What if you don’t want to follow the well-trodden medium-SUV buyers’ path to a Toyota, Mazda or Hyundai dealer? Ford and Honda have two options well worth considering.
Overview
Australians like to think we’re an independent lot, comfortable in our own shoes, marching to the beat of our own drum. Truth be told, we’re also happy to follow a crowd, as anyone who’s been to the MCG or SCG on game day knows.
When it comes to car-buying crowds, the mid-size SUV marketplace attracts one of the biggest on the automotive landscape. More Australians buy SUVs than any other vehicle type, and mid-size SUVs are the king of all the SUVs.
But what if you don’t want to follow that crowd to the door of your nearest Toyota RAV4 or Mazda CX-5 dealer? What if you want something a little different to the best-sellers crowding every supermarket carpark?
That’s where the Ford Escape and Honda CR-V come in. They’re not the biggest sellers, but they’re far from also-rans. Both have loads to offer the right kind of buyer, and to find out which is the better alternative to the main game, we’re putting them head-to-head.
Introduction
Ford EscapeThe 2021 Ford Escape Vignale could be the perfect SUV for somebody looking to avoid automotive boredom – something associated with mid-sized SUVs quite regularly. However, it does come with a compromise.
It’s a car more commonly known as the Kuga in other markets, and this generation model dates back only to 2019. However, it has largely failed to make a splash so far in Australia. Over the last two years, the Escape hasn’t managed to do much better than one per cent of this potentially lucrative segment.
Low sales figures don’t mean it’s a bad car. There are plenty of wonderful cars available in Australia that are outsold by more mediocre offerings.
So, how does the Escape stack up? The Vignale represents the pinnacle of the range costing $46,590 before on-road costs. This compares to $35,990 (also before on-road costs) for the entry-level model, and $37,990 for the ST-Line. Both ST-Line and Vignale are also available with all-wheel drive for an extra $3000.
That’s quite a jump up for this top specification, and thankfully it has quite a comprehensive list of equipment to help make up for it.
Unique gear for the most expensive Vignale specification includes a power tailgate, a more advanced version of keyless entry, head-up display, panoramic sunroof, heated front and outboard rear seats, 10-way power adjustment for the front seats, advanced parking assistance, and a smattering of leather inside.
That’s on top of a unique look for the Vignale coming from a chrome front fascia, 19-inch alloy wheels and rear ‘diffuser’. Our tester ups the ante slightly with the optional 20-inch wheels.
We should also mention some more gear this Escape shares with others, like modern advanced safety technology, tyre pressure monitoring, 12.3-inch digital instrument cluster, 8.0-inch infotainment display, adaptive cruise control, LED headlights, push-button start, wireless charging, front and rear parking sensors, and LED headlights.
Honda is going through a real step change in Australia.
The brand has changed its operating principles in Australia – like Mercedes-Benz is trying – by becoming a fixed-price retailer of vehicles. Traditionally, dealership groups would buy their vehicles or ‘stock’ from head office, then barter and negotiate with those who walk in.
Now, the price is the price, regardless of whether you buy one or 10 cars. Those big Taj Mahals you see littered along your local ‘auto alley’ are now just selling cars on behalf of Honda.
In theory, the model makes sense, as it’s no different to how we consume other products, like the Apple iPhone. Honda Australia did say on the record that its sales would decrease as a result of moving to the fixed-price model.
The 2021 Honda CR-V range now starts from $35,300 drive-away for the entry-level 2.0-litre non-turbo CR-V Vi model. Up from there sits the 2021 Honda CR-V VTi 1.5-litre turbo with a $38,300 drive-away price.
What we’re testing today is the 2021 Honda CR-V VTi L AWD, or the cheapest all-wheel-drive version on offer. It’s currently priced from $45,800 drive-away.
Standard equipment includes Honda Sensing driver-assist technology with autonomous emergency braking, lane-departure warning and steering assist, leather-trimmed seats and power tailgate.
