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Discussion Starter #1
Honda Announces Pricing for All-New 2010 Accord CrossTour
Premium and versatile crossover utility vehicle based on the popular Accord starts at $29,670​

11/03/2009 - TORRANCE, Calif. -

The all-new 2010 Honda Accord Crosstour is set to debut on November 20 with a manufacturer's suggested retail price (MSRP) starting at $29,670, plus a destination and handling charge1 of $710, American Honda Motor Co., Inc., announced today.

The Accord Crosstour combines the sophisticated refinement of a premium sedan with versatile characteristics of an SUV to create an entirely distinct concept within the Crossover Utility Vehicle (CUV) segment. Leveraging the many benefits of a car-based platform, the Accord Crosstour starts with the top-level refinement of the Accord V-6 Sedan and further expands utility with a sleek-yet-functional profile for increased cargo space.

The Accord Crosstour is designed to fulfill multiple roles for both style and function. A bold and sleek exterior conveys a prestigious presence from the outside, while premium interior styling extends from the passenger compartment into the cargo area. Increased functionality is provided by an under-floor storage area in the rear of the vehicle and reversible cargo floor panels ideal for dirty objects. Cargo area access is further enhanced by a tailgate with a large opening and a low lift-over height.

All Accord Crosstour models come standard with a 3.5-liter i-VTEC V-6 engine with Variable Cylinder Management (VCM) designed for power and efficiency. The engine produces 271 horsepower at 6,200 RPM and 254 lb-ft. of torque at 5,000 RPM while achieving an EPA-rated city/highway fuel economy of 18/27 mpg 2 on 2WD models. The VCM cylinder deactivation system is programmed to run on 3, 4 or 6 cylinders, based on current power requirements. A technologically advanced 5-speed automatic transmission is standard equipment. For CUV capability, the Accord Crosstour provides amble ground clearance and Real Time™ 4WD drive is available.

The Accord Crosstour is available in two model choices, the EX and EX-L. Highlights of standard features on the Accord Crosstour EX include: dual-zone automatic air conditioning with second row ventilation, 360-Watt AM/FM 6-disc audio system with seven speakers, easy fold-down 60-40 split rear seat back, 17-inch aluminum wheels with 225/65 R17 all-season tires, hidden removable utility box, cruise control, moonroof, auto up/down driver and front passenger side windows, rear privacy glass, steering wheel-integrated audio controls, compass and outside temperature indicator, projector beam headlights with auto-off, fog lights, chrome door handles, body-colored power side mirrors with defrost, and more.

The Accord Crosstour EX-L adds or upgrades: leather-trimmed seating surfaces with heated front seats, leather steering wheel, leather gear shift knob, auto day/night dimming rearview mirror, 18-inch aluminum wheels with 225/60 R18 all-season tires, auto on/off headlights, memory driver-side seats, memory side mirrors with reverse tilting capability, cargo privacy cover, HomeLink™ transmitter, cargo privacy cover, Kevlar® cone speakers, aluminum dome-type front tweeter speakers and a USB audio interface.

Available features exclusive to the Accord Crosstour EX-L include the Honda Satellite-linked Navigation System 3 and Real Time 4WD, available together or separately. The navigation system includes a backup camera with guidance lines integrated into the display.

Safety technology includes the Advanced Compatibility Engineering™ (ACE™) body structure, a Honda-exclusive body design that enhances occupant protection and crash compatibility in frontal collisions. Additional safety equipment includes: Vehicle Stability Assist™ (VSA®), commonly referred to as Electronic Stability Control; anti-lock brakes with electronic brake distribution and brake assist; side curtain airbags with a rollover sensor; driver's and front passenger's side airbags with passenger-side Occupant Position Detection System (OPDS); dual-stage, multiple threshold front airbags; and active front seat head restraints.

