2008 Honda Civic Type-R - www.robson.m3rlin.org

Honda debuted a Type R concept for the European Civic at the 2006 Geneva Motor Show; the Type R has a 2.0 litre 201 bhp (150 kW) at 7800 rpm I4. The suspension uses McPherson struts up front and a torsion beam in the back, while the car itself was initially thought to be lighter than the standard Civic as dictated by Honda Type R philosophy. Sophisticated handling aids such as traction control were initially thought to be completely eschewed for a purer, more soulful driving character. In the end, Honda did include a special version of their VSA (Vehicle Stability Assist) that was specifically tuned to the car so as to better adhere to said philosophy. The Type R went on sale in the UK in February or March 2007, and is scheduled to reach Australia in July the same year. The European Civic Type R also went on sale in Brunei.The JDM/ASIAN(ex. China) market 4-door Civic Type R went on sale on March 29, 2007. The Type R powered by an uprated K20A 2.0 litre iVTEC engine producing 225 PS (165 kW) at 8000 rpm (Available in Japan and Malaysia only), while the other JDM markets have 201 bhp (150 kW) at 7800 rpm and comes with a specially tuned sports suspension that includes new Brembo brakes. The prototype Type R was used as the official car of the Formula 1 2006 Japanese Grand Prix. This will mark the first time that Honda will produce two separate distinct Civic Type R models.

Mugen’s Civic RR which is the Type R sedans uprated model is available in Japan. The Mugen RR sheds an additional 10kg (22 lbs) off the standard Civic Type R’s weight, coming in at 2,733 lb (1,240 kg). In addition to the weight loss, the freer-breathing Mugen RR picks up 15 horsepower (11 kW) over the regular Type R. It’s rated at 240 horsepower (180 kW) at 8,000 rpm and 160 ft·lbf (220 N·m) at 7,000 rpm.

Complementing the added power and decreased weight are a new bodykit, upgraded brakes all around, a retuned suspension, new wheels and tires, and logo-emblazoned Recaro sport buckets. Availability is limited to 300 cars, all in the Milan Red finish shown, and the pricing in Japan has been set at ¥4,777,500 ($38,750 USD).

2008 Honda Civic Type-R - www.robson.m3rlin.org

IF you’re taking the time to read this you’ll probably know about the Honda Civic Type–R – its reputation goes before it.
That’s because the cars from the Honda stable deemed fit for the red ‘H’ badge have never failed to impress.

The ‘R’ affixed to the Type stands, of course, for racing. It is the equivalent of an archers two bow-fingered salute to all and sundry.
It is an instant indication that the car will be lean, taught, quick and aggressive.
In 2001, the outgoing Civic Type-R was launched and was all of the above and more.

It was raucous and the suspension was stiff bordering on uncomfortable. The V-TEC engine was a rev-happy gem of a unit and the close-knit ‘box put race-day feel into the driver’s grasp.
It was in fact the second coming of the hot hatch. People were harping back to the original Golf and Peugeot 205 GTis.
It scooped so many industry awards it became embarrassing and so its successor had to be special or face obscurity.

Honda has not disappointed. When the first images of the new Type–R hit the press it sent rivals skittling.
It’s edgy lines, sharp contours, and sleek styling touches made it an instant hit.
In its yellow paintwork the cry from pun lovers was ‘mustard’ but that didn’t really tell us very much about its credentials.

The truth is that in comparison with its predecessor, which I absolutely adore, the new Civic Type-R is more of a French mustard than an English.

It’s milder and easier on the palette – much less likely to shoot up your nose making water gush from every orifice.
The ride is softer, the gears are longer and the V-TEC engine works across a broader range of engine revolutions.
I say the ride is ’softer’. To the majority of people it will feel just that in comparison with the 2001 model.

Your connoisseur of chassis though will tell you it is not softer, it’s merely better damped and more dynamic.
Honda has also plumped for a torsion-based rear suspension set-up over an independent version.
This all makes this car an absolute phenomenon in the corners. It feels totally wired into the road in a way I’ve rarely experienced.

Lift off before an apex and the shift in the car’s centre of gravity, which would have some of the lardier ‘hot hatches’ in the sector barrelling for the hedge bottom, is nowhere to be seen.

Not that you’ll want to lift off. This 2-litre iV-TEC engine is naturally aspirated for a smooth power delivery.
It also has two camshafts. This the car’s piece de resistance which is every petrol heads joie do vivre.

Essentially, operating on two cams gives you the best of both worlds.
On the one hand you can potter about in the way the Civic was previously renowned, or, you can floor it and when the red light illuminates on the dashboard you’re on your way to unleashing the full 201bhp which comes screaming in at a peak of 7,800 revs.

Other performace hatches can only dream of such falsetto engine notes.
You’ll hit 60mph in 6.6seconds and will be on your way to a top speed of 146mph. All this in tandem with a 31mpg combined fuel figure. Impressive eh?
Inside the layout is modern and funky and belies the car’s £17,627 opening price tag.

You could and should opt for the GT version – £1,000 extra – for front fog lights, dual-zone climate control, cruise control, side curtain airbags, a lockable glovebox, power-folding door mirrors and automatic headlights.
If you love driving for driving’s sake – you’ll love this car.

The N22A2’s 85-mm (3.35-in) bore and relatively long 97.1-mm (3.82-in) crankshaft stroke help create an arrow package, enabling the engine to fit transversely in the compact Civic’s engine bay. The current 16.7:l compression ratio and 4500-rpm redline are expected to carry over to the U.S. version, engineers said. Rated output of the i-CTDi-140 hp (104 kW) at 4000 rpm, and 251 1b.ft (340 N.m) at 2000 rpm-is likely to be moderately increased for the i-DTEC applications in the U.S. To meet EPA Tier 2 Bin 5 regulations, currently the world’s most stringent a emissions standards, and ith an eye toward the even tougher California SULEV (super ultra low emission vehicle) standards (the equivalent of EPA Bin 2).

Honda diesel engineers focused on reducing engine-out emissions through advanced combustion control, coupled with unique after treatment technology. Therefore, i-DTEC will feature a premixed-charge combustion process known as PCCI. This is a diesel variation of homogeneous-charge compression ignition (HCCI) in gasoline engines. Both processes require monitoring and feedback of individual cylinder pressure for optimum operation.