At the top of the range is the 2021 Honda CR-V VTi LX asking for $53,200 drive-away. Aside from blingy 19-inch wheels, an opening panoramic sunroof and wireless charging, you don’t get much more for the money. It makes our VTi L version the pick if you value the wet-weather safety and confidence that all-wheel drive can provide.
| Key details | 2021 Ford Escape Vignale | 2021 Honda CR-V VTi L |
| Price (MSRP) | $46,590 plus on-road costs | $45,800 drive-away |
| Colour of test car | Solar Silver | Brilliant Sporty Blue Metallic |
| Options | Metallic paint – $650 20-inch wheels – $500 |
None |
| Price as tested | $47,740 plus on-road costs | $45,800 drive-away |
| Drive-away price | $52,355 (Sydney) | $45,800 (Melbourne) |
Inside
Ford Escape There’s no doubt that the Escape Vignale feels like a premium offering befitting the high asking price that Ford has set. There are plenty of nice touches and materials about the place.However, at the same time, the introduction of new models like the Kia Sportage and Mitsubishi Outlander has quickly removed the sheen from this nice – but relatively plain – Escape interior.
Power outlets are in good supply, with a USB-A, USB-C and 12-volt outlet to choose from below the centre stack. There’s actually another 12V outlet in the centre console, so you’re well-served for power overall.
High-end pretensions of the Escape Vignale are blighted perhaps by the smaller infotainment display and some of the materials. The chintzy-feeling piece of textured plastic across the dashboard isn’t doing it any favours, I reckon. However, the clean layout and design work well from a functionality point of view.
The digital driver’s display helps bolster the upmarket feeling, as do the leather-accented seats. These seats have 10 directions of power adjustment (including lumbar control), and memory. There’s also a head-up display hiding in the dashboard that’s toggled by a button near the driver’s knee.
The digital driver’s display – 12.3 inches in size – looks nice, with plenty of information one can dig through.
Storage is decent, with an average-sized centre console bolstered by a couple of extra spots around the cupholders and rotary dial for gear selection.
Comfort and space in the second row of the Escape are good, and mostly on par with others in the segment. There are air vents back here, as well as a couple of power outlets. Vignale ups the ante as well with heated outboard seats in the back.
Moving further back, a 556L boot grows to 1478L when you lower the second row. This can be handily done via levers in the boot, and there is a 12V power outlet in here as well. Underneath the floor you’ll find a temporary spare tyre on a steel wheel.
The first thing that strikes you is the excellent view courtesy of the tall roof and large sheets of glass. The commanding driving position gives you an excellent arc of visibility, meaning you can easily peer out of the window and down at obstacles that would simply be invisible in most other cars.
If you frequent busy driveways in a shared complex, you’ll appreciate the extra line of sight. A couple of other ‘Honda-isms’ have made their way into this 2021 car, including a gearshifter that’s essentially located on the dashboard. Despite sounding strange to acknowledge, it feels great to use and frees up space in the lower console area.
Speaking of which, Honda claims there are 10 beverage or cup holders located throughout the cabin, or the gluttonous ratio of two drinks per occupant. It also means there’s plenty of storage spots in the first row, including a selection of both open-air and covered cubbies, and even one that’s buried underneath a sliding tray.
Nappies, wipes or the odd muesli bar, parents will love the space on offer and also the thoughtfulness of its design. Both front seats are comfortable, well-shaped and heated, but only the driver’s side is electrically adjustable. The driver’s seat also comes with decent electric lumbar support that chocks your lower back nicely.
In the second row, space is fantastic. Sitting behind my own driving position (I’m 183cm tall), my knees were well clear from the rear seats, feet left with room to play, and head miles from the lining.
Ingress and egress remain Honda CR-V strong points, as its high hip point and general upright styling mean you shuffle in and out of the cabin without having to drop or lift yourself from its seats.
It also benefits those with offspring. Both forward- and rearward-facing child seats will fit in either outbound pew, but going three-up across the rear bench looks like an impossible task. Still, loading those two kids would be a dream thanks to the CR-V’s hyper-extending doors and larger-than-usual aperture.
Storage is great, too, with large door pockets perfect for a one-litre drink bottle, and fold-down armrest with two more cupholders. As an adult, the flat design of the rear bench does mean it lacks thigh support, but that’s as bad as it gets.