The Accord Crosstour is assembled in Ohio at the Honda of America Mfg., Inc., East Liberty Auto Plant using domestic and globally sourced parts.
Model Transmission MSRP1 EPA City/Hwy/Combined2
Accord Crosstour 2WD EX 5-Speed Automatic $29,670 18/27/21
Accord Crosstour 2WD EX-L 5-Speed Automatic $32,570 18/27/21
Accord Crosstour 2WD EX-L Navi 5-Speed Automatic $34,770 18/27/21
Accord Crosstour 4WD EX-L 5-Speed Automatic $34,020 17/25/20
Accord Crosstour 4WD EX-L Navi 5-Speed Automatic $36,220 17/25/20​

2,660 Posts
TOV has some first drive impressions. it's a good read.

99 Posts
one helluva ugly car.

shape with end is absolutely terrible, cut outs on front bumper for the fog lights is another horrific design cue.

i hope to never see this car in the streets.

3,436 Posts
Discussion Starter #4
Canadian Review

ELORA, On.: Honda's 2010 Accord Crosstour is part of an emerging automotive segment of vehicles that have the qualities of a station wagon, a utility vehicle and a minivan but can't be categorized as either.

Like its cousin, the Acura ZDX, and the BMW X6, that arguable started it all, the Accord Crosstour is a fastback luxury tourer aimed not at young families or soft-roaders but at mature buyers with time, money and leisure on their minds.

Keeping this in mind, a vehicle like the Accord Crosstour has to be fleet, stylish, and above all, make a visual statement that the owner has gotten somewhere and life and plans to enjoy it.

It is also interesting that this is called the Accord Crosstour making it a third Accord offering instead of trying to set it up as the Crosstour, a new standup offering.

The Accord sedan, now in its eighth generation, is one of the two cornerstones (the other being the Civic) of Honda. Third generation families continue to buy one Accord after another because they have come to trust the car and the brand.

Sit in the driver's seat and any previous Honda owner will feel at home right down to the shape and feel of the steering wheel. Like a BMW, everything is where you expect to find it.

But there is also a big difference.

The Crosstour is more like the Acura with the use of premium quality materials such as wood trim separating the upper and lower, two-tone or monotone interior.

Seating is leather with surprising few options because most amenities like the 360-watt sound system with an array of speakers, USB device and MP3 jack, to name a few, are standard.

Because the sharp rearward rake of the back hatch appears to rob cargo room, Honda Canada officials made a big thing about capacity at the press launch.

Behind the 60/40 split/fold rear seat there are 728 litres with the cargo floor flat. Lift this up and there is a 54-litre bin concealed which has two, four-litre cubbies on each side. The floor panel is carpeted on one side and plastic on the other so it can be used to haul stuff like plants and soil and then be hosed off after use.

Considering that the target market is two people most of the time, there is more cargo room than they will probably ever need.

If they decided to go down a rutted cottage country path, the Accord Crosstour has all-wheel-drive (AWD) as an option.

And should they do so, ground clearance is 205 mm.

There is one engine offered in the form of a 3.5-litre, SOHC V6 producing 271 hp and 254 lb/ft of torque. It features Honda's Variable Cylinder Management that lets it run on 3-4-6 cylinders for cruising efficiency, moderate power need, and full power needs respectively.

With the standard five-speed automatic transmission, fuel economy is rated at 11.5/7.2L/100 km city/highway for the front-wheel-drive version (FWD) and 12.3/8.0L/100 km city/highway for the AWD.

The transmission is interesting because it has downhill engine rev/gear matching that makes for smoother running about also adds to its responsiveness.

The Accord Crosstour is fully fitted out with safety features like six airbags, active front seat headrests (which is crucial in my opinion), four-wheel disc brakes with ABS (with brake assist and electronic brake force distribution), tire pressure monitoring, and Honda Vehicle Stability Control (VSC) with traction control.

Your question, of course, is what about sitting in the back seat?

There is also a lot more headroom (953 mm) than you'd think by viewing the car from outside.

I had no problem stepping in and there certainly was enough legroom. But for some reason, getting out meant exiting the narrow door with head bent sideways to clear the upper doorsill.

Although it is built on an Accord platform, the 205 mm ground clearance literally gives you a heads up over other cars on the road, which is, again, part of the appeal of utility vehicles.

Being higher than the sedan meant extra work had to go into the steering and geometry of the double wishbone front and multi-link rear suspensions.