Honda engineers at Moteginoted that a closed-loop-type feedback system is in development for i-DTEC. And the engine runs very high rates (up to 80%) of cooled exhaust gas recirculation (EGR). While final calibration and certification of i-DTEC is still under way (as this issue went to press), key components shown by Honda engineers include Mahle pistons with specially optimized combustion bowls, a Garrett variable-geometry turbocharger with stainless-steel exhaust manifold, and dedicated fuel injectors. With injection timing initiated close to top-dead center, NOx and particulate emissions in partial-load operation are virtually zero, according to Yasuyuki Sando, Honda’s Senior Manager of Advanced Powertrain.

Sando presented an overview of i-DTEC at the 2006 Diesel Engine-Efficiency and Emissions Research (DEER) Conference. The key to meeting Bin 5’s ultra-low 0.07-g/km NOx emissions level is a new after treatment system, development of which was led by Honda. Its centerpiece is a lean-NOx catalyst constructed in two layers. One layer adsorbs NOx from the exhaust gas and converts some of it into small amounts of ammonia. The other layer adsorbs the ammonia and uses it as a reagent to convert the remaining NOx in the exhaust into nitrogen (N,). There is no need for urea injection (selective catalytic reduction or SCR) and its inherent complexity nd cost, which Honda engineers said they wanted to avoid. They claimed the “hybrid LNT” (leanNOx trap) system is scalable and can be Bin-5 compliant in use on larger vehicles and engine displacements.

Whether a diesel vehicle requires SCR  or just an LNT to meet Bin 5 emissions levels is basically a road-load formula that depends on vehicle mass, aerodynamics, and rolling resistance. Some vehicles are better than others on these parameters, but the dominant factor tends to be mass. For sedans and wagons in the Accord and CR-V segments, the curb-mass threshold where LNTare not economical to accomplish adequate NOx conversion is about 4000 lb (1815 kg).

Another factor is the EPA supplemental test cycle for US. Certification such US ‘06. In such tests a diesel vehicle ten

to produce a lot more NOx while moving out of the range where LNTs are most effective. Still, diesel engineers small- and light-enough vehicle with good road-load characteristic and appropriately sized engines with the right emissions-control technologies will deed be viable for Bin 5 without having to resort to an SCR-based strategy for NOX.

The challenge for Honda’s ne i-DTEC and other-diesels entering the U.S. market in 2008-2010 is how to retain their typical 25-40% fuel efficiency advantage vs. gasoline engines, while cost-effectively meeting the increasingly stringent emissions standards. Regenerating not only the LNT but also the diesel-particulate filter (DPF) at regular operating intervals can incur a fuel-efficiency penalty of up to 5%. And if a power train and LNT system give up too much fuel efficiency to meet emissions, then it starts to feel the heat from increasingly efficient gasoline engines that may be nipping at diesels’ heels. Although this point was noted by Honda engineers at the Tokyo show and Motegi proving ground, during discussions on the future of light-duty diesels, it did not sway their confidence in the i-DTEC technologies.

Only thing is, it’s a non-functional concept with little hope of hitting the market anytime soon if history serves. Good news for GM but bad news for consumers. As a wise man of consumer electronics once said:

“You know how you see a show car, and it’s really cool, and then four years later you see the production car, and it sucks? And you go, What happened? They had it! They had it in the palm of their hands! They grabbed defeat from the jaws of victory! What happened was, the designers came up with this really great idea. Then they take it to the engineers, and the engineers go, ‘Nah, we can’t do that. That’s impossible.’ And so it gets a lot worse. Then they take it to the manufacturing people, and they go, ‘We can’t build that!’ And it gets a lot worse.

2008 – Honda today revealed the Honda FC Sport design study model, a hydrogen-powered, three-seat sports car concept, at the 2008 Los Angeles Auto Show.
The FC Sport emphasizes the design flexibility and potential of Honda’s V Flow fuel cell technology – already deployed in the Honda FCX Clarity sedan – and reconfigures it into a lightweight sports car design with an ultra-low center of gravity, powerful electric motor performance and zero-emissions. The design study concept is inspired by supercar levels of performance through low weight and a high-performance, electrically driven fuel cell powertrain.

“The Honda FC Sport explores how to satisfy automotive performance enthusiasts in a world beyond petroleum,” said Dan Bonawitz, vice president of American Honda Motor Co., Inc. “People who love sports cars will still have a reason to love in a hydrogen-powered future.”

The high-output Honda fuel cell powertrain and a sleek, aerodynamic body contribute to the vehicle’s performance potential. A modular approach to fuel cell component packaging and the electric drivetrain contribute to the FC Sport’s low center of gravity with the majority of vehicle mass distributed between the axles, creating the balanced weight distribution sought after in sports cars.

The ideal placement of the Honda V-Flow fuel cell stack and related components demonstrates the benefits of a platform-specific, hydrogen-powered fuel cell powertrain. The FC Sport is configured to accommodate a custom-formed high-power fuel cell stack, located between the rear seats, and a battery pack placed low in the middle of the vehicle. The electric motor resides just forward of the rear axle. Two fuel storage tanks, visible from above, are located above the rear axle.

The optimal placement of fuel cell components for performance also allows for a relatively large passenger cabin by conventional supercar standards with enough space for three seating positions. The interior layout focuses primarily on the driver with a racecar-like center driving position. The enclosed canopy opens upward from the rear to allow for entry and exit. Two rear passenger seats flank the driver’s left and right side.

The sleek, low-profile body is designed to convey a high-technology appearance with sculpting that combines angular shapes in the front of the vehicle that taper into geometric, hex forms in the rear. The rear hex forms house cooling radiators for the fuel cell. Formula 1-style barge boards behind the front wheels enhance high speed aerodynamics and convey the vehicle’s racing pedigree. The hydrogen storage tanks, visible from the rear deck, showcase the FC Sports fuel cell technology in much the same way that a “naked bike” motorcycle showcases its engineering technology.

The glacier white body color conveys the FC Sport’s clean environmental aspirations while the dark wheels and deeply tinted glass provide a symbolic contrast befitting of the vehicle’s unique combination of clean power and high performance. Green construction techniques further contribute to a reduced carbon footprint. An organic, bio-structure theme is carried through to the body construction where exterior panels are intended to use plant-derived bio-plastics.

The Advanced Design Studio of Honda R&D Americas, in Pasadena, California, developed the FC Sport design study with the primary objective of using existing fuel cell technology as the basis for an ultimate Honda sports car. Designer Jason Wilbur led the design efforts.

Honda R&D Americas, Inc. began its operations in California in 1975 with local market research activities and has steadily grown its capabilities over the past 33 years to include all aspects of new vehicle design and development. Recent development efforts include trend-setting products such as the Honda Pilot, Ridgeline, Element, Civic Coupe and Civic Si.

