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Posts Tagged ‘Honda’

Name That Shifter, No. 61: 1993 Honda Civic del Sol Si

01 Feb

Name That Shifter 61

Shifter No. 61

On Monday we presented this week’s shifter and asked you to identify the make and model of the vehicle from whence it came. We’ve had a few uncharacteristically sunny and warm days (for January) here in Ann Arbor this week, so to celebrate we decided to bring everyone some sunshine. Most of you saw the light, and identified this week’s shifter as the 1993 Honda Civic del Sol Si’s five-speed manual. The first commenter to correctly identify it was CSARO, who will receive a Save the Manuals button and sticker as a reward.

The del Sol Si pictured here is from our October 1992 issue. The del Sol rode on a shortened contemporary Civic hatchback platform, and also inherited that car’s 1.5- and 1.6-liter four-cylinder engines. The Si version got the 1.6-liter, which put out a respectable 125 hp, and could scamper to 60 mph from rest in 8.1 seconds. Of course, the del Sol’s main draw was its removable roof panel which allowed for open-top motoring. Unfortunately, the extra bracing Honda added to make up for the open lid did add some weight—the car weighed nearly as much as a four-door Civic sedan.

1993 Honda Civic del Sol Si1993 Honda Civic del Sol Si

 
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No New Mainstream VWs in the U.S. for Two Years as Internal Battle Over Three-Row SUV Continues

12 Jan

Artist's rendering

Volkswagen has made a huge push in the U.S. in the past two years. Over that span, the German company has launched three cars developed specifically for our market in the Jetta, Beetle, and Passat, the last of which is being built at a brand-new factory in Tennessee. But VW still desperately needs more U.S.-centric products, namely two SUVs, including a three-row crossover to battle the Honda Pilot and a cheaper replacement for the Tiguan to fight for sales with the Honda CR-V and Ford Escape.

The successor to the Tiguan won’t arrive for a few years, we recently learned, but it will indeed be a bit more U.S.-friendly. As we’ve seen in the progress from the anodyne Jetta to the much-better Passat, the company is capable of building good cars targeted for our market. But there’s a real hangup with the three-row people-mover.

Company execs have expressed interest in such a model since at least 2007, and VW USA CEO Jonathan Browning reiterated that sentiment to us last year. At the time, however, he wouldn’t confirm that it was definitely in the pipeline, which we chalked up to typical automaker reluctance to go on record about future products. But we’ve now uncovered more to the story.

We learned at this past week’s Detroit auto show that while many at the company think a three-row crossover eventually will arrive, it doesn’t yet have final approval from VW’s top brass—what gives?

The issue is that even if the crossover is “Americanized”—lesser interior plastics, etc.—the high cost of the upgraded modular MQB platform components necessary to build the SUV would dictate loftier, uncompetitive sticker prices. The Honda Pilot and Ford Explorer both start at just over $29,000; Volkswagen’s crossover would need to do the same to sell in volume. The debate rages on within VW about how to bring the costs down and whether even investing in a big crossover is even worth the reward. (We think it would be.) The situation improves if Volkswagen is able to benefit from economies of scale—building more crossovers brings costs down. A potential source of extra volume: Execs from VW’s Czech subsidiary, Škoda, were recently quoted saying that they, too, may want a biggish crossover for their portfolio.

Beyond that, Volkswagen executives say they need to spend the next year or two in the U.S. focused on solidifying the positions of the Beetle and Passat—and, to a lesser extent, the year-old Jetta—in their respective segments. This means time and money will be devoted to everything from advertising to dealer training to quality control. These are all good business practices, but the upshot is that it’s going to be a solid two years before any new VWs are introduced here outside of niche products like the Golf R, the Beetle R, and the Beetle convertible.

Illustration by Christian Schulte

2012 Detroit auto show full coverage

 
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Posted in Concept, Road Safety Tips, Road Sign

 

Volkswagen Considering VR6 Replacements; Audi’s Turbo Five a Possibility

10 Jan

Volkswagen’s powerful, refined VR6 won us over in the new Passat—helping it beat the Honda Accord in a recent Car and Driver comparison test—but it won’t stay in production, as-is, forever. Speaking with Dr. Ulrich Hackenberg, a member of the Volkswagen board of management who oversees research and development, we learned that the company is facing a decision on what to do for an engine that can provide V-6 levels of power in its U.S. cars.As it stands, the VR6 is expensive to build and import, and doesn’t sell in many vehicles: In addition to the new Passat, it’s also offered in VW’s Touareg and the Porsche Cayenne. Hackenberg tells us that the company may decide to use the VR6 in more U.S.products—though precisely which cars is unclear—or ditch the mill altogether. If the latter, Hackenberg is particularly interested in replacing it with “a turbo five, as we just used in the Audi TT RS.” In the U.S.-spec TT RS, the engine makes 360 hp and 343 lb-ft of torque; the Audi Q3, which was just announced for the U.S., will be offered here with a 314-hp version of the engine.

