The 2008 Accord is (literally) the biggest news of the year.
The eighth-generation 2008 Accord is the big news for Honda.
The redesigned vehicle that arrives in September is the biggest Accord ever and is sportier and more powerful than its predecessor. Honda hopes that it helps lure younger buyers to the Honda family.
"The Accord is the single most important product in Honda's lineup," John Mendel, American Honda Motor Co.'s senior vice president, said in an interview in January. "We believe this new design will bring emotion to (the Accord) like what happened with the redesigned Civic."
Honda also is determined to be the greenest car company. It plans to bring out a wider range of hybrid, diesel and fuel cell vehicles over the next several years.
Fit: This is the smallest car Honda sells here. U.S. sales began in April 2006. But that model has been sold since 2002 in Japan and other markets. A redesigned version debuts this fall in Japan as a five-door hatchback.
Honda sources say U.S. dealers won't get the redesigned car before the 2009 model year at the earliest. What isn't clear is whether Honda will continue to export the current hatchback to the United States until the redesigned model goes on sale here.
FCX: Honda's fuel cell car goes on sale next year as a 2009 model. The four-door is expected to have a 270-mile range. The interior features a biofabric partly made from corn. The car will not look like the concept FCX.
Stephen Ellis, Honda's fuel cell marketing manager, says the company will market the redesigned vehicle aggressively.
New hybrid model: Honda will introduce a hybrid for the 2010 model year that is smaller than the Civic. Sources say it will be a sedan version of the redesigned Fit but will have a different name.
Remix: The once-popular Civic CRX sport hatchback may return in spirit to the United States as a sporty hybrid for the 2011 model year. The three-door CRX came to the United States in the early 1980s. It was replaced in 1992 by the del Sol, which was killed in 1997.
Honda showed the two-seat sporty Remix concept at the Los Angeles auto show last November. It was designed to fit a small, front-wheel-drive platform.
Civic: Mugen, a company known for making race car engines and racing components, is helping develop the limited-edition 2008 Civic Mugen Si sedan. This is the first time Honda has put the Mugen name on a vehicle sold in the United States. Honda has a close relationship with Mugen in Japan.
The Mugen is 0.6 inches lower and 1.1 inches longer than the stock Si sedan. The car features a front spoiler with a sports grille bearing the Mugen Si emblem, along with a rear wing. But the car will be powered by the same 197-hp 2.0-liter four-cylinder engine used in the Si sedan and coupe.
Honda plans to sell about 1,000 Mugens here with a sticker price under $30,000. The car will be assembled in Japan. Sales begin this fall.
A Civic redesign is scheduled for the 2011 model year.
Accord: The redesigned 2008 Accord sedan has a bigger interior and exterior than the current model.
The Accord will offer a 3.5-liter V-6 making more than 260 hp. The base four-cylinder engine makes over 175 hp. V-6 versions have Honda's next-generation variable-cylinder management system.
The Accord hybrid was killed at the end of the 2007 model year, paving the way for a diesel.
"Diesel is more effective for Accord and above" models, Dan Bonawitz, American Honda's vice president of corporate planning and logistics, said in a June interview.
S2000: The two-seat convertible gets a stiffer suspension for the 2008 model year to give it more of a race car feel. The engine is the same, but the 2008 car is lighter than the current model and will sport large front and rear spoilers. A removable aluminum hard top replaces the convertible soft top.
CR-V: Redesigned for the 2007 model year; it will get the company's new clean four-cylinder diesel for the 2010 model year.
New crossover: This new seven-passenger vehicle will be slotted between the CR-V and the Pilot. Some sources think it will be a version of the Crossroad, which went on sale in Japan in February. U.S. sales are expected in the 2010 or 2011 model year. The vehicle likely will be powered by a 2.0-liter four-cylinder engine. Fwd and all-wheel-drive versions are expected.