After operating the slow automatic tailgate, you’ll find 522L of storage with five seats in play, or 1717L loaded to the roof with just two people on board. Like all other Honda CR-Vs, under the boot floor lies a full-size spare wheel.
| 2021 Ford Escape Vignale | 2021 Honda CR-V VTi L | |
| Seats | Five | Five |
| Boot volume | 556L seats up, 1478L seats folded | 522L seats up / 1717L seats folded |
| Length | 4629mm | 4635mm |
| Width | 1883mm | 1855mm |
| Height | 1680mm | 1689mm |
| Wheelbase | 2710mm | 2660mm |
Infotainment and Connectivity
Ford Escape Infotainment comes via a system familiar to other Ford vehicles, including its best-selling Ranger ute. It’s the Sync 3 operating system, which has an 8.0-inch display.It’s a good system that is easy to use and navigate through the various functions. That includes native navigation, Apple CarPlay and Android Auto, digital radio and FordPass connectivity.
That last feature includes the ability to remotely lock and unlock the car via an app, and keep an eye on the car’s location. It also helps you manage things like servicing and what Ford calls ‘Vehicle Health Alerts’.
Worth noting: while this FordPass service is free for the first three years, it then becomes a subscription you’ll need to pay for.
The addition of volume and tuning dials for the infotainment display does help with easy adjustment on the move. However, there are no buttons for navigating through the infotainment display. This isn’t a big deal, especially when you’re going to spend the majority of your time on smartphone mirroring. However, flicking between something like Google Maps and the AM radio takes a few extra steps.
While the Escape’s infotainment system feels well-appointed and up-to-date, it doesn’t take long these days to be outdone by something newer, slicker and bigger. In particular, Kia’s new Sportage offers a system that is all of those things at a similar price to this Escape Vignale.
Part of the ageing package includes a 7.0-inch ‘advanced’ infotainment system with Apple CarPlay, Android Auto, DAB+ radio and native navigation system. Whereas the connectivity suite is up to date – other than wireless smartphone mirroring – the hardware and software interface aren’t.
The screen’s size is poor for the segment, as eight inches becomes the norm and 10.0- to 12.0-inch screens can be found in some competitors. Furthermore, the software interface remains identical to Honda systems from a decade earlier, meaning it comes across a bit clumsy and slow, which makes the system feel unnecessarily old-hat.
A simple re-skin would go a long way here, or the introduction of a new unit altogether perhaps. In the way of other screens, another replaces the traditional set of dials found in front of the driver. Flanked by two retro-cool-looking temperature and fuel gauges, the centre display presents the vitals fine enough, but like the infotainment system it does lack some ‘screenage’.
As a result, it can look cluttered and busy, but most will value its legibility over its design, and versus its peers.
Safety and Technology
Ford Escape Safety is a strong element for the Ford Escape right across the range.Because it’s a relatively new model that launched in late 2019 to global markets (most know it as the Kuga), there is a solid list of inclusions: autonomous emergency braking with pedestrian and cyclist detection, evasive steering assist, forward collision warning, dynamic braking support, traffic sign recognition, blind-spot detection, lane-departure warning, lane-keep assist with a lane-centring function, tyre pressure monitoring, emergency assistance and adaptive cruise control (with stop-and-go functionality).
This also comes with a five-star ANCAP safety score from late 2019, which outlined particularly good performance for adult occupants (92 per cent) and child occupants (89 per cent).
Lane centring only works when you’ve got adaptive cruise-control running (some systems can do this without cruise control active), and the more advanced driver aids are good at not getting in the way of normal everyday driving. It’s appreciated.
That means our mid-tier VTi L receives autonomous emergency braking with forward collision warning, lane-departure warning with steering intervention, and auto high beam. Sadly, the wider range does not feature any form of rear-cross traffic and blind-spot alert system, let alone mitigation systems like automatic reverse braking or steering assist.
However, it does feature a handy passenger-side camera that operates in conjunction with the blinker, which will help tricky merges or parking scenarios in the daylight.
As for an official ANCAP safety rating, the 2021 Honda CR-V wears a five-star rating having been tested in 2017. All CR-V models come with six airbags, two second-row ISOFIX and three top-tether child seat mount points, and front seatbelt pretensioners.
| At a glance | 2021 Ford Escape Vignale | 2021 Honda CR-V VTi L |
| ANCAP rating & year tested | Five stars (tested 2019) | Five stars (tested 2017) |
| Safety report | ANCAP report | ANCAP report |
Value for Money
Ford Escape Servicing the Escape weighs in at $970 over three years, or $1860 over five years, if you use Ford’s capped-price servicing program. This is decent, but not as good as some others in the segment. In particular, the Mitsubishi Outlander and Toyota RAV4 both stick out as some of the cheapest to service.Fuel economy, where I managed to match the claimed combined figure of 8.6 litres per 100 kilometres (albeit with plenty of highway driving), requires 95-octane fuel that will increase running costs slightly. However, you are getting a nice combination of performance and economy for the asking price.
