trims with pushbutton start, you have to shut everything off then push the start button again without pressing the brake pedal to put the vehicle into accessory mode which drops the Bluetooth connection and reboots the audio system.
Finally, the hard part was over! I turned the key and the CR-V’s venerable 2.4L non-turbocharged engine started breathing on its own with a familiar sound shared with Honda models of yore. It quietly and smoothly idled with refinement and precision as I familiarized myself with the other controls. The gauges are a combination of analog and monochrome digital instead of the color LCD display used on higher trims, but all the information you need is there – including a trip computer.
There are no power seats in the LX, but the driver’s seat is manually adjustable in all the normal ways including for height and recline. Most vehicles I’ve owned have had power seats and once I set them that’s where they stay…forever. Admittedly, I’m usually the only driver, but even in situations where there are multiple drivers, it’s actually faster to pull a lever and move the seat manually than it is to push a button and wait for electric motors to do the job.
Power door locks, windows, and mirrors are standard. The steering wheel adjusts for height and also telescopes. The cloth-covered center armrest slides forward. Although the vanity mirrors on the visors aren’t lighted, at least it has mirrors so you don’t have to yank down the rearview mirror or stare creepily into the side mirrors while picking spinach out of your teeth.
Once I found a comfortable driving position, it was time to set a comfortable temperature. The CR-V LX is equipped with automatic climate control so you just set your desired temperature and let it do the rest. It’s only a single-zone system, but as long as both the driver and passenger are warm-blooded creatures, that shouldn’t present too much of a problem. Besides, who wants to deal with a thunderstorm in the middle of a vehicle where the cold and warm fronts meet! There are A/C vents on the back of the center console and heater ducts under the front seats for rear passengers.
Next comes the audio system. With large touch screens and satellite radio being so common these days, the small color display in the CR-V’s AM/FM-only audio system felt neutered. Pairing my phone to the vehicle via Bluetooth was easy. Bluetooth works for both phone calls and music, so I was able to listen my music library and stream my favorite stations. After some adjustments to the bass, midrange, and treble, I was pleasantly surprised just how good the base-level audio system sounds. A pair of tweeters mounted higher up would be a welcome addition, but I found the sound quality to be more than adequate for phone calls, audiobooks, podcasts, and casual music listening.
THE BUSINESS END
One of the primary reasons for purchasing an SUV is cargo capacity. You won’t be fitting any 4×8 sheets of plywood in the back of a CR-V, but you could possibly shoehorn a 75” TV in the back at a creative angle. If you are interested saving money on a hotel, couples up to 6 feet tall can fit in the rear with the back seats folded down and the head rests turned around to serve as pillows. And, not that it’s necessarily related, but there’s an actual spare tire instead of an inflator kit back there!
DRIVING IMPRESSIONS
With everything adjusted to my liking, it was time for takeoff. I placed the dash-mounted shift lever in reverse and was greeted by a small, but clear rearview image on the audio system’s color screen. The guidelines are fixed rather than dynamic, but at least you can see what you’re about to back into. Once I had the nose pointed in the right direction, I shifted to drive and pressed the accelerator pedal. The CR-V’s continuously variable transmission brought the vehicle to cruising speed with no drama whatsoever. Unlike some, I’ve always appreciated the shiftless feel and efficiency of.a CVT – particularly for relaxed driving. Sure, I wouldn’t have one in a sports car or rock crawler, but that’s not what the CR-V is all about.
The 2019 CR-V LX is the last Honda model available with the 2.4L non-turbocharged engine, so if you’re not a fan of turbochargers, you better grab one while you can. Power and performance from the 2.4L/CVT combination is more than adequate for city driving and cruising on the highway at all legal speeds. However, passing at highway speeds results in less progress than the noise suggests, so allow yourself plenty of distance to overtake.
The ride is on the firm side, yet comfortable and far from harsh. Steering is precise and direct, although it’s slightly heavier than I would prefer in parking lots. The CR-V remains surprisingly flat in corners – almost…sporty.
SUMMARY
Overall, the CR-V LX is a very comfortable compact SUV that is easy to live with even for a base model. It’s got everything you really need and even a few things that you don’t. I find a certain charm in its simplicity.
For the 2020 model year, all CR-V trims have revised front and rear styling and gain idle-stop technology which can be temporarily disabled. The 1.5L turbocharged engine, which offers better low-end torque and a 2 MPG increase in fuel economy, replaces the 2.4L engine in the LX. Honda Sensing and a color driver information interface are now standard for 2020 as well.