The Crosstour, like the Accord sedan, is no longer a compact car, even though it is classified as such. With a curb weight of 1,755/1,845 kg (3,270/4,067 lb) for the FWD and AWD respectively, the Crosstour is getting up there.

On the highway it feels solid, but not heavy. It tracks and sticks with the blend of handling and braking that keeps people coming back to buy another Honda.

Some journalists at the press launch said they thought the ride quality was too firm. I found it akin to the BMW X3 which the same journalists raved about several months back, so go figure.

And people in the target demographic are used to European ride and handling by now and they expect this as part of an upper scale package.

Cruising long distances is what the Accord Crosstour is really good at, although it acquits itself just fine in urban settings.

The Accord Crosstour is available in three model choices with the EX-L FWD starting $34,900; the EX-L AWD starting at $36,900 and the EX-L AWD Navi starting at $38,900 with a satellite navigation system, rearview camera and HandsFreeLink Bluetooth wireless telephone interface.

Combining all the things that made believers out of initial Honda buyers, the Accord Crosstour takes the brand up another step and keeping abreast of the market which, after all, has made Honda so successful.


BODY STYLE: Crossover station wagon.

DRIVE METHOD: front-engine, all-wheel-drive.

ENGINE: 3.5-litre SOHC, V6 (271 hp, 254 lb/ft)

FUEL ECONOMY: FWD: km, city/highway. AWD, 12.3/8.0L/100 km city/highway

PRICE: EX-L FWD, $34,900; EX-L AWD, $36,900; EX-L AWD Navi, $38,900

WEBSITE: Honda Canada

3,436 Posts
Discussion Starter #5
USA 2day

You could make a strong case that, with the launch of the Accord Crosstour on Nov. 20, Honda's now gotten the Accord right.

Honda – playing the same future games that everybody in the business does – decided awhile back that a big chunk of buyers would be pining about now for an Accord-size vehicle that was handier than a sedan and sportier than a mainstream crossover-utility vehicle.

Those would be, Honda speculated, folks beginning a family or folks whose kids have flown. Crosstour is intended to be their new best friend.

You're forgiven if you can't quite place the type of vehicle. Is it a coupe-ish, utility-ish, what-ish ... ?

No. It's a hatchback. Period.

It sits 2 inches higher off the ground than the Accord sedan on which it's based, for foul-weather and bad-road ground clearance, and it offers very basic all-wheel drive as an option.

It is what in the European market is called a five-door – a four-door sedan with a hatch making the fifth door. You can say the same about the BMW X6 or Honda's Acura ZDX. Remarkable, really, that after years of hatch rejection, the industry's inching back toward what's always been the best, most practical way to configure a sedan.

Besides the obvious – a sharply sloping roofline – Crosstour differs from the Accord sedan several ways: beefier grille, nifty blue instrument pointer lighting, 299 to 487 more pounds than similar Accord sedans, 2 inches wider than the sedan outside (though, strangely, an inch or so less inside). And it's the only Accord to offer AWD, though a more primitive type than, say, the Subaru Legacy provides.

The sloping rear roof makes the 2010 Accord Crosstour distinctive, unlike, say, the flat-roofed Toyota Venza based on the Camry sedan. But the styling is color-dependent. A white test car looked as if it had been eating bonbons on the couch all day. A dark gray tester looked trimmer.

The hatch is handier than a trunk, and space behind Crosstour's back seat is twice that of an Accord sedan trunk.

Honda's brought its best cargo-consciousness to the stowage area. Under-floor bins ape the feature in the Honda Ridgeline pickup. A big removable and washable center bin is flanked by two smaller ones. The covers of all three tubs can be reversed, offering carpet or a durable hard-plastic surface.

But there's no stash site for the covers if you overfill the bins. You have to leave them loose in the car or in your garage.

The all-wheel drive, which Honda calls Real Time, is like that on its Element and CR-V small SUVs. Mainly a front-drive system, it transfers some power to the back wheels when, and only when, the fronts slip, Honda says.

Yes, the Honda setup responds quickly. But AWD almost always provides better stability and security if it anticipates and can power all the wheels a moment before they lose traction, rather than a moment after. The system is lighter and cheaper than smarter AWD setups, so it's easy to see why Honda chose it. And it worked fine in very wet weather. No winter roads were available for severe weather testing.

