MotorTrend: Is Honda Returning to Its Sports Car Roots?

At a press conference in early February, Honda CEO Takanobu Ito shocked the world's media when he nonchalantly revealed plans to launch a detuned production version of the V8-powered HSV-010 race car. Of course, he was referring to a road-going variant of the NSX successor project, which was shelved several years ago.

As it turns out, the next NSX (which is expected to be powered by a 400-plus hp V-8) features heavily in the company's renewed plan to pump out as many as three sports cars over the next several years.

Just over six weeks ago, a killer earthquake and tsunami threatened to cancel this about-face from Honda, and rob us of some of the most exciting news to come out of Japan since the Nissan GT-R surfaced three years ago.

But a reliable source close to Honda tells us that while these plans have been postponed as the company sorts out its parts supply problems, they are not dead in the water. In the last few weeks, we have been hearing that Honda is working on a high performance coupe powered by a 3.5 liter V-6 plug-in hybrid, a concept that Ito himself briefly mentioned.

The rebirth of the Acura RSX, the car you see pictured here in an artist's representation, is also on the near-term agenda. According our sources, the next-gen RSX will inherit a version of the just-launched ninth-generation Civic Si's 201 hp, i-VTEC 2.4 liter gas engine with slick 6-speed manual and helical LSD. Fitted with specially tuned sports suspension, the new RSX will also employ an interior inspired by the current Civic Type R and an exterior in a sharp, wedge shape.

Further down the line, Honda is also said to be developing a "more reasonably priced" C-segment sports coupe. Driven by a strong request from North American Honda dealers, this coupe is being developed with that market in mind and will incorporate Accord hardware.

One other concept that we have covered before and awaits the results of Honda's so-called "R-evaluation executive session" is a successor to the Beat. The original Beat was an open-top two-door, mid-engined 660cc minicar that could rev to 8500 rpm, and the next generation promises to be a new interpretation of that concept with a 1.3 to 1.5 liter gas engine. If built, don't expect the Beat to come to the U.S. We have also heard rumors of a hotter CR-Z getting a 190 hp-plus 2.0 liter gas unit, but that's all we have at the moment, rumors.

Source;
http://www.motortrend.com/features/auto_news/2011/1105_is_honda_returning_to_its_sports_car_roots/index.html

2012 Honda Civic HF Review (Natural Gas)

Inside Line: IL Track Tested: 2012 Honda Civic Si Coupe

No, your eyes aren't playing tricks on you. This is not the last gen, but rather the all-new 2012 Honda Civic Si.

For 2012 Honda expanded the stroke and bore of the old 2.0 so now the Civic Si displaces 2.4 liters and produces 201 horsepower at 7,000 rpm and 170 pound-feet of torque at "only" 4,300 rpm. That's 22 percent more torque than the outgoing car, arriving nearly 2,000 rpm sooner.

We walked away from a first drive of the 2012 Honda Civic Si pleased with the additional torque, and the handling was exactly what we expected from the Si. But that was on a Honda-prepped autocross course under careful supervision.

Now that we've got one on home turf, it's time to see what the 2012 Honda Civic Si will do in our performance tests...

Vehicle: 2012 Honda Civic SI Coupe
Date Tested: 5-3-2011
Driver: Chris Walton

Specifications:
Drive Type: Transverse, front-engine, front-wheel drive
Transmission Type: Six-speed manual
Displacement (cc/cu-in): 2,354
Redline (rpm): 7,100
Horsepower (hp @ rpm): 201 @ 7,000
Torque (lb-ft @ rpm): 170 @ 4,300
Steering System: Electric-assist rack-and-pinion power steering
Suspension Type (front): Independent MacPherson struts, coil springs, stabilizer barSuspension Type (rear): Independent multilink, coil springs, lateral links, stabilizer bar
Tire Size (front): 215/45ZR17 (91W)
Tire Size (rear): 215/45ZR17 (91W)
Tire Brand: Michelin Tire Model: Pilot Exalto PE2
Tire Type: Summer performance
Wheel size: 17-by-7 inches front and rear
Wheel material (front/rear): Cast aluminum
As tested Curb Weight (lb): 2,845

Test Results:
Acceleration
0-30 (sec): 2.6 (2.9 with T/C on)
0-45 (sec): 4.6 (4.8 with T/C on)
0-60 (sec): 6.9 (7.1 with T/C on)
0-60 with 1-ft Rollout (sec): 6.6 (6.9 with T/C on)
0-75 (sec): 10.1 (10.2 with T/C on)
1/4-Mile (sec @ mph): 15.1 @ 93.1 (15.3 @ 93.1 with T/C on)

Braking
30-0 (ft): 29
60-0 (ft): 120

Handling
Slalom (mph): 67.3 (62.8 with T/C ON)
Skid Pad Lateral acceleration (g): 0.86 (0.84 with T/C ON)

Sound
Db @ Idle: 43.1
Db @ Full Throttle: 80.4
Db @ 70 mph Cruise: 67.4
RPM @ 70: 3,000

Comments
Acceleration: Power delivery is far more linear than previous 2.0L Si engine, but i-VTEC is still evident -- more audible than palpable, though. With trac off, it's tricky to launch with just-right wheelspin, but it can be done and subtracts about a half-second from time. It's difficult to hang revs at a desired rpm because the throttle is so sensitive and revs climb and drop with a millimeter of throttle travel. Shifter is still very good, but feels ike it has a longer throw than previous Si's.

