2013 Buick Encore

2013 Buick Encore

Episode 3243
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

With the largest product offensive in its over 100 year history, Buick has been pretty successful in shaking off its old man image. From Enclave to LaCrosse to Regal and Verano, their modern luxury stable is bold without being brash. Still, I don’t think any Buick watchers saw this one coming down the pike: the Buick Encore. Compact luxury crossovers are supposed to be the next big thing. And this time, Buick is ahead of the game. Let’s see if that early lead pays off.

Buick was so eager to go after younger buyers with their next crossover that instead of going mid-size, they went small-size with the 2013 Buck Encore. Not that you have to be a Gen-Xer or Yer to enjoy the Korean-built Encore, as despite being based on Chevrolet’s subcompact Sonic, when you’re riding in the front seats of this luxury crossover it feels more mid-size, with plenty of room to get comfortable. 

There’s also an unexpected fun to drive nature, though the Variable Effort Electric power steering feels overboosted most of the time; which combined with the short 100.6-inch wheelbase can lend a darty feel. 

Interior material quality is an unexpected highlight in the design. Just like its larger Enclave sibling, there’s lots of luxury to go around, as well as cool features like the red tracers on the gauge needles, dual glove boxes, and a cargo cover that neatly stows behind the rear seats. But there are some built-to-a-budget reminders, like notable gaps around the center dash touch screen.

With so much room up front in such a small package, that leaves little for those in the back, and cargo space is limited to a car-like 18.8 cubic-feet, maxing out at 48.4 with the seats folded. But back up front there are lots of spaces to store electronics and other knick-knacks. 

Buick’s voice activated IntelliLink gets updated, becoming easier to use. For safety on the plus side, both back-up camera and knee airbags are standard. Encore can also be equipped with lane-departure warning, forward collision alert, and park assist.

On the minus side, Encore did not score well in the new IIHS off-set barrier crash test. 

Power comes from the Sonic’s 1.4-liter turbo I4 and clearly fuel economy is a priority over performance, as it puts out a meager 138-horsepower and 148 lb-ft. of torque. 

But despite those numbers, there’s not a whole lot of Encore to move around and we actually found it plenty peppy whether zipping around town or road tripping. The engine isn’t as rough or noisy as in the Sonic, thanks to Buick’s first use of Bose Active Noise Cancellation. All-wheel-drive is available, but for the most part the Encore behaves like a front driver until there’s wheel slip; when power gets diverted to the rear to assist with traction. 

At our test track, the Encore worked its way down the strip at a slow but steady pace to 60 in 10.1-seconds. The 6-speed automatic transmission went about its work very softly, helping the Encore clear the ¼ mile in 17.7-seconds at 79 miles per hour. Through the cones, the Encore feels very car-like with quick turn-ins and more grip than expected, thanks to the all-wheel-drive system lending assistance. Brakes were fairly impressive as well with strong and confident stops from 60 in 122-feet, just 3 feet longer than the Sonic.

And with the vehicle sitting still, it is easy to see that the Encore’s sculpted styling helps this mini-ute look just like a baby Enclave: a lot of class in a small package. Traditional Buick signature elements such as the waterfall grill and portholes are there, as well as hallmarks of modern Buicks like the blue headlight rings and 18-inch chrome wheels.

Government Fuel Economy Ratings are very good, at 23–City, 30-Highway, and 26–Combined; and we did even better at 31.1 miles-per-gallon of Regular. Which of course makes for a commendable Energy Impact Score of just 12.7-barrels of oil burned annually while emitting 5.8-tons of CO2.

The luxury compact crossover is not only a new segment for Buick, but for the entire auto industry. And with a base price of $24,950, the Encore is so far selling well. Along with other early entries to the segment like the Mini Cooper Countryman and BMW X1, the Encore’s starting price is high compared to traditional small crossovers like Honda CR-V and Toyota RAV4 that offer more space but are also less well equipped. 

Regardless, the 2013 Buick Encore is off to a good start and we understand why. It is a very appealing overall design with fine fuel economy. So, good job Buick on getting out to an early lead. And, we hope you can stay there.