In 2008, the company opened two new design centers in Southern California: the Acura Design Studio (Torrance), for the research and design of new Acura products; and the Advanced Design Studio (Pasadena), for the exploration and development of advanced design themes for both Honda and Acura.

The company operates 11 major R&D facilities in North America, including a full vehicle development center in Raymond, Ohio, and three design studios in Southern California. Honda R&D designers, engineers and support personnel are engaged in the development of Honda and Acura automobiles, powersports products, and power equipment for North America and global markets. The company’s main centers of operation include the Los Angeles Center (Torrance, California), responsible for market research, concept development and styling design; the Ohio Center (Raymond, Ohio), responsible for complete product development, testing, and support of North American supplier and manufacturing operations; and a dynamic test facility in Cantil, California.

SOURCE: http://www.honda.com

For a moment, after pressing the little red “Start” button, it seems like nothing has happened. Suddenly, a kaleidoscope of colors erupts from the multi-level instrument panel, followed by the soft whine of a compressor. Honda’s new FCX fuel-cell vehicle has come to life.

As regular readers of TheCarConnection.com are well aware, virtually every automaker is tinkering with hydrogen technology, and for good reason. Whether you burn the lightweight gas in an internal combustion engine or feed it into a fuel cell stack, what you get on the “dirty side” is effectively no more than water vapor. In a world worrying about smog and global warming, hydrogen is seen, by many, as the ultimate clean fuel.

In recent months, we’ve had the opportunity to test a variety of hydrogen-powered prototypes, such as the Chevrolet Equinox fuel-cell vehicle and BMW’s Hydrogen-7, which goes the internal combustion route. But Honda’s FCX takes the technology to an entirely new level.

First seen at the 2005 Tokyo Motor Show, Honda plans to begin leasing the FCX for $600 a month, and not just to carefully selected corporate fleets, but to everyday consumers. The costly experiment is also a risky one, exposing the Clarity to all the daily challenges faced by your typical motorist, from bad weather to fussy infants.

“The FCX Clarity is a shining symbol of the progress we’ve made with fuel cell vehicles and of our belief in the promise of this technology,” proclaims American Honda president and CEO Tetsuo Iwamura. “Step by step, with continuous effort, commitment and focus, we are working to overcome obstacles to the mass-market potential of zero-emissions hydrogen fuel-cell automobiles.”

While the first retail customers will still have to wait a few months, we were given the chance to take the FCX for a spin around Los Angeles, starting out in Santa Monica, then heading up the coast to fire-ravaged Malibu . During our time behind the wheel, we had the chance to put the fuel-cell vehicle through a variety of different situations, from city streets to open highways, charging up steep inclines and around twisty canyon roads. And our overall impression? Well, we’ll get to that, in a moment.

A hydrogen-powered jellybean

Honda has actually applied the FCX badge to several vehicles. The outgoing model is a chunky-looking Japanese hatchback. The new edition is decidedly more stylish – and roomy. Honda has learned a valuable lesson from its Japanese rival, Toyota , whose Prius is a distinctive visual standout. You won’t miss the Clarity, either, and during our drive, it seemed like everyone wanted a closer look.

The FCX is a futuristic jellybean, first impressions suggesting a cross between the new Honda Accord and the Prius. Toss in a dash of the Honda CR-Z concept vehicle that debuted in Tokyo, last month – at least the show car’s split rear glass, which folds over into the tailgate. If we had any complaint, surprisingly, it was rear visibility, despite the sedan’s expanse of glass.

Inside, the compact FCX would likely qualify as a full-size four-door; even with the driver’s seat set to handle my 6′2″ frame, there was plenty of legroom in the back. The sedan’s instrument panel vaguely resembles that of the new Accord, with its stairstep layout. There’s a huge, high-res LCD for the built-in navigation system, or to display the complex power system at work underneath. The instrument panel centers around a flashing, multi-color cluster that looks a lot like Tokyo at night, and can be nearly as distracting, as you struggle to understand what the various fluorescent readouts signify.

Our test car had a surprising number of little fit-and-finish problems, but we’re willing to give Honda a pass, considering this is a prototype of an extremely low-volume, largely hand-built car. Nonetheless, we’re hoping for typically Honda-level refinement when the first cars actually reach customers.

The FCX is extremely well-equipped, overall, with niceties such as dual-zone digital climate control, adaptive (radar) cruise control, voice-activated navigation, and a sweet AM/FM/CD/XM audio system with a jack for your iPod or MP3 player.

Oddly, while the doors and windows are power-operated, the seats are manual. Then again, maybe not, as weight clearly matters when you’re going for maximum mileage.

In terms of safety, the FCX Clarity is equally well-equipped, with six airbags, anti-lock brakes, stability and traction control, active headrests, and a radar-guided collision mitigation system.

Under pressure

Though it’s extremely aerodynamic, the FCX uses a conventional steel body, with a steel chassis and aluminum subframe, rather than the costly, ultralight materials that could have been used. Even so, the numbers are impressive. The FCX delivers an estimated range of 270 miles on a tank full of hydrogen. Since it holds four kilograms of the stuff, that works out to an equated 68 miles per gallon. (The EPA considers a kilogram of hydrogen to equal a gallon of gas.)

A bit of a primer is called for here. A fuel cell “stack” consists of a series of permeable membranes coated with noble metals, including platinum, rhodium and palladium. The hydrogen passes through the membrane, in the process shedding an electron, the basic stuff of the electricity that runs a fuel-cell vehicle’s electric motor. When the hydrogen combines with air, it forms water, which you can spot coming out of the FCX tailpipe as either steam or a spray of liquid.

The latest-generation Honda stack, along with the rest of the fuel-cell system, is about 400 pounds lighter than in the earlier FCX, the stack itself now about a fifth the size of early stacks. The overall drive system, company officials note, is roughly the same size as a comparable gasoline-electric drivetrain. It’s also able to handle the worst heat a driver might experience in Southern California, as well as a low of -30 degrees Celsius (about -22 F).

Honda notably chose to go with a “low-pressure” fuel tank, storing those 4 kg of hydrogen at 350 bar, or 5000 psi. General Motors, with its new Equinox FCV, is opting for higher 700 bar/10,000 psi pressures, but that raises storage costs significantly, requires tremendous energy to compress the gas, and doesn’t quite double the amount of hydrogen you can store in a given space. The industry is likely to keep the storage debate going for a number of years.

Firing up the Clarity is simple: just press the start button. It takes a few seconds for the system to come alive, but once it does, you simply shift into gear, with an IP-mounted contraption that vaguely resembles a BMW 7-Series shifter.