If the turbo five does get the green light for VW products, it’d be produced here in North America. Possible applications include the Passat and the Touareg. We’re eager to see what Hackenberg and his colleagues decide in the coming months.

2012 Detroit auto show full coverage

 
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Four-Cylinder Models Added to 2012 Honda Crosstour Lineup

21 Dec

The confused Crosstour car/hatch/crossover is in the middle of an identity crisis. It drops “Accord” from its name for 2012, and now Honda tells us that the not-quite-a-wagon will borrow a four-cylinder engine from its namesake sedan. Make that its former namesake. Since the Accord Crosstour was introduced in 2010, it has only been offered with Honda’s 3.5-liter V-6.

In the Crosstour, the 2.4-liter four will make two additional horsepower (192 total) and the same amount of torque (162 lb-ft) as it does in high-output spec for the Accord. Four-cylinder Crosstours will only be available with a five-speed automatic and front-wheel drive. Fuel economy is improved compared to front-drive V-6 models: 21 mpg city and 29 highway versus 18/27. Increased efficiency will probably be accompanied by increased slowness, so expect the four-banger model’s 0-to-60 times to lag behind those of the V-6 model; we’ve gotten a 7.2-second run out of both the front-drive and all-wheel-drive six-cylinder models.

Like the V-6 car, four-cylinder Crosstours will be available in EX and EX-L (“L” for leather) trim levels. All 2012 models get some additional standard equipment, including a welcome standard rearview camera.

Pricing hasn’t been announced, but if stickers on the Sedan Which Shall No Longer Be Named are any indication, the four-pot Crosstour should start around $29K.

 
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Chevrolet: Malibu to Offer Turbocharged Four-Cylinder

14 Dec

During our brief drive in a mild-hybrid Malibu Eco prototype, Chevrolet told us that the car’s engine lineup would be comprised exclusively of four-cylinders, a move we considered questionable. Now, though, the company has confirmed that the car will get an optional turbocharged four-cylinder, which will take the V-6′s place in the lineup. Chevy isn’t saying yet when the turbo will be available, or what engine it will be. The 220-hp 2.0-liter found under the hood of the non-GS Buick Regal Turbo is a likely candidate, as is the 270-hp version from the Regal GS.

While the Honda Accord, Ford Fusion, Toyota Camry, and Nissan Altima still offer a V-6 option, Chevrolet won’t be the only player in the mid-size-sedan segment with an all-four-cylinder lineup. The Hyundai Sonata and Kia Optima manage quite well without a six, their turbo motor pumping out a healthy 274 hp. In addition to the mild-hybrid Eco model—which will be the first to launch, arriving early next year—the Malibu will offer a new 2.5-liter four with about 190 hp. Given that output, our money is on the boosted engine making somewhere closer to Regal GS levels of power.

 
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Honda to Preview 2013 Accord with Accord Coupe Concept at Detroit Auto Show

12 Dec

Honda has announced that it will bring a design study of the 2013 Accord Coupe to the Detroit auto show. The Detroit show is already shaping up to be a big one for Honda—Acura, its luxury subsidiary, will debut the next NSX sports car, RDX crossover, and the new Honda Civic–based ILX in Detroit—and the Accord is one of the automaker’s most important models. The current-generation Accord (the 2012 coupe is pictured below) hit the market in 2007, and although it’s a perennial sales leader and is again on our 10Best cars list this year, it could certainly use a few updates.

Honda didn’t offer us any peeks at the new coupe, but the announcement does confirm that the next Accord family will include a two-door model. Honda has a history of displaying “concept cars” that look nearly identical to the production models that follow; expect that to be true of this Accord coupe concept, too. The next Accord—coupe and sedan—will go on sale in the fall of 2012.

2012 Detroit auto show full coverage

 
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Acura ILX Compact Sedan Headed for 2012 Detroit Auto Show, Based on Civic Platform

12 Dec

Canadian-market 2011 Acura CSX. This is not the ILX.

A near-luxury brand that has loaded its lineup with smaller, front-drive-based sedans, Acura is suddenly looking even more astute as it prepares to launch the Civic-based ILX at January’s 2012 Detroit auto show. That car certainly won’t lack for company in the compact luxury market: Mercedes-Benz is readying its new A-class and derivates, BMW is shifting the 1-series hatchback to a platform shared with the Mini, Lexus continues to build momentum with the CT200h, and Infiniti is preparing to use a Mercedes platform to create its own small car.

As is the case with the Benzes, the BMW, the Lexus, and the Infiniti, Acura plans to pitch the ILX to younger buyers. The company’s executives feel that it needs to do better job enticing youthful buyers to the Acura brand, and point to research showing that people in their 20s and 30s find brand name, efficiency, and styling most important; they say performance and vehicle size are less critical to this demographic. Pricing is expected to come in “well under” $30,000.