Braking: Some initial pedal travel, then very firm thereafter. Not much initial bite. Zero ABS buzz, little tire squeal, but rear end gets light and wiggles side-to-side.

Handling: Skid pad: With ESC off, gently understeers all the way around. "Steering" with the throttle doesn't work -- no rotation possible. With ESC on, the system grabs a brake and keeps it just inside understeer. Steering weight is good -- not too heavy or light or electric-feeling.

Slalom: With ESC off, the car is sensitive to entry speed and likes to rotate off-throttle. Best run was entry at just barely sub-limit, then barely adjust throttle for a tiny bit of rotation at each cone, then MASH the throttle at exit. It's a delicate technique, and there's probably +1 mph left, but this would be a "perfect" run. With ESC on, it's punishing to the slightest bit of tire howl or sliding -- hence slow.





Source;
http://blogs.insideline.com/straightline/2011/05/il-track-tested-2012-honda-civic-si-coupe.html

Auto123: 2011 Honda Pilot Touring Review

By Michel Deslauriers
Thursday, May 05, 2011
Honda can, without a doubt, be considered an environmentally friendly car company. Their small cars, the Fit and the Civic, are versatile, fuel-efficient and produce low levels of CO2 emissions. Their hybrid models, the Insight and CR-Z, are extremely efficient. So how can they justify an 8-passenger SUV in their product line-up?

Well, it has to maximize fuel economy. It has to maximize interior space. And it has to avoid being perceived by the public as a dirty, socially-irresponsable truck. The Pilot manages to meet at least two of these three conditions.

Under the hood of the Pilot resides a 24-valve, 3.5-litre V6 that’s found in various Honda and Acura products. In this case, it gets cylinder deactivation systems across the model range and develops 250 horsepower as well as 253 pound-feet of torque. The sole transmission choice is a 5-speed automatic; Honda does have a 6-speed in the tool shed, which equips the Odyssey Touring and several Acura models, so why don’t they quit fooling around and put it in the Pilot?

Whatever. Zero to 100 takes 8.8 seconds, which isn’t bad by truck standards, but some of its rivals are quicker. As for fuel economy, our average of 13.2 L/100 km is decent but didn’t trigger any high-fives in the office. The Advanced VCM system, or Variable Cylinder Management, helps a little but isn’t a miracle worker.

The V6 is smooth while providing enough muscle for a tow rating of 4,500 pounds (or 2,045 kg). That’s better than the Mazda CX-9, but not as good as pretty much every other mid-size, 7- or 8-passenger SUV.

The VTM-4 all-wheel drive system works the front wheels under normal conditions, and sends up to 70 percent of engine torque back to the rear during acceleration or when wheel slippage is detected. The system can be locked in four-wheel mode with the help of a dash-mounted button, but it only works under about 30 km/h.

The Pilot is a trooper on the highway, but the driving experience is tarnished by a steering rack that doesn’t send up enough road feel. Change lanes on a snowy day, and you’ll barely feel that strip of slush as you merge back into the slow lane; it should be more communicative.

The cockpit’s overall appearance is industrial-strength robust, although the dash piece seams at the top of the centre stack spoil it a little. It takes a few days to get used to the climate control switchgear, while the sound system includes a USB port in the Touring trim only; however, you can flip through music folders by holding down the song-skip buttons on the wheel, which is practical. Oh yeah, the rear-seat DVD with wireless headphones works beautifully for the kiddies.

We’re a little less enthusiastic about the navigation system. While relatively easy to use, spelling out a city or a street name by turning the system’s control knob isn’t a quick operation. The navigation display’s crude graphics makes me feel like I’ve fired up my Super Nintendo console.

Space-wise, the Pilot’s interior is muy grande. All three rows can accommodate adults, a pretty rare accomplishment in this vehicle category. Imagine a bus built by Honda, and it would look a lot like the Pilot. The Touring trim also benefits from heated front and outboard second-row seats. Visibility all around is great, and the truck’s narrow turning radius makes it easy to park.

Cargo space with the second and third rows of seats folded amounts to 2,464 litres; that’s bigger than in the Ford Explorer and Nissan Pathfinder, but smaller than in the Mazda CX-9 and way smaller than in the Chevrolet Traverse/GMC Acadia twins. The tailgate window can also be opened separately.

In general, though, the Pilot feels solid. Not just solid, but Tonka truck durable. The Pilot’s squared-off look doesn’t offend anyone, and the truck’s front fascia also makes it socially acceptable because it looks sympathetic, not truckish.

The entry price for a LX 2WD model is $34,820 before tax, freight and delivery charges. The Touring version we’re driving this week escalates the price ladder like the yodeling mountain climber in The Price is Right, reaching $48,420. Ouch.