The 2019 CR-V LX starts at $25,570 including destination. The 2020 CR-V LX starts at $26,170. That’s an increase of $600 – not bad for Honda Sensing with its adaptive cruise control, collision mitigation braking system, automatic high beams, and other safety features along with the color LCD driver information interface, turbocharged engine, and increased fuel economy.
WHAT DO YOU THINK?
Do you prefer the simplicity and lower cost of a base model, the luxuries and safety features on higher trims, or do you fall somewhere in between?
After receiving a heavily revised engine with more horsepower along with a list of other changes for the 2019 model year that were significant enough to justify a change in the model designation to ND2, updates to the 2020 model are relatively few.
Android Auto and Apple CarPlay support
Previously, these features could be added using a $199 kit plus installation labor. For 2020, the necessary software and hardware for Android Auto and Apple CarPlay come pre-installed. You no longer have to disassemble the dash on your brand new Miata.
Key fob
For 2020, the Miata gets Mazda’s new key fob design. It is thicker and wider than the old key fob and the buttons move from the front to the side where they may be less prone to accidental presses. The physical key has a much smaller head than the old key which provides less leverage. Fortunately, it’s rarely used except to lock and unlock the storage compartment between the seats
Perforated leather seats
Perforated leather is newly available on the 2020 MX-5 Miata and provides natural ventilation which can make for a cooler experience on warm days. While perforated leather may require a little more care to avoid liquid and dirt from falling down into the holes, I think it looks a lot nicer in addition to the functional advantage. Thankfully, all of this soothing and understated gray is offset by a new, dynamic (again, Mazda’s description) red leather interior.
Stitching
All interior stitching is now gray. Mazda uses the words soothing, calm, and premium to describe it. I’m tempted to use the words boring, cost-cutting, and consolidation. To me, the MX-5 Miata is a sporty car that deserves a more sporty stitch color than soothing gray – leave that one to the sedans and SUV’s!
Polymetal Gray
Continuing the monochrome theme, Polymetal Gray is a new color shade of gray for the 2020 MX-5 Miata. Mazda describes the color shade of gray as understated and beautiful. I’ll just say that it looks like they forgot to paint the car and sprayed clear coat over the primer, but, hey – lots of folks aren’t happy with only 49 shades of gray!
Door sills
Wrapping up the changes to the 2020 MX-5 Miata are the availability of stainless steel door sills.
There is no official word just yet on pricing, availability, or other changes.
The refreshed 2020 Honda Ridgeline exchanges its 6-speed automatic transmission for a 9-speed unit and introduces paddle shifters and idle stop. A pushbutton shifter replaces a traditional shift lever and a traditional battery has been replaced by an AGM (Absorbed Glass Mat) model. The tailgate can be locked and the number of trim levels have been reduced. Honda’s 8″ Display Audio system is now standard on all trims. The rear doors open wider and Honda Sensing becomes standard across the board. Prices increase by as little as $100 to as much as $2,050 depending on model.
TRIM LEVELS SIMPLIFIED
The RT and RTL-T trims have been dropped which simplifies the lineup. The RT trim allowed Honda to advertise a lower starting price for the Ridgeline, but despite this, it was one of the least-popular trim levels. The RTL-T was more popular than the RT, but the fully-loaded RTL-E model was arguably the better value with its list of additional safety, comfort, and convenience features. For 2020, the Ridgeline is available in Sport, RTL, RTL-E, and Black Edition trims.
NINE-SPEED TRANSMISSION
The outgoing Honda designed-and-built 6-speed automatic proved to be smooth and reliable in many Honda models over the years. The ZF 9HP 9-speed automatic that has replaced it in the 2020 Ridgeline drew some criticism for shift timing and feel in other applications. Over time, Honda has made changes to address these complaints and based on my time driving 2019 Pilots and Passports equipped with the 9-speed automatic, I’d say these changes have been mostly effective.
One of the best features of the 9-speed automatic is the introduction of steering wheel-mounted paddle shifters which allow for manual gear selection. Some situations where this feature comes in handy are engine braking, spirited driving, and downshifting while anticipating a pass. The 9-speed has a considerably lower first gear ratio and a higher top gear ratio than the 6-speed.