Simply calling the ILX “Civic-based” would, no doubt, raise complaints from Acura’s engineers. They say the ILX shares a common platform with the Civic but few actual hard points, an indication that substantial re-engineering has taken place. As examples, they point to the current Honda Accord and Acura TL, as well as the Honda Pilot and Acura MDX. The differentiation between the ILX and Civic should be comparable.

Acura did not provide any photographs of the ILX, but an auto-show-ready buck we saw of it was definitely infused with upscale style. The entire front fascia is Acura-corporate, with the same flat headlights and modified shovel-beak grille. (Acura execs realized they pushed too far, briefly, with the TL’s snout, and have since introduced a more restrained version.) Otherwise, the ILX looks like a modern three-box sedan. There’s a Hofmeister kink at the back corner of the greenhouse and door handles from the Acura parts bin. The rear deck is quite short, which could make for a letterbox trunk opening. An executive tells us that people they spoke to in the car’s target demographic—men and women in their 20s and 30s—really preferred sedan and SUV shapes. Fastbacks, coupes, and traditional two-box hatchbacks (like the Volkswagen Golf, for example) weren’t nearly as appealing, so they were nixed for the entry-level Acura.

The ILX will offer three powertrain combinations. The most popular selection probably will be a 2.0-liter four, available only with an automatic transmission. The Civic’s 1.8-liter engine, on which the 2.0 is based, makes 140 hp and 128 lb-ft of torque; we’d figure that the ILX’s 2.0 will offer horsepower in the 150-to-160 range and get a commensurate bump in torque. For enthusiasts (hey, that’s us!), a 2.4-liter four will be offered exclusively with a six-speed manual gearbox. Acura spokespersons weren’t ready to tell us whether output will differ from the 201 hp and 170 lb-ft delivered by the 2.4 in the Civic Si. Finally, Acura will offer an ILX hybrid with a 1.5-liter engine; we expect this to be a direct port of the system in the Civic hybrid.

The ILX we’ll see at Detroit in early January technically will be a concept, but as per usual Honda practice, will be only a lightly disguised version of the real deal. Expect to see the production ILX in showrooms sometime in the late spring or early summer.

2012 Detroit auto show full coverage

 
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Acura ILX Compact Sedan Headed for 2012 Detroit Auto Show, Based on Civic Platform

12 Dec

Canadian-market 2011 Acura CSX. This is not the ILX.

A near-luxury brand that has loaded its lineup with smaller, front-drive-based sedans, Acura is suddenly looking even more astute as it prepares to launch the Civic-based ILX at January’s 2012 Detroit auto show. That car certainly won’t lack for company in the compact luxury market: Mercedes-Benz is readying its new A-class and derivates, BMW is shifting the 1-series hatchback to a platform shared with the Mini, Lexus continues to build momentum with the CT200h, and Infiniti is preparing to use a Mercedes platform to create its own small car.

As is the case with the Benzes, the BMW, the Lexus, and the Infiniti, Acura plans to pitch the ILX to younger buyers. The company’s executives feel that it needs to do better job enticing youthful buyers to the Acura brand, and point to research showing that people in their 20s and 30s find brand name, efficiency, and styling most important; they say performance and vehicle size are less critical to this demographic. Pricing is expected to come in “well under” $30,000.

Simply calling the ILX “Civic-based” would, no doubt, raise complaints from Acura’s engineers. They say the ILX shares a common platform with the Civic but few actual hard points, an indication that substantial re-engineering has taken place. As examples, they point to the current Honda Accord and Acura TL, as well as the Honda Pilot and Acura MDX. The differentiation between the ILX and Civic should be comparable.

Acura did not provide any photographs of the ILX, but an auto-show-ready buck we saw of it was definitely infused with upscale style. The entire front fascia is Acura-corporate, with the same flat headlights and modified shovel-beak grille. (Acura execs realized they pushed too far, briefly, with the TL’s snout, and have since introduced a more restrained version.) Otherwise, the ILX looks like a modern three-box sedan. There’s a Hofmeister kink at the back corner of the greenhouse and door handles from the Acura parts bin. The rear deck is quite short, which could make for a letterbox trunk opening. An executive tells us that people they spoke to in the car’s target demographic—men and women in their 20s and 30s—really preferred sedan and SUV shapes. Fastbacks, coupes, and traditional two-box hatchbacks (like the Volkswagen Golf, for example) weren’t nearly as appealing, so they were nixed for the entry-level Acura.

The ILX will offer three powertrain combinations. The most popular selection probably will be a 2.0-liter four, available only with an automatic transmission. The Civic’s 1.8-liter engine, on which the 2.0 is based, makes 140 hp and 128 lb-ft of torque; we’d figure that the ILX’s 2.0 will offer horsepower in the 150-to-160 range and get a commensurate bump in torque. For enthusiasts (hey, that’s us!), a 2.4-liter four will be offered exclusively with a six-speed manual gearbox. Acura spokespersons weren’t ready to tell us whether output will differ from the 201 hp and 170 lb-ft delivered by the 2.4 in the Civic Si. Finally, Acura will offer an ILX hybrid with a 1.5-liter engine; we expect this to be a direct port of the system in the Civic hybrid.