Pilot: A redesign is expected for the 2009 model year. Expect more dramatic styling, similar to what Honda did for the CR-V. It will be powered by a bigger V-6 engine. A V-6 diesel will be available for the 2010 model year.
Ridgeline: The mid-sized truck has not sold well but may be in a sweet spot because of new CAFE requirements. A V-6 diesel will be available when it is redesigned for the 2011 model year.
Element: Freshened for the 2007 model year; it is due for a redesign for the 2010 model year.
Odyssey: The minivan will be reskinned for the 2008 model year. Changes include tweaks to the grille and taillights.
The Odyssey will be the first Honda model to offer the company's new V-6 clean diesel engine. The engine will be offered on the redesigned 2010 Odyssey.
By KATHY JACKSON | AUTOMOTIVE NEWS
Thursday, August 23, 2007
Up-and-Coming Hondas?
Saturday, August 18, 2007
Honda goes for CuRVes
Honda CRV
05 February 2007
Mark Hinchliffe
Honda's delightful new street-wise CR-V is a value package thanks to a bureaucratic loophole.
Like so many softroaders these days, it gets a 5 per cent import duty advantage because it's a four-wheel drive.
Yet the third-generation of the 10-year-old model makes no pretence at being anything other than a street-wise "mum's taxi", far removed from the commercial vehicle for which the duty allowance is intended.
The national launch in Launceston this week included more than 300km of Apple Isle roads and not one bit of gravel, Honda Australia PR manager Mark Higgins promised.
Apart from a short piece of roadworks and the gravel driveway to the isolated Barnbougle Dunes golf links (the world's 48th best links, according to Golf Magazine), he was right.
The new CR-V arrives just marginally wider, but shorter because the spare wheel has been taken off the back door. The gimmicky picnic table has now been replaced by the spare under the cargo floor.
Now made in Thailand, Honda has been able to significantly upgrade specifications including electronic stability control across the three-trim range, without increasing prices above the previous model, prior to the run-out specials.
The base model starts at $31,990 for the six-speed manual, the Sport is $37,490 and the Luxury is $39,990. Add $2000 for the five-speed auto where the conventional handbrake is replaced by a foot-operated brake.
The Sport gets alloy wheels, a six-stacker sound system and dual-zone air-conditioning, while the Luxury adds leather upholstery, heated front seats, electric driver's seat and reverse parking sensors. There is no badging on the outside to distinguish the different trim levels.
With modifications to the suspension and steering, a stiffer body and chassis, 20mm less clearance and 35mm lower centre of gravity thanks to the relocation of the spare, the vehicle now has perhaps the most sedan-like handling characteristics of all compact sports utility vehicles.
Despite the softer, more rounded coupe-like look, the absence of the rugged spare on the back and the lower, wider stance, CR-V project leader Mitsuru Horikoshi said the new model had a "tough image".
The picnic table may be gone, but who is he kidding?
Outside, the CR-V has undergone a gentrification from the very square, almost Defender style of the 1997 original.
The second generation from 2001 had a few more curves, bigger headlights, more torque and all-wheel-drive upgrade.
The third generation gets a very curvaceous and aerodynamic exterior, plush interior, wider tyres, a flatter torque curve and another AWD upgrade.
Celebrating its 10th birthday this year, the CR-V has sold more than 2.5 million in 160 countries and has 90,920 Australian owners.
It is not difficult to understand why. It is an economical, practical package that is well styled, easy to drive and attractive.
On the road, the new CR-V immediately feels nippier in town thanks to the extra 7kW of power and flatter torque curve.
However, when we hit the highway and the hills, the typically high-revving Honda engine becomes a bit noisy, without any real oomph. Passing becomes a matter of planning rather than spontaneity.
Wind and road noise are now reduced thanks to better engine mounts, sound insulation and better door seals. I also found the Bridgestone-shod CR-V was much quieter than those wearing Michelin shoes.
Ride is so much better, almost plush, yet retaining superb cornering dynamics and none of the body roll or tyre scrub of the previous model.