Considering other specifications of Escape also come with the same infotainment display, digital instrument cluster and gutsy power plant, those who are happy to go without some of the more high-end appointments could do well looking at a lower specification grade.
In terms of value in the broader field, the Escape Vignale lines up mostly on par with other top-spec offerings like Mitsubishi’s new Outlander Exceed AWD ($47,990), Hyundai Tucson Highlander N-Lin 2WD ($47,000), Toyota RAV4 Edge AWD ($48,915), and Mazda CX-5 Akera AWD ($49,580) – all before on-road costs.
Truth be told, buyers have no shortage of options at this pricepoint. Lower-specification large SUVs can be looked at, as well as entry-level four-wheel drives like the Mitsubishi Pajero Sport GLX and Toyota Fortuner GXL.
And as good as the Escape might be in many regards, one big problem it seems to have is the sheer quantity and quality of alternative options.
It’s also from a mainstream, trusted brand, which matters to some. A similar mid-tier 2021 Subaru Forester 2.5i Premium starts from approximately $45,000 drive-away, meaning it’s line-ball with the Honda.
Although not turbocharged, it offers a larger-capacity 2.5-litre naturally aspirated engine and more dedicated all-wheel-drive system compared to the Honda’s on-demand set-up.
If you’re shopping for something more stylish, the 2021 Mazda CX-5 represents good buying. In all-wheel-drive Touring guise it costs around $45,500 drive-away, making the decision harder again.
All three cars are similarly equipped, but offer slightly different takes on SUV motoring from Japan. If you want to shop European, cars like the Volkswagen Tiguan become available. However, you only get a base-model, entry-level Tiguan 110TSI for similar money, meaning it’s style over substance and possibly not the best outcome.
Running a Honda CR-V is as cheap as it gets. Under its new “5 Low Price Services” policy, it charges $125 for each of the first five services inclusive of brake fluid and cabin air filters. That means it costs $375 over three years, or $625 over five.
Understandably, the servicing is likely subsidised by the purchase price of the car, but it’s still comparatively and fairly priced, making that point a moot one for now. Comparatively, a 2021 Subaru Forester costs $1269 over three years and $2413 over five.
The Subaru also has longer intervals of 12,500km/12 months versus the Honda CR-V’s 10,000km/12-month schedule.
| At a glance | 2021 Ford Escape Vignale | 2021 Honda CR-V VTi L |
| Warranty | Five years, unlimited km | Five years, unlimited km |
| Service intervals | 12 months or 15,000km | 12 months or 10,000km |
| Servicing costs | $970 (3 years), $1860 (5 years) | $375 (3 years), $625 (5 years) |
| Fuel cons. (claimed) | 8.6L/100km | 7.4L/100km |
| Fuel cons. (on test) | 8.6L/100km | 8.3L/100km |
| Fuel type | 95-octane premium unleaded | 91-octane regular unleaded |
| Fuel tank size | 57L | 57L |
Driving
Ford Escape The main appeal of the Ford Escape – in my mind at least – is to someone who wants a peppy, alive-feeling and responsive medium-sized SUV. Something that can handle the daily drudgery well, but does it with a taste of poke and performance.Much of that feeling comes from the engine. This 2.0-litre EcoBoost motor feels quite grunty, even warmed-up in the way that it climbs the tacho. It’s especially responsive anywhere above 2000rpm, giving you plenty of punch for daily duties. Plus, a little bit of fun from time to time.
It’s well-matched by a smooth eight-speed automatic gearbox that didn’t put a foot wrong during our time with the car.
While many naturally aspirated and less powerful SUVs of a similar size often feel a little lethargic and boring to drive, this Escape feels like a nice antidote.
The 2.0-litre, four-cylinder EcoBoost engine with 183kW and 387Nm is the same as you’d find in an earlier Focus ST. Albeit in this case it’s got an extra 40Nm available at much lower RPM. However, the throttle response is quite aggressively tuned. It leaves the Escape feeling tightly strung and a bit of a handful at times.