The ILX we’ll see at Detroit in early January technically will be a concept, but as per usual Honda practice, will be only a lightly disguised version of the real deal. Expect to see the production ILX in showrooms sometime in the late spring or early summer.

2012 Detroit auto show full coverage

 
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The Continental: A Great Tokyo Show, a New Brand from China, and a Clever Peugeot

09 Dec

The Continental

Each week, our German correspondent slices and dices the latest rumblings, news, and quick-hit driving impressions from the other side of the pond. His byline may say Jens Meiners, but we simply call him . . . the Continental.

Honda Small Sports EV concept

This Conti comes late after a full week in Tokyo at Honda’s proving grounds and the international motor show—which was well worth attending. “Green mobility” was certainly a theme of the show, but not the dominant one. All of the Japanese carmakers are keen on showing they survived the earthquake/tsunami crisis, and that they’re a force to be reckoned with. There was a lot of new product, there were fantastic concept cars, and—best of all—the show was dominated by the rebirth of the sporty, fun-to-drive Japanese car.

On the modest end, there was the Daihatsu D-X concept, which will likely replace the Copen—a truly tiny roadster which I tested last year and which enjoys a cult-like following. The D-X is powered by a two-cylinder, turbocharged gasoline engine. Only slightly bigger is the Honda EV-STER, an angular, futuristic roadster which recalls the early-1990s Honda Beat. While the concept car is powered by a politically correct electric motor, Honda executives bluntly hint that the production version will have a powerful gasoline engine.

Nissan Juke NISMO concept

Nissan announced an expansion of the Nismo sub-brand around the globe; in the future, every model line will be crowned by a Nismo version. Over at Toyota, there was a rather absurd, angry-looking Prius with a big exhaust tip. Hey, you can’t always go electric, right? Plus, let’s not forget the Subaru BRZ/Toyota (GT) 86 sister models—eagerly awaited and with potential to change both Toyota’s and Subaru’s brand images for better.

I’ve also had a chance to sample some of Honda’s latest and future technology. The sad news: We’ll soon say sayonara to the company’s high-revving naturally aspirated engines. But the new turbos should make up for it. I am confident that Honda’s new chairman, Ito-san, will put the brand back on track. It’s stuff for a separate, exciting story.

Suzuki Regina Concept

Next to all of these sporty and aggressive concepts and production models, an odd-looking, green minicar stuck out. Meet the Suzuki Regina, styled by Yasukazu Yuuki. “Many eco-cars have an aggressive wedge shape. I wanted to change that,” he says. His inspiration? The brand’s own Fronte 800, a sporty and compact mid-1960s sedan. I must admit I was also reminded of the Citroën Ami 6 and Ami 8, not to mention the unforgotten Mercedes-Benz “Bionic Car.” It certainly wasn’t my personal favorite, but the Regina is a cute and courageous counterpoint to the futuristic armada at this Tokyo show, and therefore should be applauded, too.

China Goes Upscale

China is getting serious. Local carmaker Chery and investor Israel Corporation have created a joint venture to produce a lineup of modern passenger cars under the brand name of Qoros. The first model will be a compact four-door sedan, built in Changshu, China, and sold in Western Europe and China from 2013 onwards. What makes Qoros different? The models are developed with help from Austrian engineering house Magna Steyr, which has been involved in a large number of premium projects: The company currently manufactures the Mercedes-Benz G-Wagen and the Mini Countryman, the Peugeot RCZ, the Aston Martin Rapide, and the aluminum body of the Mercedes-Benz SLS AMG. Responsible for vehicle engineering is former BMW executive Klaus Schmidt; in Munich, he was in charge of vehicle performance and chassis. Peter Matkin was chief engineer at Jaguar-Land Rover, and Volkswagen veteran Volker Steinwascher serves as VP under chairman Guo Qian.

Head of design, notably, is Gert Hildebrand, the 58-year-old designer who has led Mini design since 2001, following a distinguished career at Volkswagen, SEAT, and Mitsubishi. His portfolio includes the early crossover Golf II Country, the celebrated VW Golf IV and Jetta IV/Bora, a new face for the SEAT brand, and a large number of Mini models and derivatives, including the upcoming third-generation Mini.

At Qoros, Hildebrand has the opportunity to develop a brand face and a model lineup from scratch. The sedan will be followed in short sequence by a sportier hatchback, an SUV, and an electric vehicle. It will be interesting to see Qoros appear in China as an upmarket brand with Western genes. Israel Corporation, which owns half of Qoros, also holds 30 percent of electric grid operator Better Place, which aims to build up an infrastructure of battery-changing stations. The upcoming Qoros EV can be expected to conform to Better Place’s specifications for interchangeable battery packs.