All models now get Vehicle Stability Assist, which can quickly be switched off.
The upgraded AWD system drives the front wheels until it detects slip and then engages the rear wheels.
Safety has always been a hallmark of Honda with ABS, Brake Assist, Electronic Brakeforce Distribution, active headrests, better crash protection and six airbags on the Sport and Luxury models.
Inside, the CR-V has had a substantial update so that it now resembles the tasty Odyssey cabin.
Changes include a telescopic steering wheel adjustable for reach now as well as height, gear shift on the centre console, upgraded sound system with auxiliary jack for MP3 players and more front leg room.
The CR-V has always been a magnificent interior package with plenty of space, split folding rear foldable seats and an open, airy feeling.
It is now even better with more space, cup holders, clever gadgets (such as a convex mirror so parents can check on the children in the back), plus storage options such as dual-deck cargo shelf in Sport and Luxury models.
This allows you to access luggage on the bottom, without having to remove luggage stored on top.
Some may miss the rear door which is now replaced by a top-hinged tailgate, but at least it opens from down low, so access is easy.
The new CR-V goes on sale on February 15 and is on show at the Brisbane International Motor Show. (Vehicle details in the show guide are incorrect.)
Civic Hybrid now cleaner, greener
Honda Civic Hybrid
03 June 2006
Gordon Lomas
Honda's Civic hybrid is a late starter to the family but in second generation guise it promises to be cleaner and greener.
The delayed start for the petrol/electric Civic in Australia is a result of Honda facing a global production shortage.
The new car costs $31,990, $2000 more than the first generation Civic hybrid.
This car comes with plenty of goods and chattels and has improvements and refinements in regenerative braking energy while the electric Integrated Motor Assist is up on the original Civic by 46 per cent while torque has taken a 14 per cent hike.
It develops 85kW of power, giving it a 29kW advantage over the Toyota Prius equivalent and creates 170Nm of torque.
There are claimed fuel consumption figures of 4.6 litres/100km (.6 litre better than previous model) but in early real world tests there are indications it is more likely to be up around 6 litres/100km.
To justify buying a hybrid over a standard Civic you would need to own the hybrid for more than 16 years, twice the eight-year battery warranty, at current petrol prices, to see any benefit.
And according to RACQ research it is understood a replacement battery today would cost close to $2000 or about 70 per cent less than the Prius.
The Civic hybrid comes with a compact CVT variable transmission with a wider gear band.
There is a space saver spare but there is room for a full size in the boot well, steering wheel-mounted audio controls and a choice of four colours exclusive to the hybrid.
The IMA powertrain varies on how it functions depending on road conditions.
Both the petrol engine and electric motor work under acceleration and either/or works while cruising, depending on road conditions.
Under deceleration the cylinders shutdown and fuel stops flowing, while the electric motor goes into regenerative braking mode, effectively becoming a generator and recovering energy to feed the rechargeable battery.
There is a nine per cent wider range in gear ratios for this CVT which helps save fuel.
Honda says it will sell 100 a month, optimistically thinking it will pace the Prius.
ON THE ROAD
The Civic is comfortable and ostensibly does not feel a whole lot different to a conventional petrol model.
That is until you spend a few kilometres in one driving around congested Sydney roads.
On a 70km loop course from the Rocks, across the northern beaches to Narrabean and back through North Sydney, the hybrid showed a few of its tricks.
For starters the brakes at first have a wooden feel to them and there appears to be an ABS (anti-lock brakes) pedal kickback.
You can hear the electrics buzz into action when you ride the brakes, sensors sending a signal to the computer so braking power is distributed between hydraulic brakes and the electric generator which maximises regeneration.
This is slightly different to the previous model which had a pre-set regeneration and was not designed for variable proportioning of its braking power. So there is better logic under the new hybrid's skin and it is a sweet ride.
Our fuel figure rested at 7.8litres/100km after 70km and others on the same drive finished at 5.9litres/100km.
