2013 Ford Taurus

2013 Ford Taurus

Episode 3234
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

While big sedans no longer drive big sales numbers for automakers, there are still a sizeable group of buyers who enjoy them. Spend any time in a Taurus, Charger, or Impala and you’ll see why: they deliver an abundance of comfort, room, and power at a reasonable price. The Ford Taurus indeed has all of that covered, and for 2013 it’s looking to bring something else to the segment… fuel economy. Let’s see how big the gains are.

The big news for Ford’s biggest car offering is actually small news, well smaller anyway; and it’s not exactly new either. Okay, enough of the runaround. What we’re trying to say is that Ford’s 2.0-liter EcoBoost I4 engine is now available in the 2013 Ford Taurus.  

But, that’s not the only news as this mid-cycle re-fresh also begins with the typical redo of front and rear fascias, but it doesn’t end there. The hood gets a more muscular shape, taking design cues from the high-performance SHO model, wheels are wider to fill up the wheel wells better, and rear quarter panels get reshaped to house larger full-LED tail lights. It’s a big improvement on what was already a strikingly sleek design for a big sedan, and it still looks great.

The interior also looks good, but maybe not as grand as Ford likes to think. Fit and finish is first-rate and materials have been upgraded, but our SEL equipped tester’s black-on-black theme made for a very dark environment. It’s also not as roomy up front as you might expect from such a big car, but the layout is practical and there are plenty of small-item storage nooks. Both the back seat and trunk are huge however, the latter holding 20.1 cubic-ft. of goods. 

And there’s no lack of tech. to go around with features like SYNC and MYFord Touch. This is the latest gen. of MyFord Touch and its operation is improved, but the bottom row of buttons are still hard to see and access, and some of the touch screen controls are small and hard to hit precisely with while driving. Fortunately there are plenty of redundant controls on the steering wheel as well as voice command; so driver distraction can be reduced.  

And, it was driving this Taurus where the new EcoBoost I4-turbo really piqued our interest. Here output rates 240-horsepower and 270 lb-ft. of torque, mated to a 6-speed automatic transmission that sends power to the front wheels only. You have to go with the standard V6 if you want to add all-wheel-drive. 

So, it’s off to the track we go to see what type of motivation the 2.0 provides. Well, with a healthy growl and a nice hit of power, you can hit 60 in 8.0-seconds.  Those numbers aren’t super impressive, but the car doesn’t feel underpowered at any time, especially not when you stay around 35-hundred RPM where the power delivery is extra-thick. The quarter mile took 16.2-seconds at a speed of 87 miles-per-hour. Through the cones, you won’t exactly forget it’s a big car, but the Taurus does wear its weight well. It feels very sporty, with a nice hefty wheel that gives surprisingly good feedback. Body roll is minimal. Brakes are very sporty as well, with a nice firm pedal, bringing our eco-2-point-0 to a halt in just 126-feet. 

Now, it’s doubtful that many Taurii spend too much time on the track, so thankfully it feels great on the street as well. We drive so many small cars these days that driving one this big feels old-school and sort of comforting. 

Government Fuel Economy Ratings are the true reasoning behind adding the 2.0-liter EcoBoost to the Taurus and they are impressive for a big sedan; 22-City, 32-Highway, and 26-Combined. We averaged a good 27.8 miles-per-gallon of Regular in mixed driving. And that makes for a slightly better than average Energy Impact Score of 12.7-barrels of oil burned annually with CO2 emissions of 5.7-tons. 

And, while it may be more economical to operate on the back end, it will require a little extra investment up front, as the 2.0-liter EcoBoost will add $995 to any front-wheel-drive SE, SEL, or Limited Taurus.

Smaller engines in big cars is certainly the wave of the future, as there are still plenty of people who need a full-size car to haul 5 full-sized adults, but would like to do so more efficiently. Well, the 2013 Ford Taurus has indeed gotten more efficient, but there are also enough new tweaks to help keep it in its proper place as the standard bearer of full-size American passenger cars.

Specifications

  • Engine: 2.0-liter EcoBoost I4
  • Horsepower: 240
  • Torque: 270 lb-ft.
  • 0-60 mph: 8.0 seconds
  • 1/4 mile: 16.2 seconds @ 87 mph
  • EPA: 22 mpg city/ 32 mpg highway
  • Energy Impact: 12.7 barrels of oil/yr
  • CO2 Emissions: 5.7 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