Specifications

  • Engine: 1.4-liter turbo I4
  • Horsepower: 138
  • Torque: 148 lb-ft.
  • 0-60 mph: 10.1 seconds
  • 1/4 mile: 17.7 seconds @ 79 mph
  • EPA: 23 mpg city/ 30 mpg highway
  • Energy Impact: 12.7 barrels of oil/yr
  • CO2 Emissions: 5.8 tons/yr
Honda Prologue Reinvigorates Brand’s Electric Efforts

2024 Honda Prologue

Honda Shows Up Late To EV Party, Brings Best Appetizer

Episode 4329
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Except for some very limited run vehicles over the years, Honda has largely been sitting out the EV revolution. But that all changes now their first high volume effort, the Prologue. So, let’s find out if it is indeed the start of a great run for Honda.

The 2024 Honda Prologue is not only the brand’s first serious battery electric effort, but it’s also a substantial midsize five-passenger SUV, coming in about 3-inches longer than the internal combustion Passport. Though it’s worth noting, they got here with the help of General Motors and their Ultium EV platform.

So, Honda came to play, both with ultra-competitive pricing and segment leading 296 miles of range. That’s with the standard single-motor front-wheel drive EX rated for 212 horsepower, but top Elite doesn’t sacrifice all that much, coming in at 273 miles. The additional rear motor raises total output to 288 horsepower and 333 lb-ft torque.

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Relatively low output numbers in the EV game, but the Elite’s all-wheel drive setup delivered plenty enough acceleration to get our blood pumping during some early and very wet drive time through the recent historic downpours in Northern California.

And while Honda did get here with the help of GM and their Ultium chassis, the multi-link suspension bolted to it has been optimized by Honda for a “dynamic driving experience.” It was indeed plenty of fun to drive, nimble for its size with responsive steering, though we were also happy to find it comfortable and safe feeling in those weather conditions. It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

Comprehensive drive modes address just about every aspect of the driving experience, from power delivery to steering response and even braking power; but also changes things up inside with lighting and displays as well as active sound control.

For now, all Prologues come with an 85-kWh battery that will accept up to 150-kW fast charging for 65 miles of range for every 10 minutes on charge.

It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

As we’ve come to expect from Honda, the Prologue’s interior is minimalistic and practical, though not fully simplistic as there is plenty of tech on display, including the very high-mounted 11.3-inch touchscreen display. It has a Google-based operating system built into it like in the latest Accord Touring, and you can still use your Apple Carplay and Android Auto phones, both of which connect wirelessly.

Just below that display is some refreshingly easy to use traditional climate controls, and behind the steering wheel is a hoodless 11-inch tablet-style gauge display. Honda worked with Bose to develop an EV-specific sound system with 12 speakers. The standard EX’s system works with six speakers.

Being an EV means more space inside for both front and rear passengers than a vehicle built around a conventional drivetrain. Though with a substantial dual-level center console it doesn’t have the open floorplan of some EVs. The top layer of that console houses dedicated cell phone storage, mega-sized cupholders and Honda’s first use of a pocket-type wireless phone charger, which is standard. There’s space in back for 23.7 cubic-feet of cargo; 54.5 cubic-feet with the 60/40 split rear seatbacks folded; plus, more space under the cargo floor.

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And while length and ground clearance are in the ballpark with the Passport, the Prologue’s wheelbase is nearly a foot longer, and it sits much lower, with a design theme that Honda calls “neo-rugged.” Its slick shape and smooth body panels are clearly designed for enhancing aerodynamics, yet the overall design doesn’t necessarily shout it from the rooftops. Aero-optimized 19-inch wheels are standard, with Elite rolling on 21s, a first for Honda. Roof rails, panoramic roof, and power liftgate are standard on all but the base EX.
With the launch of this new generation of Honda comes new badging that looks to the past with throwback-looking Honda script now spelled out across the back. The Prologue and future Honda EVs also get a new “e” series logo.

Comprehensive Honda Sensing safety features are included on most Prologues, with just rear pedestrian alert and a Surround Vision camera system reserved for Elite.

Pricing starts, before incentives, at just $48,795 for a front-wheel-drive EX, top Elite comes with all-wheel drive and starts at $59,295.

Like most brands, Honda has big plans to deliver a full array of battery electrics in the near future, making significant investments here in the U.S. to make it happen. It may have taken a little help from General Motors to get them started, but Honda is in the EV game for real now, and it arrives at a great time when competition in the midsize SUV EV ranks is getting serious. So, the 2024 Honda Prologue does indeed look like the start of something special for Honda, and for all of us.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Horsepower: 288
  • Range: 273 miles
  • Battery Size: 85-kWh
  • Torque: 333 lb-ft
  • Peak Charging Rate: 150-kW