The hybrid started to struggle on a couple of climbs, the CVT clearly staying in a higher gear for optimum fuel efficiency.
It is doubtful whether the $10,000-plus premium over a standard Civic is worth the hassle.
Financially, the hybrid is not a viable option at current petrol prices. Only committed greenies may see a benefit in the environment over dollars equation.
Quick squiz: Honda Civic VTi
Honda Civic VTi
15 June 2006
Peter Barnwell
So, it has steel wheels with plastic covers but the base model Honda Civic VTi has plenty to offer discerning buyers in the small car segment.
Emerging as the pace-setter in the class, Civic VTi hits with a killer price of $20,990 which would make other players in the market wince.
Why?
Because the Civic is such a good performer.
This is the eighth generation of a car that started out in 1972 so Honda has had plenty of time to get it right.
This is the biggest Civic, pushing the boundaries to the next size up.
It’s line ball whether Civic has more room inside than the larger Honda Accord Euro.
It has a flat floor for added interior room and is wider than ever.
The boot is large and the rear seat folds, opening an even larger load area.
It has numerous storage options and clever, practical touches dotted about the cabin.
Just because it’s the base model doesn’t mean the VTi is boned-out. It scores airconditioning, anti-lock brake system, dual airbags, a decent audio system, power windows and mirrors and remote central locking.
The engine is a bottler, kicking out 103kW/174Nm while sipping an average of 7.0 litres/100km.
The manual test car showed a clean pair of wheels to plenty of other cars.
It has a distinct sporty flavour to its dynamics and engine performance.
It looks good inside and out with a broad, squat stance and slightly angry looking face.
Aerodynamics are clean with benefits to noise reduction and fuel economy.
A treat to drive, the squared off wheel is great in your hands and the slick changing five-speed manual is like a rifle bolt in operation.
Its clutch is light, the brakes are powerful and the electronic throttle is sensitive.
It grips the road tenaciously thanks to double wishbone suspension and steers with precision.
It takes five adults at a pinch and is comfortable and quiet to travel in.
The dash is deep but looks OK particularly with the multiple meter console and large controls.
Civic weighs 140kgs more than the previous model but the beef hasn’t dulled its performance or economy.
New Civic will keep fans happy
Honda Civic
27 May 2006
Gordon Lomas
The Honda Civic is one of those models — and just about every car maker has them — that has delivered bread and butter to the boardroom table for generations.
Honda relies heavily on the name and many owners hang off the badge's coat tails such is the integrity of the Civic.
It has arrived new for the eighth time since the first one, a much smaller and more modest version, put a new spin on the local small car landscape in the early 1970s.
There are four versions of the newest Civic (including the hybrid petrol/electric) which have joined the heavyweight small car fight led by the Toyota Corolla, Holden Astra and Mazda 3, among others.
Sales have never been hotter in this segment so any contender needs to cut it against some heavy hitters or risk being floored by an uppercut.
There are a few weaknesses in the new eighth generation range but none which threaten to expose the Civic to a knockout blow.
For the most part the Civic remains an extremely well-oiled civil servant to its many thousands of loyal fans.
And what's more there's a Civic for every taste.
So how do the different trim choices measure up?
VTi, $20,990 (add $2000 for automatic)
This is the entree to the range and the base banger has a good dose of standard kit including power windows, single CD player and airconditioning.
It is quite cosy and inviting in this guise and probably the biggest let-down is the low-rent cloth seat trim.
Still, there is a lot of comfort here, good vision and it is easy to find the optimum seating position.
Braking safety hasn't been skimped on either with ABS aided by electric brakeforce distribution helping the four-disc package.
There is a bit more space than the previous model, 70mm longer and 35mm wider.
The 1.8 litre four-cylinder engine, which is claimed to produce 103kW of power, seemed a little dozy on this test although it probably frees up a bit with a few more clicks on the clock.
It is by no means as sprightly as a Mazda 3 or Corolla, biased more toward being neutral in handling.