Step on the throttle and you’re likely to be surprised by the Clarity’s aggressive launch. The system produces 100 kilowatts of power, with a modest additional assist from the onboard batteries, which operate much like those in today’s gas-electric hybrids. That works out to a seemingly modest 134 horsepower, but the numbers underrate the actual kick of an electric drive system, where you get maximum torque the moment the motor starts to turn.

From 0 to 30 mph, the FCX delivers some serious acceleration. It slacks off as you approach highway speed, but that doesn’t mean it’s a slouch. We were able to easily merge onto the congested I-10, in Santa Monica , and quickly soared to near 90 mph. Certainly, around town, the FCX Clarity will keep up with traffic.

Canyon agility

Later, as we headed up the busy Pacific Coast Highway toward Malibu , we were impressed with the agility of the sedan, which smoothly zipped from lane-to-lane. As we turned off onto Malibu Canyon Road , the fuel-cell vehicle shot up the steep incline without any hesitation, weaving and bobbing through the fire-ravaged canyon about as nimbly as the new Accord. Credit the Clarity’s double-wishbone suspension – and Honda engineers who were able to package the hefty fuel cell components as low as possible. The stack, for example, is actually mounted below the sedan’s center console.

One of the most striking features of any fuel-cell vehicle is the distinct lack of traditional powertrain noises. Instead, you suddenly discover all sorts of sounds normally muffled beneath, like controls and pumps – especially the compressor driving air into the fuel-cell stack.

The somewhat high-pitched noise, along with the sound of the drive’s electric motor, takes some time getting used to, though in the FCX, it’s a significant amount quieter than the screeching of earlier fuel-cell vehicles.

How many customers Honda hopes to attract when it starts leasing the FCX next year, it isn’t saying. The company is “waiting to gauge the market’s reaction,” insists U.S. marketing chief Will Walton. Several factors suggest the initial reaction is likely to be quite positive. GM was besieged by thousands of potential users of the fuel-cell Equinox, which is will loan out for three-month stints starting in early 2008. And the special Honda FCX Web site has crashed several times from all the demand, since the automaker announced the lease program at the L.A. Auto Show last week.

Though final details haven’t been released, the basics are simple: customers will pay $600 a month, over the course of three-year leases, a figure including both maintenance and insurance.

All well and good, but what about the hydrogen? Under pressure from the state, the auto industry has been flooding the California market with hydrogen prototypes, and that’s encouraging the development of a real service-station infrastructure. It also helps that there’s a ready supply of the gas, which is produced for the various refineries that dot the Southern California coast.

Honda officials expect as many as 30 hydrogen pumps to be available next year. The fuel should cost about $5 a kilogram, meanwhile, so on a per-mile basis, the FCX will actually prove more affordable than comparably-sized sedans (except, perhaps, the Prius). Refueling times, of about five minutes are similar to what it takes to fill up an empty gasoline tank.

While the first Clarity sedans will be leased in the L.A. area, Honda officials would like to extend the experiment to other parts of the country. While they declined to discuss firm plans, we would expect to see the lease program expand to Washington, D.C., and even the New York City area, if things go well. That would certainly give a better sense for how the FCX would operate in winter weather.

Would we drive an FCX? Absolutely. In fact, if we can convince Honda to deliver one to Detroit , we hope to offer an even more in-depth review, sometime in the near future. The Clarity may not be the future, but it’s certainly pointing in that direction.

2009 Honda FCX Clarity

Base price: Three-year lease, $600/month
Engine: Fuel cell and 288-volt lithium battery, 134 hp/189 lb-ft
Transmission: Direct-drive electric motor, front-wheel drive
Length x width x height: 190.3 x 72.7 x 57.8 in
Wheelbase: 110.2 in
Curb weight: 3582 lb
Fuel economy (EPA city/hwy): 68 mpg combined EPA cycle (est.)

Major standard features: Power windows/locks/mirrors; AM/FM/CD/XM/MP3 audio system with iPod input and steering wheel-mounted audio controls; dual-zone climate control; remote keyless entry; tilt/telescope steering wheel; alloy wheels; voice-operated navigation; active (radar-guided) cruise control

Safety features: Anti-lock brakes, traction and stability control; dual front, side and curtain airbags; tire pressure monitors

American Honda Finance Corp. Closed end lease for 2008 FCX Clarity, for qualified lessees meeting specific use and operation requirements. Not all applicants will qualify. No purchase option. Zero capitalized cost reduction. Taxes, license, title fees, liability insurance extra. Monthly payments of $600.00 for 36 months. Total monthly payments $21,600.00. No mileage limitation or excess mileage cost. See one of three authorized FCX Clarity dealers for complete details.

When the new 2009 Honda Pilot turned up as a concept at the Detroit Auto Show in January, most observers were decidedly underwhelmed. Unlike many other recent crossovers, notably the GM Lambdas, Honda chose to go with a decidedly more utilitarian look for the second-generation Pilot. As Honda officials explained when we gathered for a preview drive of the 2009 Pilot, they wanted to retain the “Utility” in CUV and a big part of that involved maximizing the useful interior volume within the Pilot’s relatively modest exterior dimensions. That means a boxy shape that provides room for up to eight (at least as defined by the seat-belts) inside.

While the Pilot won’t be challenging the Buick Enclave or Mazda CX-9 for style points, it isn’t too painful on the eyes. It’s more a case of being almost invisible. The greenhouse is actually strongly reminiscent of the first generation Jeep Liberty, only longer. In spite of the rather barn like shape, it’s actually more aerodynamic than the original Pilot, resulting in substantially less wind noise. In fact, the Pilot has a whole range of improvements that reduce noise, which we’ll explore a bit later. There are also some things that might be considered a step backwards. Read on after the jump to learn about our first drive in the new Pilot.

Let’s cut to the chase. Setting aside the Pilot’s appearance, the new unit is generally a much better vehicle than the 2008 model. Under the hood, propulsion still comes from a 3.5-liter V6 with a slew of upgrades. The new engine spins out 250 hp and 253 pound-feet of torque, increases of 6 hp and 13 lb.-ft. respectively. Fuel economy picks up 1 mpg across the board, thanks in part to a new version of Honda’s variable cylinder management (VCM) deactivation system. Previously, VCM would simply shut off one bank of cylinders. The new version can run on three, four or six cylinders, with four-cylinder mode available by disabling one cylinder on each bank.