Routine maintenance on the 9-speed is more expensive than the 6-speed due to a more complex fluid replacement procedure and the cost of the fluid itself. Fortunately, transmission fluid changes are one of the least-frequent maintenance items. Honda recommends changing the fluid when prompted by the Maintenance Minder under normal conditions, but recommends changing it every 30,000 miles if you regularly drive at low speeds in mountainous areas or tow a trailer.
2020 Honda Ridgeline RTL-E with black leather interior
IDLE STOP
Another change to the 2020 Ridgeline is the addition of idle stop – a fuel-saving feature that temporarily stops the engine while the vehicle is stopped and restarts it as you release the brake pedal. I find that Honda’s latest models with idle stop restart quickly, quietly, and smoothly enough, although this feature can be disabled until the next time you restart the engine with the press of a button. An amber indicator light will illuminate in the gauge cluster when you have turned off the idle stop feature.
WIDER REAR DOOR OPENING
The 2017-2019 Ridgeline had a curiously-limited rear door opening. Many owners took it upon themselves to replace their rear door checkers with those designed for the front doors to allow the rear doors to open wider. Honda must have listened, because wider-opening rear doors are one of the improvements to the 2020 Ridgeline.
HONDA SENSING
Previously, only the RTL-E and Black Edition trims were equipped with Honda Sensing which includes Lane Keeping Assist System, Road Departure Mitigation, Collision Mitigation Braking System, and Adaptive Cruise Control. For 2020, Honda Sensing is now standard on all Ridgelines. The Blind Spot Information System and Rear Cross-Traffic Monitor are still exclusive to the RTL-E and Black Edition trims. Honda’s LaneWatch camera which was standard only on the RTL-T is in no longer available on the Ridgeline since that trim has been discontinued. For 2020, the Collision Mitigation Braking System now turns back on every time you start the engine. Previously, the feature would stay off if turned off.
Honda Ridgeline In-Bed Trunk
FUEL ECONOMY
Despite three more gears and the addition of idle stop, fuel economy estimates for the 2WD models are unchanged at 19 city, 26 highway, and 22 combined. AWD models improve by 1 MPG to 19 in the city, but lose 1 MPG to 24 on the highway for an unchanged combined rating of 21.
AUDIO AND NAVIGATION SYSTEMS
Previously, the lower trim levels were equipped with a Color Audio system that had a 5″ non-touch color screen, but did have a rotary volume knob. The upper trim levels were equipped with a Display Audio system featuring an 8″ touch screen, navigation, and Apple CarPlay and Android Auto compatibility. For 2020, the 8″ Display Audio system is installed in all trims, although navigation is included only on the RTL-E and Black Edition. The 8″ Display Audio system still lacks a rotary volume knob that has since returned to other Honda models.
LOCKING TAILGATE
When the second generation Ridgeline was introduced for 2017, there was no tailgate lock available from Honda forcing owners to seek aftermarket solutions. Since then, a genuine Honda tailgate lock accessory became available. The 2020 Ridgeline’s tailgate now has the ability to lock and unlock with the doors. This setting is disabled by default, but can be enabled through the touch screen.
Honda Ridgeline Dual-Action Tailgate
HEATED SEAT CONTROLS
The two-setting rocker switches for the heated seats have been replaced by three-setting pushbutton switches. While a third heat setting may be of limited value, the seat heaters will now come on automatically during a remote start when it’s cold just like the heated steering wheel – you no longer have to leave the seat heater switch on when exiting the vehicle.
APPEARANCE
While the wheel designs remain the same, the RTL-E’s wheels are now solid gray instead of the two-tone black and machined finish. The Sport trim is now also available in Modern Steel Metallic while Pacific Pewter Metallic replaces Forest Mist Metallic. Platinum White Pearl continues as a replacement for White Diamond Pearl following a running change during the 2019 model year.
PRICING
Price increases are reasonable for the Sport trim at $510 for the 2WD and $850 for the AWD considering the addition of paddle shifters, a touch screen, the Honda Sensing suite of safety and convenience features, and a locking tailgate. The RTL trims increase the most by $1,800 for the 2WD and $2,050 for the AWD. The RTL-E and Black Edition increase by only $100 – that’s less than the price of a tailgate lock alone. The 2020 Honda Ridgeline starts at $34,995 including destination and tops out at $44,615 for the Black Edition.
2020 Honda Ridgeline RTL-E with black leather interior
Honda Ridgeline In-Bed Trunk
Honda Ridgeline Dual-Action Tailgate