The VTi offers a good, honest calm ride and there are airbags for the driver and front passenger.
For the main, the interior is neat, tidy and uncluttered. But what is going on with the spacecraft dash layout?
Right smack bang in the middle of where the conventional odo and speedos are is the rev-counter.
Then go up another level, closer to the bottom of the windscreen, and there is a digital speedo which, depending on a driver's height, seating and steering wheel positions, runs the risk of being obscured by the top of the tiller.
It's a little disconcerting and maybe a little distracting initially but there is no doubt that if you get the position just right it is much easier and safer to monitor your speed because you don't have to adjust your line of sight as much as with a conventional dash.
The design of the dash is the one thing that that stands to divide opinion on the latest Civic.
VTi-L, $24,490 (add $2000 for automatic)
This is the luxury-spec and it, along with the Sport and Hybrid, gain front and rear curtain airbags.
And other gains are 15-inch alloy wheels, climate control aircon and a six-disc CD player.
That is the thrust of the difference but don't expect hide-covered seats - there is still the rather drab cloth found in the entry model.
Sport, $29,990 (add $2000 for automatic)
You move from the 1.8 to the 2 litre engine and a rise in power to 114kW but it still doesn't go as hard as it should or could.
But to be fair, the Sport Civic is not meant to be a Type R or Type S, even though the powerplant is a hobbled version from the S.
Where it does gain kudos is the leather seats and sunroof.
There's also a bit more to choose from in the colour and trim department over and above the VTi and VTi-L underlings.
What it does like is to be driven hard, the motor kept on the boil and that's where it does its best work.
Accord perfect for mums
Honda Accord Euro Luxury
04 June 2005
The days of frumpy motherhood are in the past when you slip into a sleek Honda Accord Euro ... but there's still plenty of room for the crew to pile in.
People movers long ago replaced anything motorised and modern in this household, so the chance to show off Euro styling was not to be missed. I could pretend those admiring glances at the lights, the second look in the supermarket car park were for me ... but it's all about the car.
Honda has drawn a faithful market among the over-30s with the Euro. Not surprising, really, when the car comes with an impressive range of options, easy-on-the-wallet prices and sophisticated styling. The on-the-road bells and whistles include cruise control as standard, a six-stacker CD and a list of extras that would put much more expensive models to shame.
With the family on board, safety is paramount and a quick flick through the book shows the car's front and side airbags create an inbuilt cushion of safety.
For the technical-minded, standard safety features include ABS brakes (with electronic brake-force distribution) and stability assist.
But for a mum more used to footy boots and schoolbags piled in the back of the family wagon, the real attraction is the driving manners and the special features. The dash is easy to read, courtesy of a decent-sized display. Interior lights go on and off automatically so there's no scramble in the handbag in the dark – and as for the front seat warmers – yes, please.
Living in a temperate climate doesn't mean that a warm driver's seat wasn't appreciated on a frosty Clare morning. And marriage doesn't mean sharing everything, like his passion for an almost icy travelling temperature. The Euro comes with dual temperature zones for the driver and passenger.
You might think that all those little luxuries add up to a hefty hit on the family budget but the Euro has another pleasant surprise. Priced at $42,500 the Accord Euro Luxury falls within the affordable imported range.
On the open road, the Euro shows the benefit of Honda's years in motorsport. You can't throw F1 cars around a track without learning something about handling and Honda has put all that knowledge into cars which love the open road.
All that and still room in the back for the three juniors. We didn't try a whole weekend away, which might have strained the boot space. But it did accommodate a weekly shop and, after all, there has to be some sacrifice for something that's family friendly and has sex appeal to boot.
LOVE IT LEAVE IT
Honda Accord Euro Luxury five-speed automatic
Price $42,500
LOVE IT
SUPERB handling.
Separate temperature zones for the driver and passenger – he can chill while I stay toasty warm.
LEAVE IT
SPACE, space, space – just a bit more in the boot would be great.