The unibody has seen one of the most significant upgrades, with high strength steels growing from 13-percent of the body structure to 52-percent, resulting in seriously improved rigidity. Honda has also implemented what it calls Advanced Compatibility Engineering (ACE) into the structure. According to Honda, ACE provides better protection for occupants in the event of a crash involving vehicles with different bumper heights. The extra inch of body width on the new model also meant that Honda was able to fit a third LATCH position in the middle row for mounting child seats. A fourth kid seat can be mounted in the third row. The second row seats are split 60/40 and each can slide forward independently to provide some extra leg room for those relegated to the back forty.

Speaking of that rear-most row, hip room in the back-back is only 48.4 inches. With the middle seat pulled forward, there’s a reasonable amount of leg room, but using all three nominal seating positions will require either super model-thin passengers or some extreme coziness. The seat is mounted high off the floor, so passengers won’t be sitting “knees up” like they do in the much larger Chevy Tahoe SUV. However, if you go back to the 48.4-inch hip dimension for a moment, you’ll notice that is slightly more than four feet. That means if you fold the second and third rows of seats, you can lay the proverbial 4′x8′ sheet of plywood flat.

As always, the prime seats are up front and here Honda shines. Just like the Accord, the Pilot’s seats are wonderfully comfortable and supportive. The instrument cluster has an interesting new look. The gauges have transparent front faces and the needles are reminiscent of a vintage radio dial. The shift lever has moved from the steering column to the center stack, below and to the left of the audio system. Where the new Pilot falls down is the materials and assembly of the dashboard. The plastics are hard and the textures look cheaper than those in a Honda Fit. Perhaps worst of all is the fit and placement of some the seams. Compared to the current version, the new model looks distinctly cost reduced.

Fortunately, that’s really the only area that feels cheaper. The driving experience is vastly improved, beginning with engine noise. The new Pilot has both active engine mounts and active noise cancellation. Combined with the much improved structure, the interior environment of the Pilot is downright serene in everything from the base model up to the new, top-end Touring model. Another advantage of a stiff structure is that it allows the suspension to work more efficiently. The Pilot feels more compliant, soaking up the heavily patched pavement in a controlled and compliant manner. In transient maneuvers, the 4,500-pound Pilot feels lighter and more responsive than the GM Lambda crossovers. That’s because, in spite of increased dimensions and equipment, all that previously mentioned high strength steel allowed the weight of the body to be reduced and the overall heft held about even with the old model.

Acceleration feels adequate for the type of vehicle this is, but it certainly won’t be confused with some of the more sporting crossovers like Audi Q7 TDI 4.2. On the other hand, the Pilot is skewed more toward the utility side of the equation and those looking for better performance might want to check out the Acura MDX that shares a platform with the Pilot. Still, even a family-oriented utility vehicle needs to be able stop quickly, and the new 13-inch brake rotors front and rear provide a claimed 11-percent reduction in stopping distance. The stability control on the Pilot also compares favorably with other Hondas we’ve tried. An informal lane change maneuver on a gravel road just off the official test loop showed the stability control to be extremely smooth and effective. The only dynamic issue we found with the Pilot was some torque steer on the front-wheel-drive model.

The test route we drove didn’t provide an opportunity to try out the new hill assist system, so we’ll have to wait for a longer evaluation period to play with it. Hill assist uses a longitudinal accelerometer to detect when the vehicle is on a hill. If you apply the brakes while the Pilot is stopped on an incline and then release the brakes, the traction control system will hold the pressure in the brakes until you hit the gas pedal. As soon as the throttle opens up the brakes are released.

Overall, the 2009 Honda Pilot isn’t likely to set anyone’s heart aflutter. It’s designed for function, i.e. hauling a bunch of people and/or stuff around in relative comfort. For what this vehicle is supposed to be, it seems very capable. It’s smoother, quieter and apparently more fuel efficient than its predecessor, and if you choose the new Touring trim level, equipped to be almost on par with its more expensive Acura sibling, the new Pilot is quite a bargain. If Honda would just take another look at the dashboard materials and the upright face, we’d probably be good to go.

The Honda CR-Z (Compact Renaissance Zero) is a gasoline-electric hybrid automobile developed and produced by Honda. The CR-Z was first introduced as a concept car by Honda CEO Takeo Fukui on October 23, 2007 at the 2007 Tokyo Auto Show. Fukui further announced that a production model is “in the works” and that the car is intended to be “sporty, incredibly efficient and inexpensive”. Aside from the fact that it will use Honda’s Integrated Motor Assist system, the specifications of CR-Z’s drive train are unknown.

The four-seat CR-Z is regarded as the spiritual successor to the second generation Honda CR-X in both name and design. The CR-Z will feature 19-inch wheels, lightweight seats, and blue neon-lit gauges.

According to Automotive News Europe, Honda plans to roll out the production CR-Z in 2009 or 2010, first in Europe before expanding production and distribution to the rest of the world. The CR-Z is expected to cost approximately €25,000 (with higher-trim models retailing up to €28k) and be primarily geared towards the European market. Because of the vehicle’s importance on that continent, Mark Turner of Honda UK says that Europe will have a great deal of influence on the final design of the vehicle.

More news from the front lines of Honda’s hybrid offensive. Honda CEO Takeo Fukui revealed in January that a production hybrid based on the CR-Z Concept shown in Tokyo last year was on its way. Looks like Europeans will be the first to partake of the spiritual successor to the much missed CR-X when it goes on sale there first around the end of the decade.

The original CR-X was a small, lightweight hatchback that by virtue of its size was a fun car despite its small, efficient engine. Likewise, we expect the production CR-Z coupe to be small, fun and efficient, but this time utilize Honda’s updated Integrated Motor Assist hybrid system to make it happen.

Honda UK manager of product planning Mark Turner told Automotive News Europe that the production CR-Z hybrid would be priced around €25,000, with a high-end model cresting €28,000. Since Europe will be the car’s most important market, Honda UK will have a voice in the car’s development, including its design.

Engineering for the car is also being carried out at Honda’s R&D facility in Germany. Turner added that a gasoline version of the CR-Z would be considered if there were demand for it. The CR-Z will join Honda’s upcoming ground-up global hybrid, as well as a new Civic Hybrid, in late 2009 or early 2010. If Honda hopes to sell half a million hybrids by 2011 like it claims, expect all three to also be available in the United States.

