2014 Subaru XV Crosstrek Hybrid

2014 Subaru XV Crosstrek Hybrid

Episode 3351
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

It’s only been on the market for about a year, but the Subaru XV Crosstrek is already one of our favorite Subarus. And now there’s a gas-electric hybrid model to help spread the joy even farther on a tank of fuel. So, just how much more fuel efficient is Subaru’s first hybrid anyway? And do we love the XV more or less for it?

The 2014 Subaru XV Crosstrek Hybrid is the brand’s first hybrid. And we think this rugged little compact CUV is a great choice for entry into the gasoline/electric mix, as a big part of the appeal of the Crosstrek is its “just right” size.

If you don’t choose the hybrid-only Plasma Green Pearl paint, due diligence is required to spot the exterior differences, which are limited to just wheels, chrome door handles, LED tail lights, grille with active shutters, and of course Hybrid badging liberally applied.  

Thanks to the battery’s location, there’s no compromise on interior passenger and cargo space. But, there is no spare tire. So, road side let downs are resolved with a fix-a-flat kit and a prayer. But then spare tires are almost a thing of the past anyway.

Complaints we have about the standard Crosstrek carry over. We hate the radio/nav. interface; and the interior, while it does seem durable, is very plain and Spartan giving the XV an economy car feel. But we do like that the hybrid power flow display is mounted up nice and high on the top of the dash instead of in the nav. screen. The gauges also work well, providing a lot of information in a very clear manner.

As for the internal combusting part of the powertrain, it’s the same 2.0-liter Boxer-4 you’ll find in the regular Crosstrek. But, combined with the electric motor, total horsepower and torque rise modestly to 160 and 163 respectively. Add in the typical stop/start system and all of the hybrid bases are covered. 

Now you might not think you would really notice any differences in daily driving, as the slight power gains have potentially been offset by the additional 276-pound weight gain, but the Hybrid has a very different feel. Especially around town at slower speeds, where the engine seems much more responsive.

Off the line, you feel less lag and sense a more immediate uptick. However, the numbers didn’t bear out our feelings as a 0-60 time of 10.4 seconds is about a half second off what we got in the standard XV. The quarter mile speed was actually slightly faster, 80 in 17.9 seconds.

We found the electric boost quite noticeable going from light to heavy throttle, where you get an almost turbo-like quick kick. The Hybrid’s sportier feel is also noticeable through the slalom, as the suspension has been retuned and steering ratio quickened. 

On road, the Crosstrek Hybrid is a solid citizen, with a ride that stiffer than the typical Subaru family truckster, but that plays to the rugged image. Ground clearance remains the same great 8.7-inches. So, combined with the “business as usual” standard all-wheel-drive system, and there’s no questioning the all-weather prowess of the Crosstrek Hybrid. Which we experienced firsthand, during some early drive time in Iceland. 

As for the fuel efficiency, Government Fuel Economy Ratings are up to 29-City, 33-Highway, and 31-Combined…overall a 3 MPG jump over the regular XV. But, unlike most hybrids, we were easily able to beat the ratings without even trying, averaging 35.0 miles-per-gallon of Regular. The Energy Impact Score has also improved, now burning just 10.6-barrels and emitting 4.8-tons of CO2 annually. 

Those gains might not be huge, but every little bit helps. And when you can do it in a vehicle that feels peppier than the original it’s a win-win. 

So while it still might be a tough sell to someone looking for Prius style MPGs; if you’re looking for a small all-wheel-drive wagon that delivers way more than class typical fuel economy and response, you won’t mind paying $26,810 for the Hybrid. That’s a modest $3,000 addition over the more sparsely equipped 2.0i XV Crosstrek Premium.

So, has our adoration of the Subaru XV Crosstrek grown or not? Well, that’s hard to say. But, it certainly hasn’t waned. It’s not a ground breaking hybrid and it doesn’t claim to be. We much prefer the under-promise and over-deliver approach as not only has it gotten more fuel efficient but it’s gotten livelier. And there’s always a market for a product that’s both greener and greater!

Specifications

  • Engine: 2.0-liter
  • Horsepower: 160
  • Torque: 163 lb-ft.
  • 0-60 mph: 10.4 seconds
  • 1/4 mile: 17.9 seconds @ 80 mph
  • EPA: 29 mpg city/ 33 mpg highway
  • Energy Impact: 10.6 barrels of oil/yr
  • CO2 Emissions: 4.8 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
2024 Ford Mustang Dark Horse Roebling

2024 Ford Mustang Dark Horse

Not Just a One-Trick Pony

Episode 4328
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

The Mustang name alone is about as nostalgic as it gets, but it seems like whenever Ford ups Mustang’s performance ante, they double down with throwback names like “Boss” and “Mach 1.” But now they’ve actually come up with something all-new for the seventh-gen pony car. It’s the Mustang Dark Horse… and around the race track, it’s anything but stealthy!

