2013 Chevrolet Spark

2013 Chevrolet Spark

Episode 3206 , Episode 3219
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Mini cars, while still a niche market, they are proving their worth in a world of ever rising gas prices. And recent entries, like the Scion iQ and Fiat 500 are seeing some moderate success here in the states. Yet with no major domestic brand testing the waters, it’s hard to gauge their true potential. Well Chevrolet aims to change that with the all new Spark. So let’s see if it can spark the attention of American buyers.

The mini-car, those smaller than a subcompact, has never gained meaningful traction in America. Whether it’s a lack of power, aesthetic appeal, or versatility, buyers here expect style and substance for their hard-earned dollars. But, it only took a short time with the 2013 Chevrolet Spark, for us to conclude that there is plenty of both in this ultra-compact cruiser.

The hatchback Spark fits near the middle of its tiny, city-car class. With an overall length of 144.7 inches it’s about a half foot longer than the Fiat 500, yet dwarves the Scion iQ and Smart ForTwo. Covering so little ground makes it easy to park, although we thought its turning diameter would be smaller than 32.5 feet curb-to-curb.

Our top level Spark 2LT certainly scored style points with us. Its narrow, yet tall two-box shape is complete with trendy details like a chrome-trimmed low slung grille, and expressive headlights. Character lines sweep over standard 15 inch alloy wheels that are pushed to the corners. Rear door handles hidden in the C-pillars give the 5-door Spark the appearance of a sportier 3-door. The slightly-bulged tail end drops off quickly from our car’s hatch top spoiler. Big tail light clusters spill into the bumper, with a integrated chrome exhaust tip completing a look that adds more than a flicker of modern style to this city car.

Inside that flare becomes a flame, as its trendy motorcycle inspired cockpit really shines with a host of “can-do’s”, including plenty of long distance room for two up front, and enough to squeeze two consenting adults in the back. Rear leg room is tight but bearable.

Under the hatch there’s more seat-up luggage room than any other mini car. And, once you figure out how to fold the split seats down correctly…it even took us a while…Spark accommodates 31.2 cubic feet of cargo, also the most in its class.

2LT seat upholstery is two-toned leatherette, and feels comfortable enough. Door and dash get the hard plastic treatment with body color accents. There’s a no-nonsense approach to climate, and heated seats are available. The stripped down gauge cluster augments an analog speedometer with a digital tach and trip computer screen.

We found Chevy’s MyLink touch screen audio system impressively easy to use. Standard on all but the base car, MyLink allows the use of popular apps like Pandora through your smartphone. With more apps coming, visual Navigation maps come courtesy of Bring-Go for a one time fee of only $50. All models include spoken navigation through OnStar.

Under the tiny hood sits a tiny Ecotec 1.2-liter I4. Rated at a meager 84 horsepower and 83 lb-ft of torque, the emphasis for Spark is efficiency. And indeed, Government Fuel Economy ratings place our five speed manual Spark at 32 city and 38 highway, for a combined 34 mpg. The front drive four-speed automatic has a combined of 32. We actually beat the ratings at 39.8 mpg. An Energy Impact Score of 9.7 barrels of annual oil consumption is on par with mini-car rivals. As are annual CO2 emissions of a low 4.3 tons.

Not surprisingly, the Spark didn’t exactly light up our test track, and clocked a zero to sixty time of 11.3 seconds. The quarter mile came in at an “are we there yet?” 18.2 seconds, at 80 miles per hour. And that’s with the five speed manual.

Any shortcomings are easily forgiven with a base price of just $12,995. Even with all the niceties, like MyLink, sport trim, and heated seats, our 2LT Spark rang up to only $15,795. 

So is the Spark going to set the car world ablaze? Well it’s hard to say… But at the very least, it shows a domestic brand is finally getting serious about very small cars. And we hope that’s one fire that doesn’t get snuffed out anytime soon.

Specifications

  • Engine: Ecotec 1.2-liter I4
  • Horsepower: 84
  • Torque: 83 lb-ft.
  • 0-60 mph: 11.3 seconds
  • 1/4 mile: 18.2 seconds,@ 80 mph
  • EPA: 32 mpg city/38 mpg highway
  • Energy Impact: 9.7 barrels of oil/yr
  • CO2 Emissions: 4.3 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