2008 Detroit Auto Show: Honda CR-Z Hybrid and FCX Clarity Fuel Cell Vehicle Introduced – COMPLETE VIDEO
PHOTO (select to view enlarged photo)
Honda CR-Z Hybrid Concept

DETROIT – January 13, 2008: The Honda CR-Z, a lightweight sports hybrid concept vehicle, and the FCX Clarity, a hydrogen fuel cell vehicle set to begin limited retail marketing in summer 2008, are bringing some of the most advanced environmental technologies from Honda to the 2008 North American International Auto Show.

CR-Z
Making its North American debut, the CR-Z is a next-generation lightweight sports car concept equipped with Honda’s original gas-electric hybrid system that achieves both clean performance and a high level of torque.

The CR-Z stands for “Compact Renaissance Zero” – an expression intended to capture the idea of a renaissance in the design of compact cars that begins anew from fundamentals. The design research model of a lightweight hybrid sports car features advanced technologies that deliver elevated driving performance while reducing the vehicle’s environmental footprint.

Designed to be futuristic and dynamic, the CR-Z combines powerful performance in a compact form with a futuristic image. For its frontal view, an over-sized grill with a high-performance look is offset by openings on each side that lighten the overall feel. In the rear, tube-shaped rear combination lamps create a powerful presence.

Design details emphasizing the CR-Z’s advanced image include door mirrors that provide high visibility in a stylish form, LED headlights that convey a sharp impression, and jaunty fin-shaped sub-lights. Large 19-inch wheels suggest dynamic driving performance.

The key words for the CR-Z’s interior design are “Hi-tech and Sporty.” The goal was to create an all-new sporty interior that fuses the liberating feel of airy spaciousness with an advanced interface that brings out the fun of driving. Mesh material on a simple framework construction is used throughout the interior to convey a light, sophisticated image.

In the cockpit, the meter unit conveys the image of advanced technology ensconced in a piece of glass artwork, offering quick recognition and a futuristic and exhilarating appearance. The CR-Z concept vehicle made its world debut at the 40th Tokyo Motor Show in November and indicates the styling direction for a second, new hybrid vehicle to be introduced by Honda Motor Co., Ltd. The other future hybrid vehicle, designed to meet the needs of a family and priced below the Civic Hybrid, is planned for introduction in 2009.

The Honda IMAS from the 2003 Tokyo Motor Show was a concept designed to explore fuel efficient petrol-electric hybrid technology. And like any good hybrid, the IMAS has an impressive fuel economy, capable of traveling 50 miles on 1/2 a gallon of fuel (40km per litre).

The IMAS achieves this impressive mpg with the help of a low drag coefficient, just 0.20, and a lightweight body constructed from carbon-fibre and aluminium.

Honda says that it drew inspiration for the IMAS concept car from the bicycle, a responsive mode of transport that makes it easy to get where you need to go while doing minimal damage to the environment. While the IMAS still does more damage than your average bike through its use of petroleum, it is yet another application of Honda’s gas/electric Integrated Motor Assist (IMA) system — and this time the company claims to have used this technology to create a fun-to-drive sports car rather than a basic urban runabout like the Civic Hybrid or Insight.

Of course, to look at the IMAS is to see a more futuristic version of the Insight, and Honda was mum on the all-important matters of engine size, horsepower and suspension components, offering only the assurance that this is an exceptionally lightweight sports car. Built mostly with carbon fiber and aluminum, the IMAS weighs in at approximately 1,542 pounds — about 300 pounds lighter than the Insight. And its coefficient of drag is said to be just 0.20 compared to the Insight’s 0.25. Honda estimates fuel economy at 40 kilometers per liter, which works out to about 94 mpg — far more frugal than any production gas/electric hybrid we’ve seen thus far. An electronically controlled throttle works with a shaftless variable gear steering system (VGS) to produce precise throttle response and handling, according to Honda.

Inside the two-person cockpit, designers wanted the car to have the “naked interior of a road racer,” and as such, there are many exposed metal components. The instrument panel and the navigation screen mounted on top of the dash are constructed of thin, transparent material. And the steering wheel assumes an aeronautical design, rather than the usual doughnut.

Part I: Aston Martin V8 Vantage, Ferrari 360 Challenge Stradale, Ford GTX1, Lamborghini Gallardo (Spyder, Superleggera), Mercedes-AMG, McLaren Mercedes SLR, Pagani Zonda F

Part II: Lamborghini Murcielago LP640, VW Golf MKV R32, Toyota Supra, Königsegg CCX, Aston Martin V12-Models, Bugatti Veyron, Ferrari Enzo, Nissan Skyline GTR, Porsche 911 (GT3 & Turbo), Ferrari 430, Ford GT & Mustang

Part III: Audi RS4 (V8, MTM), Porsche Carrera GT (& Gemballa Mirage GT), BMW-M (M5, M3 CSL, Hartge H1, Z4M), Nissan 350Z, some others…

Part IV: BMW E92 M3, Cargraphic 911 GT3 RS, Formula 1, Ferrari FXX / F430 Scuderia, some Porsches, a lot of American Muscle, Tubi Style Murcielago & F40/F50/355/360CS, some Imports

Part V: Toyota Supras, Nissan Skylines, Mazda RX7s, SpeedArt Porsches (911, Boxster, Cayenne), Vipers, Carlsson Mercedes (SLK, SL, E), Golf R32 Turbos, M3s, Heffner Gallardo TT, WAIT FOR THE END!!!

Part VI: Caparo T1, Formula 1, Ferrari FXX, Renault Hillclimb, Maserati Tropheo, more American Muscle, loud BMW M5, Nissan 350Z, HKS Skyline, AMS Evo, tuned Carrera GT, Heffner Ford GT, Lexus LF-A, Loaded M3 CSL, LP640, Aston Martin DBS, Ferrari 599, tuned Porsches

Part VII: Audi R8LM, Audi S1 Rally Car, Nissan Skyline, Kreissig 911GT3, Kreissig Lamborghini Countach, Porsche Carrera GT, Zonda, Viper Racingcar, Lamborghini Murcielago..

Part VIII: Several Ferraris, F1, a lot of Racing Cars, Corvette C6R/C5R, Saleen S7R, V8s, Mazda 787LM, McLaren F1, Edo Maserati MC12, BMW M3 GTR, Ascari A10, Cadillac CTS-V Driftcar, RX7, Evo, 350Z, Supra, Lamborghini Gallardo & Diablo GT..

Honda introduced the third-generation Odyssey for the 2005 model year. It grew in width and weight but retained the previous generation’s length and interior space. It could be purchased with both navigation and rear entertainment systems, and the VHS-based i-VES system was dropped. There are four trim levels: LX, EX, EX-L, and Touring, a new model for the Odyssey lineup, incorporating features such as run-flat tires and power tailgate only on the Touring model.