But how's the darn thing drive? That's the point, isn't it?

Yes, it is. And it drives great. But there's literally a price for the package. Crosstour's a premium model, ranging from about $30,000 to $37,000, which is $2,865 to $3,665 more than similar Accord sedans. And the fuel economy is mediocre.


•It had one of the best blends of ride comfort and bump-taming found in any test car for years. It was quite at home on a tight S corner that's part of the Test Drive routine, taken as fast as traffic and bravery will allow. That was surprising. Extra weight usually degrades handling.

Crosstour swallowed almost without acknowledgment hefty drainage channels, also taken briskly, that populate other parts of the Test Drive route.

Steering was a commendable combo of straight-ahead finesse and quick-turning response. Brakes felt above average.

•Seats were unusually comfortable for a Honda, allowing good retraction of the lumbar support and, in the testers, providing inviting leather surfaces.

In back, the tape measure says head and legroom are about even with the sedan, but it nevertheless felt tight for a leggy adult back there.

•Optional navigation system was aggravatingly slow to load and signal its readiness, but a peach otherwise. It could be used while underway (always and only by a passenger, you understand, for safety). Spelling the names of streets or points of interest was fast because of how the dial and the alphabet display are set up.

•The 3.5-liter V-6, same as available in the Accord sedan and the only engine offered for the Crosstour, ran like a champ, making nice noises doing so. Crosstour's extra weight dampened the yee-haw index when applying wide-open throttle.

The five-speed automatic shifted briskly and smoothly.

•Details were a mix. Old-school parking brake sat right there against the center tunnel. No monkeying with an electronic faux brake device to save console space. But Crosstour didn't want for cubbies and bins on the console.

Fuel-filler door latch down by the floor is gone. Now you just push the fuel door and it pops open, as on most vehicles. If the car is locked, so's the gas flap, so you're no more vulnerable than before if fuel goes back to $4 a gallon and siphonistas are on the prowl.

No blind-spot warning blinkers in the outside mirrors – and that was good. Kept the driver more attentive to surrounding traffic. Rearview camera provided a crisp image in the navi screen when backing.

By whatever alchemy, Honda's made the Crosstour such a delight that other Accords, and rival sedans, seem pale.


•What? A high-riding hatchback version of the Accord sedan for those who want a hint of SUV and a bushel of utility in their sedans. Available with front-wheel drive (FWD) or all-wheel drive (AWD).

•When? On sale since Nov. 20.

•Where? Made at East Liberty, Ohio.

•Why? Fill a gap that Honda perceived between Accord sedan and Pilot SUV.

•How much? Pricey. EX FWD starts at $30,380 including $710 shipping. EX-L (leather), the lowest-price AWD, is $34,710. Loaded test car, AWD EX-L with navigation, was $36,930.

•How powerful? 3.5-liter V-6 rated 271 horsepower at 6,200 rpm, 254 pounds-feet of torque at 5,000; five-speed automatic transmission.

•How big? Inches its way into full size: 196.8 inches long, 65.7 in. tall (including 4-in. antenna), 74.7 in. wide on a 110.1-in. wheelbase. Weighs 3,857 to 4,070 lbs. Turning circle diameter: 40.2 ft.

Passenger space: 101.4 cubic feet (100.8 cu. ft., AWD). Cargo: 25.7 cu. ft. behind rear seat, 51.3 cu. ft. when seat's folded.

Tows 1,500 lbs.

•How thirsty? Rated 18 mpg in town, 27 mpg on the highway, 21 in combined driving (FWD), 17/25/20 (AWD). Trip computer in AWD tester showed 17.1 mpg (5.75 gallons per 100 miles) in suburban use, FWD tester showed 18.7 mpg (5.35 gal./100) in mostly city use.

Burns regular, holds 18.5 gallons.

•Overall: Feels just right.​

500K Poster! - Premium Club Member
701 Posts
This thing still looks disgusting imo, but the ride quality is excellent.

3,436 Posts
Discussion Starter #7

Honda Motor Co. has a yet another orphan in its lineup: the Crosstour.