New Models from Europe

Peugeot is launching the 208, a minicar that succeeds the 207 and is called by the carmaker a “re-generation” instead of an “evolution.” The French have succeeded in returning to the basic concept of the legendary 205. The 208 is shorter by seven centimeters, lighter by up to 381 lbs (243 lbs on average over the lineup), but sports a larger interior. More interesting facts: For the first time, three-cylinder gasoline engines are offered. The two- and four-door models look very different from each other, and inside, Peugeot has combined a small steering wheel with instrumentation placed high on the dashboard—a cost-effective interpretation of a “head-up” display. It will be a few months before I get behind the wheel of the 208, but it looks promising. And I am hoping there will be a reinterpretation of the 205 GTI (not to mention the 205 Turbo 16, the mid-engine base car for mid-1980s Group B rally racing).

Opel is launching an Insignia—the Buick Regal’s twin brother—with a twin-turbo 2.0-liter four-cylinder diesel. It produces 192 hp and 295 lb-ft of torque. Meanwhile, Opel’s V-6 diesel project is on infinite hold. I don’t think the Insignia needs it.

 
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2012 10Best Cars, Test Day 2: Family Sedans Come Into Focus

30 Nov

This is the second of four behind-the-scenes looks at our 2012 10Best Cars competition; you can read the rest of the posts here. Don’t forget to come back next Tuesday, December 6, to see the full list of this year’s winners.


The coffee is early today, even though some of us aren’t. No one, however, wastes any time getting behind a steering wheel upon their arrival. The first day was an orientation, to get a feel for what’s here and to hatch a personal plan for working through the fleet. There’s no prescribed procedure. Some of us drive each car within a given class, others choose their next car according to make, and some simply proceed at random. By today, each of us has settled into a routine.

With the new Toyota Camry in the mix, we wonder about the possibility of Honda’s Accord being edged out of its perennial spot on the 10Best list. Despite selling in staggering numbers, we’ve found the past few Camry generations dynamically disappointing and uninspired; the model has been too much of an appliance, sort of a flat-screen TV on wheels, to merit serious consideration. By comparison, the Honda Accord—particularly the four-cylinder version—has been more focused, more cohesive, and more enjoyable to drive.

This year, Toyota provided three versions of the Camry—a four-cylinder, a V-6, and a hybrid. Nearly all editors are in agreement that the trio represents a substantial improvement. The redesign addressed some of our largest complaints, interior and ride quality in particular. The 2012 Camry seems to better stoke the enthusiast fire, and the cabins have improved materials, a previously abandoned attention to detail, and upscale ambiance. But is that enough to get the car on the list?

The Honda Accord once again acquits itself well, with fine steering, a balanced chassis (as mentioned, particularly with the four-banger), and the availability of a manual transmission. It will be tough to beat, and there are other new entries—notably the comparo-winning Volkswagen Passat—that might not only be better than the Camry, but the Honda as well.

Later in the day, talk turns to the traditional Big Three. GM’s entries this year demonstrate that it spent much of its money wisely before, during, and after bankruptcy. Witness the impressive Chevrolet Sonic, the competence of the Buick Regal GS, and the new cylinder-head tech of the 3.6-liter V-6 (installed here in the Camaro convertible and refreshed CTS sedan). The major redesign of Chrysler’s 300 is lauded—we like the switch to an eight-speed auto for the V-6 this year—especially given that company’s own run into Chapter 11. And Ford continues to perfect the Mustang; the fine-driving GT still delivers an incredible amount of performance per dollar, and the throaty Boss 302 is simply the best Mustang ever built (and no slouch in the value department itself).

Day 2 Standouts: BMW 1-series M coupe, Honda Accord I-4/manual, Ford Mustang Boss 302, Volkswagen Passat

 
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Honda AC-X Concept: Is This the Future of Acura Design?

30 Nov

Honda AC-X concept

This concept seems like sci-fi, but some of it is closer to reality than you might think.

The Tokyo Motor Show is always good for a few (dozen) far-out concept cars, and the Honda AC-X is one of them. The theme of the car is “Dual Solid Motion”; to further quote the press materials, “The upper portion of the body has a look of boundless energy and the lower portion has a look of dependable stability.” The two sections intersect along the character line that runs down the side of the car.

2011 Tokyo auto show full coverage

Keep Reading: Honda AC-X concept – Auto Shows

 
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Honda Micro Commuter Concept: Japan’s Urban Mobile Power Suit

30 Nov

Honda Micro Commuter concept

Dear Japan,

Thank you for making the Tokyo Motor Show happen. This biennial event is truly a grand showcase of some of the best design and engineering your country has to offer. Which makes us wonder why you continue to show silly personal-mobility vehicles like the Honda Micro Commuter concept that we know will never become a reality.

It’s not that we don’t appreciate the creativity. We do. No other car show in the world has as much in the way of pure futuristic intellectual fancy. “Twin Pivot Steering,” where the driver tilts left and right joysticks forward and back instead of turning a steering wheel, is pretty cool. As is the center driving position, and the panoramic windshield on which the instrument cluster is projected.