Some notable features of the redesign were dual glove boxes and an in-floor Lazy Susan storage compartment, located where the spare tire went in the previous generation. It has a dashboard-mounted shifter, instead of a column-mounted shifter in the previous generations. The second row bucket seats do not fold into the floor. A ‘Plus-One’ jump seat was added on EX trims for use with an eighth passenger.

Engine power was increased to 255 (re rated to 244 by the new SAE guidelines, and used in 2006+model descriptions) and EX-L and Touring models received Honda’s VCM, or Variable Cylinder Management system. This enabled this van to receive EPA fuel economy ratings of 20/28 for the 2005 model year.(18/26 for non VCM equipped LX and EX models.) However, most drivers’ milage is lower. These numbers were re-rated in 2007 using the EPA’s new system, bringing numbers to 17/24 for VCM equipped models, and 16/23 for non VCM equipped models.

Acceleration was slightly slower. Honda introduced the ACE body engineering which was later used on the eighth generation Civic, included side-curtain airbags and vehicle stability control in all models, and added a host of other features, such as integrated sunshades in the rear doors, windows that roll down in the second row, and the third row ‘Magic Seat’ was changed from a straight bench design to a split 60/40 design to allow for easier folding. The headrests could now be left in place when tumbling the rear seat.

Only the Touring model is equipped with run flat Pax tires that are designed to run 125 miles (201 km) with no air pressure. Pax was not sold on Canadian market vans for good reason. Availability of tires and service could not be assured. Pax consists of a unique tire with different rim diameters on the inside compared to the outside, a support ring which is a hard ring that is mounted on the proprietary Pax only wheel, a gel lubricant and the wheel itself. When flat, Pax runs on the inner support ring lubricated by special gel.

It also included TPMS even before tire pressure measuring systems were required by the government. Pax run flats wear faster than other Odyssey original tires by design with thinner tread grooves at the edges and ride harder due to the lower profile which reduces the distance from the outside of the tire to the support ring when flat.

Pax tires cost about $1200 for a set of four or $1600 for 4 snow tires including mounting fee and the Gel pack. Pax requires special equipment and training to mount and do wheel alignment which many shops do not have. A proprietary gel pack is needed for mounting or overheating when running flat will occur. Some dealers and very few tire stores are able to mount or repair Pax.

This makes prices high and availability reduced. Replacement or repair, especially on weekends and holidays is limited. The only Pax tires for Odyssey Touring are Michelin Energy LX4 or Michelin X-Ice snow tires. No other Odyssey Touring tire choices exist for 2005-2007 despite being on the market since late 2004. Pax become an option for 2008 models.

This Odyssey has not had the rampant transmission problems of the last generation, and 2005-2006 overall reliability has been average according to Consumer Reports. Problem areas include body integrity, body hardware, audio system, brakes and suspension according to Consumer Reports, April 2007.

Crash test ratings have been five star in every test but the 2005 had a safety concern. “During the side impact test, the driver door became unlatched and opened. A door opening during a side impact crash increases the likelihood of occupant ejection.” Odyssey has won a spot on Car and Driver’s 5Best trucks for the past three years, as well as a host of other awards.

For 2008, the Odyssey received a mid-model facelift. All models are equipped with active front head restraints, daytime running lights, and a standard MP3 jack. The grill is now similar to that of the Accord and the taillights have been restyled. Also, Honda has announced that the backup camera, previously only included with navigation-equipped models, will be integrated into the rear-view mirror of the non-navigation EX-L, as well as full Bluetooth support on the Touring model for all Bluetooth-equipped devices. The Touring models are now standard with navigation and the Plus-One jumpseat on the EX and EX-L.

Not to be outdone by Toyota, Honda has its own ideas of how one might enjoy relaxed motoring in the future and it comes in the form of the Honda Puyo Concept. The weird name, claims Honda, is an onomatopoeia (words that imitates the sound it is describing, such as “click,” “buzz,” “oink”, “quack”, or “meow”) that, “expresses the sensation of touching the vehicle’s soft body – a warm and friendly sensation.”

And you thought the sexy things at motor shows were the girls. The Puyo’s “gel body” actually is soft, which Honda claims increases safety. A few people “touched the Puyo” (yes, I am aware that sounds kinda dodgy) and it actually feels like silicon. Furthermore, the supposedly glows-in-the-dark as well.

Since the theme of Honda’s display this year is “For the endless joy of mobility on our earth,” the Puyo is unsurprisingly a green vehicle and is powered by a fuel-cell. The design concept is that of a cornerless “Seamless Soft Box” which provides the functionality of a cube-like design with a soft presence lacking any edges. Input methods are equally futuristic, for example the Puyo uses a joystick.

However, the extreme size of those scissor doors are a bit hard to wrap your head around but they do gel with the idea of creating as open a space as possible, hence, the entirely glassed body from the beltline upwards. The tiny wheels are at the extreme corners of the vehicle, and the car is capable of making 360-degree turns in place. smart fortwo, your parking skilz have just been pwned!

Developed to have a ‘Silky Feel’, the interior is designed with a feeling of transparency helped along by features such as an instrument panel monitor and controls that actually rise up when the vehicle starts up and a luminous fluid meter display.

Honda just unveiled its CR-Z Concept at Tokyo Motor Show, but has already announced that a variation of the car will make production by 2009. The Japanese automaker failed to mention any details about the production vehicle, but did indicate that it would follow the concept’s green yet sporty intentions.

Powered by a gasoline-hybrid engine, Honda says CR-Z stands for ‘Compact Renaissance Zero.’ However Honda explains how they ended up with the CR-Z name, the car is an obvious successor to the popular CRX hatchback of the 1980s and early 90s.

Honda calls the CR-Z a “lightweight sports car,” indicating that it will have the performance to backup its sporty looks — highlighted by an over-sized grill and twin front air ducts. Honda failed to release any specific information about the show or production car, but it’s believed that the CR-Z shares its powertrain with the current Civic Hybrid.

The CR-Z’s interior follows the design theme of “Hi-tech and Sporty,” achieved by a very futuristic instrument panel. Honda also designed the interior to seem very airy and spacious by using mesh material on a simple framework.
The CR-Z, according to Japanese media reports, is a precursor of a new gas-electric hybrid model that Honda plans to introduce by 2009 in Japan and North America. The company will say only that the concept is a “design research model of a lightweight hybrid sports car.”