At one stage, literally resting my toe on the skinny pedal was enough to hold 110km/h as I sat behind a Harley-Davidson on the highway. Any more pressure and I would have whooshed past on my way to a speeding fine.
There is a variety of driving modes – accessible via a button – to help customise things like throttle, traction control and gearbox calibration: Normal, Eco, Sport, Slippery, Deep Snow and Sand. And thankfully, Eco helps make the throttle feel more gentle – or even doughy at times – in comparison to Normal.
It’s a bit unfortunate that responsiveness is always there when you don’t necessarily want it. This leaves the Escape feeling a bit overzealous.
It is matched by a razor-sharp steering feel, which might feel more at home in a Focus ST (like the engine). Many will appreciate this I’m sure, but I couldn’t help but feel like it was a fish out of water in this application.
The steering feels like you need to constantly adjust and work on it, which can be frustrating when you’re not connecting up apexes through the twisties. And for a family-focussed SUV that is directly targeted at the daily grind of traffic, suburban streets and intersections, that’s an important consideration.
If you want something peppy to drive, but also need something that looks grown-up and responsible, then this Escape could be a nice compromise. It’s got a nicely dialled ride that balances the needs of comfort and roadholding well, and feels rewarding to punt through the odd corner (when the opportunity arises).
Once again, there is a bit of sporting flair to the way that the Escape rides and handles. However, unlike the throttle and steering tuning, this doesn’t throw the baby out with the bathwater, so to speak.
But compromise is an important word here, because that hair-trigger nature reduces the effectiveness of the Escape as a daily grinder.
Honda CR-V
First and foremost, the Honda CR-V is an SUV. I state the obvious because we all know Honda has its sticky fingers in the car enthusiast pie, and has unintentionally created fun to drive grocery-getters before.However, you must firmly park any preconceived notions about a CR-V being engaging to drive. And rightly so, too, as behind the wheel it feels all very vanilla. Nothing ever stands out as obtuse or uncomfortable, which is testament to its quality.
It’s also a family SUV, and one designed successfully to comfort and relax its drivers. The seats are great on longer drives, the cabin quieter than offerings from Mazda or Hyundai’s stable, and ergonomics spot-on. The ride comfort is good, as soft suspension helps the car pop over ruts and road surface imperfections without rattling, ripples or uncertainty.
As a result of being soft, the ride can be slightly bouncy at times, more specifically when at speed and over larger blemishes. One scenario that comes to mind is over shallow speed bumps maybe hit faster than you ought to be going, and the other encountering terrible road surfaces at pace in a rural, sweeping 100km/h zone.
Consider it nitpicking, however, as in most use cases you’ll simply drive around the issue by being more patient and going slower. In classic Honda fashion, the steering is light but still weighted to feel natural and engaging enough to use.
Driveline performance is beyond satisfactory for the package, especially after assessing the paper figures. It’s powered by a seemingly tiny 1.5-litre turbocharged four-cylinder petrol engine that makes 140kW/240Nm and sends power to a continuously variable transmission (CVT).
My own preconceived notions told me it’s going to feel underpowered, especially given how lethargic CVT autos can feel compared to regular torque-converter-style transmissions. However, reality feels quite the opposite, with the wee turbo mill supplying just enough torque to ride the CVT’s endless gear with a sense of effortlessness.
I’d agree that pressing the last quarter of the throttle doesn’t add much extra performance, but again you’ll probably rarely ever exercise wide-open throttle when commuting in a Honda CR-V. There’s enough mid-range performance to not need to push hard, even if the car is loaded up with your family, a dog, and a small bike as our test car was.
The transmission offers the kind of smoothness other dual-clutch automatics simply dream about, and quiet operation even with the windows down. When they’re up, the cabin is blissfully quiet, too, which further adds appeal to its relaxed and calm nature.