But really, Japan, who wants to sit in the back seat of that car? Or even the front seat when faced with a traffic battle? Dimensions of 98.4 inches long, 49.2 wide, and 56.3 tall do not inspire confidence of crashworthiness. And who wants to be limited to a range of 37 miles and a top speed near 40 mph? Okay, actually that makes sense given the small dimensions and your notorious traffic snarls, but you still get our point.

Honda Micro Commuter concept interior

There are real people out in the world, Japan, and they need more out of their cars than something that “navigates toward new discoveries and adventures with a light and smooth acceleration feel.”

It’s true, we love the idea of running all the accessories and the air conditioner on a separate battery that can also be removed and plugged into that Motor Compo EV mini-scooter. And we’re definitely impressed with the way you made the Motor Compo fit in the cabin right next to the driver.

Honda Micro Commuter concept interior

It’s not like we don’t care about you, Japan. We say all of this because we care about you. Think of all the things you could be doing with this amazing talent besides building glorified Amigo scooters with customizable body-panel patterns. This is a car, not a giant rolling mobile phone. Yes, it would be totally great if all the world’s citizens would just realize that they don’t need huge cars and we could all live as some connected village in harmony with both our environment and our smartphones. But reality is harsh, and maybe it’s time that you stopped dreaming and made us a few more lightweight sports cars with impressive fuel economy and a sticker price that the average guy can afford.

Love,
Car and Driver

Honda Micro Commuter concept photo gallery

2011 Tokyo auto show full coverage

 
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Posted in Concept, Road Safety Tips, Road Sign

 

2013 Honda Fit EV: Production Model Debuts in L.A.

17 Nov

2013 Honda Fit EV

Introduced at the Los Angeles auto show, the Honda Fit EV joins the Scion iQ, Fiat 500, and Chevy Spark in the tiny-cars-that-have-been-converted-to-run-on-batteries brigade. But the Fit EV’s rollout, set to begin next summer, will be small and contained: Honda expects to produce and distribute only about 1100 of the cars over the next three years, first in California and Oregon, and then in six to-be-announced East Coast markets.

2011-L.A.-Auto-Show

Keep Reading: 2013 Honda Fit EV – Official Photos and Info

 
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Pirelli World Challenge Touring Car Announces B-Spec Class for 2012 Season, Releases List of Competitors

11 Nov

The recent rash of B-Spec race cars automakers such as Honda, Mazda, Ford, and Kia have shown off at various auto shows and events this past year finally have a racing series in which to compete. The Pirelli World Challenge series has announced that its upcoming season will have a Touring Car class for the pint-size racers, and it released a preliminary list of seven models set to compete, as well the three World Challenge events in which they’ll take part. A few of the cars, like the Ford Fiesta, Kia Rio, and Fiat 500, we already knew about. In the case of the Honda Fit and Mazda 2, we actually raced them. The two cars we didn’t know would be participating, and whose manufacturers have yet to officially announce any B-Spec affiliation, are the Chevrolet Sonic and the Nissan Versa.

The cars will run in the exact same state of tune in the World Challenge as they do in SCCA Club Racing, save for tires. Modifications for racing are limited to shocks, springs, and required safety equipment such as roll cages, harnesses, and the like. None of the cars will be factory-backed, in keeping with the grassroots-style racing that the SCCA, Pirelli World Challenge, and the manufacturers want to push in the B-Spec class. The three Touring Car B-Spec events are slated for Miller Motorsports Park, Detroit’s Belle Isle, and Mosport International Raceway. Miller will be the first event, running in April. The B-spec class will run two 30-minute races plus one 40-minute race each weekend, for a total of nine events. Racing these things at the 25 Hours of Thunderhill was a blast, and we’re already envisioning our long-term Mazda 2 with a full cage and squatting over race rubber. Just kidding, Mazda…

 
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Honda Brings Civic Si Coupe HFP, Supercharged Accord Concept, and More to the 2011 SEMA Show

01 Nov

Honda Civic Si coupe HFP

The Honda stand at the 2011 SEMA show ought to give some hope to enthusiasts who may think Honda has lost its performance edge in recent years. Four projects in particular stood out: the most available—and arguably least significant of which—being this limited-edition Honda Civic Si coupe (pictured above) from Honda’s in-house tuners, HFP (a.k.a. Honda Factory Performance). With its full aero kit, stiffened suspension components, 0.6-in-lower ride height, and 18-inch HFP wheels, the HFP Civic Si promises the sort of intensified performance experience we wish the Civic Si innately possessed, but hey, we’ll take what we can get at this point. The interior is dressed up with red lighting, HFP floor mats, and HFP emblems. The Civic Si coupe with the HFP package is on sale now and can be had in any of the Si coupe’s seven available colors. Honda will cap production at just 500 units.