But wait. Similarly-equipped rivals are also a wallet-drain. A Chevrolet Traverse 2LT AWD costs $54,720. A Mazda CX-9 GT AWD costs $49,790. A Nissan Pathfinder LE costs $52,548. A Toyota 4Runner Limited costs $49,665. A Dodge Durango Crew Plus costs $48,995. Actually, only the $46,999 Ford Explorer Limited and the $44,900 Toyota Highlander Limited are cheaper, although the latter doesn’t offer a rear-seat DVD.

With every passing year, the competition gets better and better, and the Pilot needs to stay in the game. In typical Honda product mid-cycle fashion, a facelift should arrive in 2012; we’ll see what other changes will be made.

Still, the Pilot is a competent, practical SUV that’s easy to live with. It maximizes interior space, it arguably consumes a reasonable amount of fuel, and its lack of aggressiveness prevents it from being conceived as an environmentally-unfriendly vehicle. Can the Pilot justify its presence in Honda’s line-up? We think so.

Source;
http://www.auto123.com/en/honda/pilot/2011/review?carid=1112301205&printable=1&artid=130547

Jalopnik: How Toyota tried to bar a blog from mentioning them ever again

Interesting read....
Toyota has sparked a controversy in Brazil for attempting to legally bar a media outlet that dared publish spy shots of a new Corolla from ever mentioning the Toyota brand name again. Jalopnik Brazil editor Leo Nishihata explains. — Ed.

About a month ago, spy shots of an upcoming Corolla published by the Brazilian blog Notícias Automotivas triggered something unheard of: an auto manufacturer attempting to permanently bar a media outlet from mentioning its brand. Now other outlets are starting to push back. Is it worth it, Toyota?

At first sight, the letter written by lawyer Rosana Bermejo is so superficial it could be phony. It wastes several lines extolling the history and image of Toyota in Brazil until it gets to March 23rd, when a post on Noticias Automotivas presented pictures and details of the Toyota Corolla S, a version to be launched in Brazil in 2012.

According to Eber do Carmo, editor-in-chief of Noticias Automotivas, the post has been written after spy shots were sent by a reader, and accurate info obtained from sources in the plant. (The article has been removed, but it is still available in Google cache.)

In its notification (PDF), Toyota claims that this release constitues "unfair business practice" and that "such release is unfit and unauthorized, causing Toyota a huge damage, once the release of those images spoils the customer's expectation towards news about the product."

For the rest of the article, follow the link;
http://ca.jalopnik.com/5797750/how-toyota-tried-to-bar-a-blog-from-mentioning-them-ever-again

Honda to build new CR-V in Alliston, shift MDX to Alabama

It's a day of mixed news at Honda of Canada Manufacturing (HCM) as employees were informed this morning that the automaker's redesigned 2012 CR-V will be built in Alliston, while the Acura MDX production is transferring to Alabama in 2013.

Auto industry analysts have been speculating for months about Honda's plans for its crossover vehicle - a mix of sports utility and hatchback/station wagon. It's anticipated to make its debut later this year at the Los Angeles Auto Show, and scheduled to start appearing in dealer showrooms this fall.

Honda introduced North American CR-V production at its East Liberty, Ohio, and Mexican plant, for the 2007 model year.

"The CRV has continued to gain in market share, and is the second-highest-selling Honda vehicle in terms of Honda Canada's sales, " noted Lisa Timpf, HCM's Manager of Associates, in an email to Free Press Online. "By producing the CRV and Civic at HCM, we will be building in Canada more than 50 per cent (by volume) of the products Honda Canada sells."

However, that news was tempered by the continuing production slow downs due to the parts situation as a result of the Japan earthquake and tsunami.

"We anticipate the adjustments will need to continue through the summer months, and have identified the detailed schedule for May and June 2011," wrote Ms. Timpf. "This includes (now that we know it's a longer term picture) running non-production days on Mondays and Fridays through May at all HCM plants. For the majority of these days, Associates continue to have the option to work, or to take time off. For one of these days, Associates will be asked to take time off only, but we are providing some flexibility for coverage by pulling ahead a bonus normally paid out in June, and allowing them to convert it into floater days if they wish, to use to cover non production time. So we are trying to minimize the impact on Associates by giving them options.

During the month of June (starting June 6), Plant 1 and Engine Plant will go to one shift, to allow us to use some of the manpower freed up to cover vacation and work on key business activities.

All Associates will still continue to work, so condensing to one shift is simply an issue of re-allocating manpower. Plant 2 will have a similar schedule to May (ie Mondays and Fridays designated as non production days), and will continue to operate on two shifts. Plant 1 and Engine Plant will work 8 hour days on one shift throughout June, with the exception of two Fridays where all HCM Associates will be asked to exercise one of their time off options (vacation, floater, unpaid, etc. at their choice)."

HCM employs more than 4,200 people at its two assembly plants in Alliston.

Source;

http://www.madhunt.com/honda-crv-allistn-20110502.html