Over the duration of the loan, the Honda CR-V returned a fuel-usage figure of 8.3L/100km, just under one litre more than the official combined claim of 7.4L/100km. There were moments where the car sat idling longer than usual, but other than that, it was treated to a decent highway leg and plenty of suburban frivolities during the busier hours.
| Key details | 2021 Ford Escape Vignale | 2021 Honda CR-V VTi L |
| Engine | 2.0-litre four-cylinder turbo petrol | 1.5-litre four-cylinder turbo petrol |
| Power | 183kW @ 5700rpm | 140kW @ 5600rpm |
| Torque | 387Nm @ 3100rpm | 240Nm @ 2000-5000rpm |
| Drive type | Front-wheel drive | All-wheel drive |
| Transmission | Eight-speed torque convertor automatic | Continuously variable transmission |
| Power to weight ratio | 113kW/t | 88kW/t |
| Weight (kerb) | 1621kg | 1597kg |
| Tow rating | 1800kg braked, 750kg unbraked | 1500kg braked, 600kg unbraked |
| Turning circle | 11.4m | 11.0m |
Conclusion
Let’s address the elephant in the room first. While the sticker price on both cars appears quite similar – both are around the $46K mark – there is a big difference because of Honda’s fixed-price, no-haggling sales model.
That means the Ford Escape Vignale ($51,205 on-road) is a bit more expensive than the CR-V VTi-L ($45,800). But we know that dealers (other than Honda’s) do deals and canny negotiators will be able to get the Escape for less. But still, for this comparo we’re putting the onus on the Ford to prove it’s worth more.
It starts off well, with the Honda unable to match the Ford’s sunroof, LED headlights (though these are available on the CR-V VTi LX) and 19-inch alloys. But the Honda is AWD and this Ford is front-drive, if that matters to you.
The Ford’s bigger 2.0-litre engine is considerably more powerful, which means it’s easier to drive. There is also the question of whether you prefer a traditional eight-speed automatic transmission or the Honda’s CVT, which can make for a noisier and less refined drive.
But you do pay more to fuel the Ford. Firstly, the Escape demands 95-octane premium unleaded. Secondly, despite having a stop-start system, it drinks 15 per cent more fuel, according to official claims. That all adds up.
As for how much, well that depends on how heavy your right foot is. Interestingly, the Escape nailed its 8.6L/100km claim during our test week, whereas the Honda exceeded its 7.3L/100km claim, returning 8.3L/100km, which suggests that you need to provoke its less powerful engine more to get the acceleration you need. Still, even that small 0.3L increment adds up. The Ford will drink 44L more fuel per annum (based on 14,500km), which is roughly $70 a year.
There’s very little between the two in size. Both are roughly the same length and height, and the Ford is 3cm wider. In terms of cargo space, both have decent dimensions, and while the Ford offers a little more with all seats in place, the Honda jumps ahead when the second row is folded.
Ford wins the infotainment battle, although it’s fair to say neither of our contenders is cutting-edge. Cars like the Mitsubishi Outlander, Hyundai Tucson and Kia Sportage have really stepped things up recently on this front, so the Ford’s 8.0-inch system and the CR-V’s pokey 7.0-inch system are behind the times in size, graphics quality and functionality.
The Ford at least has wireless charging, a 10-speaker sound system and voice control, whereas the Honda doesn’t offer voice control or wireless charging on the VTi L and only has an eight-speaker system.
When it comes to safety, both cars have been awarded the full five stars by ANCAP, so both should protect well in a crash. As for avoiding that crash, the Ford’s longer list of active safety features soundly beats the Honda’s. And don’t think this changes if you step up to the CR-V VTi LX because rear cross-traffic alert, blind-spot alert, AEB in reverse and speed sign recognition (all standard on the Escape) are not available.
While both have a five-year warranty, the Honda requires servicing every 10,000km, which means four times in three years if you cover an average of 14,500km per year. Even so, the Honda still undercuts the Ford for servicing costs thanks to Honda’s fixed $125 servicing fee.
Towing is another point of difference, with the more powerful Ford rated to tow a heavier trailer (1800kg v 1500kg). That said, these cars are seldom bought for their towing prowess, so while that’s not a reason to rule the CR-V out, it is something to be aware of.
So, where does that leave us?
The Ford is more expensive to buy, more expensive to run, and more expensive to service. But it’s a nicer car to drive and has considerably more equipment and safety features.
The Honda, on the other hand, means you don’t have to haggle to buy it or be worried about costly services (for the first five services, at least). If that sounds like heaven to you and you’re prepared to put up with an ageing interior, then the Honda CR-V is for you.
For us, we’d find the extra money and buy the Ford. Those safety features are worth having, as is the nicer stereo and wireless phone charger. Plus, the Ford’s extra performance means you don’t have to be as heavy-footed to get decent performance, unlike the Honda.
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