Accord Coupe V-6 HFP Concept

Accord Coupe V-6 HFP Concept

HFP also did a number to an Accord coupe, and not just on the outside. This particular Accord V-6 was fitted with a supercharger and a performance air intake and exhaust, upping output to a very hearty 335 hp and 285 lb-ft of torque. That’s a considerable jump from the standard V-6 model’s 271 hp and 251 lb-ft of torque. Honda has no plans to produce the car as seen here, but is floating it out there to gauge interest in adding such a model to the Accord range. The V-6 Accord, though, is already quick and powerful—we’ve run a manual-equipped coupe to 60 mph in just 5.6 seconds—so we have to ask: Can those front wheels even cope with that extra oomph?

Honda CR-Z engine

Could a Supercharged CR-Z Be in Our Future?

Another interesting concept was not an actual car, but a CR-Z internal combustion engine displayed with a supercharger attached to it. Honda race fans may recall that Honda’s racing division, Honda Performance Development, has built a CR-Z hybrid racer powered by a turbocharged 1.5-liter engine, which, when combined with the CR-Z’s electric powertrain, yields between 178 and 200 hp, depending on state of tune. Honda said the supercharged 1.5-liter CR-Z engine concept “builds upon HPD’s experience with the turbocharged HPD CR-Z Racer,” and “represents HPD’s continued exploration of the performance potential of the CR-Z.” We’d like Honda to drop that into a street-worthy CR-Z and let us do some performance exploration of our own.

2012 Honda Civic Coupe Body-in-White

2012 Honda Civic Coupe Body-in-White

Finally, Honda formally announced the sale of body-in-white versions of the 2012 Civic coupe, as well as a suite of complementary bolt-on parts, thus allowing amateur race teams to build new race cars without having to tear apart a production car. The cost for the Civic coupe’s skeleton is a reasonable $3500, but that does not include any of the stuff needed to actually turn it in into a bona fide race car, like, say, an engine. To that end, in early 2012, HPD will begin selling engines, transmissions, suspension and brake components, and more, all specifically engineered to help the Civic compete in SCCA World Challenge and Grand Am’s Continental Tire Sports Car Challenge events. Since July, Honda has sold more than half a dozen bodies-in-white. Undoubtedly, many more will follow.

 
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Honda to Unveil 2012 CR-V and 2013 Fit EV Next Month in L.A.

24 Oct

Honda has announced that it will reveal the 2012 CR-V and the all-electric 2013 Fit EV at next month’s 2011 Los Angeles auto show. Honda brought the Fit EV concept to last year’s L.A. show and has been bandying about a concept version of the next CR-V since July; we expect the production models to look very similar to the show cars, as per usual Honda practice. Both models are big news for Honda, given the CR-V’s huge sales numbers and the fact that the Fit EV will be the company’s first all-electric car sold in the U.S.

Honda will pull the sheets off both on November 16th, and we expect the CR-V to hit dealerships before the end of the year. As previously reported, the 2013 Fit EV will go on sale sometime in 2012. Check back here for full details leading up to the 2011 Los Angeles auto show.

 
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2012 Honda Insight Face-Lifted With European Model’s Updates

17 Oct

Honda debuted a refreshed 2012 Insight hybrid for Europe at the Frankfurt auto show earlier this year, and now that car’s updates have made it to the U.S.-market car. Honda’s changes to the Insight include a handful of styling tweaks and minor interior improvements similar to the freshening the popular Fit subcompact also received for 2012, but the nip and tuck is definitely minor.

The biggest changes are to the Insight’s styling, which is toughened up by larger and more aggressive intakes on the front fascia, new head- and taillights, and new wheel designs. EX models are still the only Insights that ride on aluminum wheels, but all trim levels get a new grille with a blue stripe that Honda says is representative of the car’s “high-tech hybrid identity.” There’s also a thinner rear spoiler that affords more visibility through the split rear window. Functionally, the tweaks to the front and rear bumpers and underbody contribute to a 1-mpg boost in the Insight’s city, highway, and combined fuel-economy numbers. The final figures are 41 mpg in the city, 44 on the highway, and 42 mpg combined; those numbers are still well short of the Toyota Prius’s (51/48/50), but the Insight is a far more involving car to drive.

Honda improved the Insight where it needed to most: the interior. The company didn’t make any drastic changes, but it added thicker sound insulation, classed up the seating surface materials, and added an updated navigation system with an integrated backup camera. Those changes should address at least some of the complaints we levied against our recently departed long-term Insight; most of our barbs were reserved for the hybrid’s loud operation and dated nav unit. One of the things we did like on our long-termer was its seats, and Honda has added synthetic leather to the chairs’ bolsters on EX models and fancier cloth for the thrones in the LX. Honda also tweaked the rear-seat area and headliner to eke out a bit more room for back-seat passengers, and refreshed the look of the gauge cluster.

The 2012 Insight is powered by the same Integrated Motor Assist (IMA) hybrid system as last year. IMA combines the efforts of an 88-hp, 1.3-liter four-cylinder engine and a 13-hp electric motor to move the car with no authority whatsoever (60 mph arrived in 10.9 seconds at the  beginning of our long-term test and a leisurely 12.0 seconds at the end).