Sales of the Accord derivative have fallen short of expectations since its launch in 2010, and this year have plunged to new lows. Only 643 were sold in February. And since the automaker is directing its incentive and marketing dollars toward its core vehicles, dealers say, the Crosstour is left to fend for itself.

"It's kind of a shame, because the people who buy Crosstours -- oh, man, they love them," said Greg May, owner of a Honda store in Waco, Texas.

In a typical year, Honda wouldn't have to answer for a vehicle like the Crosstour. But the brand has been stuck in a sluggish growth phase, having gained just 1 percent in volume last year, while the overall industry grew 5.9 percent. Honda has posted better gains for the 1st 2 months of this year, on strong crossover sales, but rival Nissan Motor Corp., traditionally the No. 3 Japanese manufacturer in the U.S., outsold American Honda in January and February.

Honda builds the Crosstour at its East Liberty, Ohio, plant and is making moves there that cast doubt on the Crosstour's fate. The plant will soon add production of the Acura MDX crossover, which generates sales of about 5,000 a month, far more than the Crosstour's going rate. The MDX also sells at a higher price and likely generates more profit.

Meanwhile, Toyota Motor Corp. said it will halt production of the Venza, a wagon-style derivative of the Camry that competes against the Crosstour (and through the first two months this year has outsold it by more than 3-to-1).

Asked last week if Honda plans to do the same with the Crosstour, John Mendel, executive vice president of American Honda, said, "Maybe that's news for another day."

He acknowledged that the market "is showing greater strength" for more traditional SUV-like crossovers, such as the CR-V, Toyota RAV4 and Nissan Rogue. But he added, "We haven't given up on the Crosstour."

Over the last decade, Honda has launched new generations of some of the biggest selling nameplates in the industry. The Accord, Civic, CR-V and Odyssey are giants in their segments, and the new Fit now appears to be taking off after a troubled launch last year.

But it has misfired with a string of others -- the CR-Z and Insight hybrids, the Ridgeline pickup and the Element. Each came to market with great fanfare, peaked early then petered out. Most of the time, Honda has let those vehicles struggle without the sort of incentives that other manufacturers use to perk up demand for slow-selling nameplates. And in some cases, it has let vehicles go long stretches without redesigns.

The Element, launched in 2003 to appeal to young adventurers, never hit its target market. It remained largely unchanged until it was discontinued eight years later. The Ridgeline was introduced in 2005 as Honda's entry into the highly competitive pickup market. It then went nine years without a redesign. Production was halted last year, although a redesigned Ridgeline is due in 2016.

Dealers wonder if that's what they're in for with the Crosstour, a roomier, hatchback version of the Accord. It was launched five years ago and was once expected to generate annual sales of 30,000 or more. Honda loaded it with features and tried to position it as a premium model, but consumers balked at the price, which starts at more than $28,000, including shipping.

"It's a couple thousand more than the Accord" with comparable equipment, said David Waikem, whose family owns a Honda dealership in Massillon, Ohio. "I think there's a market for it, if they got the price right. When they give us incentives, we do sell them."

Dealers shouldn't count on that. Mendel said Honda typically doesn't put incentives behind the Crosstour because the company's dollars can be used more effectively elsewhere. Take the Pilot, which will be redesigned this year. Honda is offering $1,750 to $2,250 in dealer cash on the outgoing model, and has backed the push with advertising. So far this year, Pilot sales are up 90 percent.

"This thing has lit on fire," said May, the Waco dealer. "I have 3 Pilots now. I'd like to have 20."

Mendel said the Pilot blitz explains 1 reason for the company's willingness to let the Crosstour settle to "its natural level" in the market.

Incentives on the Crosstour "might boost [overall sales] volume by a few hundred a month," he said. "With the Pilot, if you give it support, you increase volume a few thousand a month. For the same amount of effort, you get 10 times the volume increase."

The other reason is East Liberty. Since the plant is running at nearly full capacity building the hot-selling CR-V and Acura RDX small crossovers, it isn't building a lot of Crosstours, and isn't loading up dealers with inventory.

"So there's no need to use incentives," Mendel said. "We are not going to create artificial demand."
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