Recently, MotorWeek awarded the all-new, seventh generation Ford Mustang with two top honors in our Drivers’ Choice Awards: “Best Sport Coupe” and, even more impressive, our 2024 “Best of the Year.” There are lots of reasons for that ultimate decision, from the modernized take on the iconic profile, to Ford’s unwavering support of the V8 engine and manual transmission. but another reason is this, the 2024 Ford Mustang Dark Horse, the first new Mustang livery in decades.

Bred as the next evolution of Mustang performance, the Dark Horse takes that pony car formula and really kicks it up a notch. It roars to life with Ford’s fourth-gen 5.0-liter, naturally-aspirated “Coyote” V8, cranked up to 500 horsepower–14 ponies more than a GT with active exhaust which is, by the way, standard here. This modern “five-oh” cranks out 418 lb-ft of torque, sent to the rear wheels through your choice of transmission: six-speed manual or, in our case, 10-speed automatic. Note that six-speed is the same Tremec used in the last Shelby GT350 and Mustang Mach 1, an upgrade from the GT’s MT-82.

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2024 Ford Mustang Dark Horse Badge
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On track, our drivers certainly would have preferred the six-speed, as the 10-speed felt more reactive than proactive, with automatic downshifts rather unaggressive. Manual mode using wheel mounted paddle shifters does improve things, allowing us to find better footing through all nine corners of Roebling Road Raceway.

However, for acceleration runs, there’s no doubt about it: this 10-speed rips! After a few trips to warm up the tires, we caught grip for a 0-to-60 time of 4.3-seconds. We have no doubt sub-4.0 seconds with this 10-speed is doable in ideal conditions.

But, the 40-degree air temps didn’t slow us down too much, racing down Roebling’s front straight to hit a 12.7-second quarter-mile at 117 miles-per-hour. Talk about warming us up!

And the day’s fun didn’t stop as we wrung out this 5.0-liter V8 to its 7500 rpm redline. Like Coyotes that came before, the Dark Horse’s V8 loves to rev, and with an exhaust note like this you’ll be compelled to oblige. We managed to hit 147 miles-per-hour before pulling back the reins: six-piston front Brembos that made easy work of hard stops. Joined by four-piston calipers clamping on the rear discs, these brakes were remarkable.

We enjoyed interrogating them lap after lap, but it took a lot for the Dark Horse tires to squeal: grippy Pirelli P Zero Trofeo RS rubber; 305’s in front and 315’s in back, both wrapping 19-inch wheels. Those wheels and tires are part of the available Handling pack, as are adjustable top strut mounts and revised chassis tuning. This $5,000 upgrade also adds the performance rear spoiler and Gurney flap– low enough to not limit visibility, but big enough to show you mean business.

And on the topic of appearance, the Dark Horse, despite the name, will stand out from your neighbor’s fresh-off-the-line GT. Available only as a coupe, it wears bespoke “Dark Horse” badging and graphics. The front end is almost evil with large nostrils sending air directly to the dual intakes, bookended by the seventh-gen’s tri-bar headlights. Opting for a bright color will show all these blacked-out elements even more, but we think it’s rather appropriate in this Blue Ember Metallic paint, reserved for Dark Horse Premiums.

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2024 Ford Mustang Dark Horse Engine
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The interior isn’t too far removed from the GT Premium. All models come with two large displays, a 12.4-inch instrument panel and a 13.2-inch infotainment touchscreen, mounted in one continuous housing. The Deep Indigo cloth seats can be swapped for these leather-trimmed RECAROs; quite comfortable on the street and very supportive on the track.

And although that’s where this machine truly shines, the Dark Horse is perfectly capable of gallivanting you around town too, as the standard MagneRide adaptive suspension means great handling in both scenarios.

Government Fuel Economy Ratings are on-par with a GT running on Regular, 14 city, 22 highway and 17 combined.

The Mustang Dark Horse pricing starts at $61,080, stepping up to $65,075 for a Dark Horse Premium. Add all the bells and whistles, and you can easily exceed $70,000.

But that still smacks us as a supercar-style bargain. So, is Dark Horse worthy of a permanent slot on Ford’s high-performance mantle? Or, does it simply live in the shadow of 60 years of Mustang greats?

Well, its name is “Dark Horse.” That’s far from “Black Sheep.” It’s loud, proud, and does everything a 5.0-liter Mustang should, and a lot more. So, our answer is undeniably… yes!

Specifications

As Tested

  • Engine: 5.0-liter NA V8
  • Horsepower: 500
  • 0-60 mph: 4.3 seconds
  • EPA: 14 City | 22 Highway | 17 Combined
  • Transmission: 10-speed automatic
  • Torque: 418 lb-ft.
  • 1/4 Mile: 12.7 seconds at 117 mph
  • Starting Price: $61,080