A 2012 Insight will cost you marginally more dough than a 2011 model. The base Insight costs $150 more for a total of $19,120; mid-level LXs see a $225 increase to $20,895; and an EX is $325 dearer at $22,585. The Insight’s nav system may be new, but Honda has kept to the practice of making it a hugely expensive option that’s only available on the top EX model; an EX with navigation costs $24,310—$275 more than last year. The 2012 Insight should hit Honda dealerships soon.

 
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Two Students Injured in Rear-End Bus Collision in Blythewood

03 Oct

Two students suffered minor injuries and a motorist was cited Friday morning when a Blythewood High School bus was rear-ended, report media sources.

According to the South Carolina Highway Patrol, at approximately 8:05 a.m. A school bus, driven by a 66-year-old Columbia woman, was traveling was traveling eastbound on Eagles Ridge Drive, and a Honda vehicle carrying a driver and a passenger was traveling behind the bus. The bus slowed to stop and was rear-ended by the Honda.

Two students suffered minor injuries—one complained of neck pain, the other suffered a knee injury—and were taken to a local hospital for treatment, said a Richard District 2 spokesperson. The remaining students transferred to another bus and continued on to school.

The Highway Patrol cited the driver of the Honda for driving too fast for conditions. Neither occupant of the Honda was injured in the collision.

Being a Moncks Corner car accident lawyer, I am well aware of the types of injuries that can be suffered in a rear-end collision. I wish the injured students a rapid recovery from their injuries. Because of my experience as a Moncks Corner personal injury attorney, I am very aware of the split-second difference between everything seeming fine and a terrible vehicle crash. I urge motorists always to practice safe driving habits and to stay alert to changing road and traffic conditions.

Two Students Injured in Rear-End Bus Collision in Blythewood is a post from: South Carolina Car Accident Lawyer Blog

Related posts:

  1. 9 Students Injured in High School Collision
  2. Drunk Driver Hits School Bus, 6 Students Injured
  3. 16 Kids Hurt in Bus Collision in N. Carolina
  4. School Bus Swerves to Avoid Deer, Injures Three

 
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2012 Honda CR-V Concept – Official Images and Info UPDATED 9/22 with More Pics

22 Sep

2012 Honda CR-V concept

Honda calls it a concept, but this is the next CR-V.

Honda has released pictures of the concept version of its next-generation CR-V, and it looks, well, pretty much like we expected based on recent spy photos. The vehicle seen here is, as is typical with Honda’s concepts, a loosely disguised version of the production car.

Keep Reading: 2012 Honda CR-V Concept – Official Image and Info

 
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New European Honda Civic Debuts at Frankfurt Auto Show

20 Sep

European Honda lovers are singing in unison with Americans now that their Civic, like our new 2012 car, has been toned down. Each market received its own positively radical single-box shape in 2006. In redesigning both this year, Honda opted for slight evolutions rather than second helpings of futurism. On the Euro car, the continuous band of clear plastic across the nose has been replaced with a snout that includes more paint. The other most notable feature is the new taillights, in which a transparent light bar has given way to individually protruding warts. The car’s overall shape looks like a slightly more conservative design proposal for its predecessor.

It’s a similar story inside. While no panel has been carried over, the interior keeps the two-deck digital layout, which has been described to us by an admiring competitor as “contradicting every rule in the book but still functional and cool.” The lower level of the instrument panel now features gauges nestled in three protruding tubes, a stylistic element that belongs in ’60s Alfa Romeo sports cars but has been beaten to a horrible death in everyday cars over the past decade or so.

Beyond the disappointing skin, however, there is remarkable improvement. This Civic is roomier than its predecessor, even though the new platform moves the fuel tank under the front seats. Also helping maximize cargo space is the car’s torsion-beam rear axle, which carries over from the previous Civic hatch but is stiffened here.

With the cancellation of the Type R, powered by a variation of the 8000-rpm screamer from the previous-generation, U.S.-market Civic Si, the engine portfolio has been watered down decisively. The remaining gas options are a 99-hp, 1.4-liter engine that Honda expects will need 13.4 seconds to get to 62 mph and a 140-hp 1.8-liter shared with the U.S. market. The hot-rod powerplant is a 148-hp, 2.2-liter turbo-diesel that should do the 0­–60 deed in 8.5 seconds. A 1.6-liter diesel producing around 100 hp will be added in late 2012.

The three-door Civic is out of the picture, as are the sedan and the coupe. What about a Type R? Honda is considering several derivatives, and a sporty one is among them, says chief engineer Mitsuru Kariya. Honda strongly hints that the five-door Civic could be exported to Japan, and it is telling that both Kariya-san and chief designer Daisuke Sawai say that the new model is their favorite of all Civic models currently offered. As soon as the Type R follows, we will agree. Until then, we’ll stick with our U.S.-market Si.

Click here for full coverage of the 2011 Frankfurt auto show.

 
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