The CR-Z is a follow-up to two recent Honda concepts, the Small Hybrid Sports shown earlier this year at Geneva and the Remix displayed at last year’s Los Angeles show.
However, the CR-Z’s design looks more fully realized and, judging from the official images, the car appears to be virtually production-ready. And, more important, it exudes considerable sex appeal.

Among the scant details in the press release, Honda says the car will feature LED headlamps and 19-inch wheels and tires. The cabin is trimmed in a mesh material on a simple framework, while blue-neon-lit gauges are mounted in what Honda describes as “a piece of glass artwork.”
There are no further details on the hybrid powertrain, but it is expected to be an update on the IMA system that powers the Civic Hybrid.

TOKYO, Japan, October 9, 2007-Honda Motor Co., Ltd. announced that it will exhibit production and concept automobiles and a number of technologies at the 40th Tokyo Motor Show (sponsored byJapan Automobile Manufacturers Association, Inc.), to be held from Saturday, October 27 to Sunday, November 11, 2007, at Makuhari Messe in Chiba, Japan.

The theme for Honda’s automobile booth for this year is: “For the endless joy of mobility on our earth”. Based on this theme, Honda will display a variety of advanced environmental technologies that address environmental issues such as a reduction in CO2 emissions, together with the fun of mobility.

Two concept models will make their world premiere at the motor show. The CR-Z is a next-generation lightweight sports car equipped with Honda’s original gas-electric hybrid system which achieves both clean performance and a high level of torque. The PUYO is a fuel cell vehicle which was designed based on out-of-box thinking to provide fun for both the vehicle owner and people around them as well. Also on display will be a model of the i-DTEC next-generation diesel engine, first announced in September at the Frankfurt Motor Show, which delivers both outstanding environmental performance and engine performance characteristics.

‘CR-Z’ stands for ‘Compact Renaissance Zero’-an expression intended to capture the idea of a renaissance in the design of compact cars that begins anew from fundamentals.

This design research model of a lightweight hybrid sports car features advanced technologies that deliver enjoyable driving for all while reducing the vehicle’s environmental footprint.

Designed to be ‘Futuristic and Dynamic’, the CR-Z combines powerful performance in a compact form with a futuristic image. For its frontal view, an over-sized grill with a high-performance look is offset by openings on each side that lighten the overall feel. In the rear, tube-shaped rear combination lamps ensure better rearward visibility. Design details emphasizing the CR-Z’s advanced image include door mirrors that provide high visibility in a stylish form, LED headlights patterned after luminous bodies to convey a sharp impression, and jauntyfin-shaped

The key words for the CR-Z’s interior design are ‘Hi-tech and Sporty’. The goal was to create an all-new sporty interior that fuses the liberating feel of airy spaciousness with an advanced interface that brings out the fun of the drive. Mesh material on a simple framework construction is used throughout the interior to convey a light, sophisticated image without being oppressive. In the cockpit, the meter unit conveys the image of advanced technology ensconced in a piece of glass artwork, offering the functionality of immediate recognition while enhancing the driving experience with a futuristic and exhilarating feeling.

Honda Civic Tuning Show.

Nice Tuning very popular car in the world.

Early in my automotive career, I had a conversation with a waggish fellow about what kind of cars we’d be, considering our personalities. I said he embodied a Corvette: flashy, loud, performance-driven. He replied that I resembled a Civic. We don’t speak anymore. I wasn’t thrilled, since Civics represented everything sensible, rational and numbingly dull. Thus it was with heightened curiosity that I approached the 2007 Honda Civic EX, fully optioned out at $21,995. The EPA estimates that you’ll get between 30-40 MPG, right in line with our 32.1 MPG in mixed driving conditions.
First Glance: Let’s do the Time Warp again

The Honda Civic, like the larger Accord , is one of Honda’s bread-and-butter vehicles. With almost 10 million examples sold since its introduction in 1973, the Civic has been the affordable compact car other companies emulate, and likely will be for generations to come. Past Civics may have been the ultimate in getting the most bang for the fresh-out-of-school buck, but they’ve been touch-and-go in the styling category.

Call the eighth iteration of the Civic what you will, but at least it’s not boring. With its steeply angled windshield , narrow strip of a grille and headlamps and short overhangs enhanced by handsome 16-inch alloy wheels, it looks more like a futuristic space pod than a sensible sedan. Because of the Civic’s ubiquity where I live, I’ve gotten accustomed to its shape but still can’t help but remark upon Honda’s design chutzpah every time I see one. Time will tell if it’s a look that stands the test of time, or if it’s something that grows dull in a couple of years.

Overall, the Civic’s proportions are more European or Japanese than your standard four-door, a design aesthetic that’s spreading thanks to the current popularity of small Asian cars. Its prominent shoulder line runs the length of the Civic, abruptly ending at the truncated tail. Trunk space is on the small side at 11.5 cu.-ft. but is aided by 60/40 split-folding rear seats for when you have longer objects to transport. Take care to not crush your parcels under the lid’s gooseneck hinges.

The Truck By now, you’ve seen the Honda Ridgeline, the half-ton truck that loves rough roads and offers plenty of versatile cargo room. But maybe it’s time for a closer look. Because whether you’re hauling big payloads or tackling the rugged terrain, the 2008 Ridgeline is ready to impress.

A 5,000-lb. towing capacity and 1,550-lb. total payload capacity will never leave you wanting more. The Ridgeline boasts this exceptional strength from an integrated closed-box frame with unit-body construction and powerful, 247-hp, V-6 engine with 4-wheel independent suspension. Plus, this one-of-a-kind truck comes fully equipped with a five-passenger crew cab, lockable In-Bed Trunk and a dual-action tailgate. After all, it’s a Honda.

Don’t forget that the Ridgeline was the first 4-door pickup to achieve the highest government crash-test rating (5 stars) for both frontal and side-impact tests. And it has the lowest chance of rollover among all pickup trucks tested by the National Highway Traffic Safety Administration (NHTSA).

Honda appears to be actively road testing on the upcoming Accord Coupe, and as these spy shots snapped by a poster on the Howard Forums show, the production car is going to be a near dead-ringer for the “concept” Honda teased us with at the Detroit Auto Show this past January. Obvious changes include a real-world lower rear fascia that features a pair of chrome exhaust tips, and the 10-spoke wheels seen above. The show car sported a set of integrated quad outlets that were obviously never going to make the transition to production. The dual outlets look perfectly good here.

If you click through to the forum to see the rest of the photos (all high-res), you’ll notice that the front end, though taped, also apes the concept car. We’re guessing that there’s more detail to the bottom half of the front fascia than the Detroit car had (it was quite boring, actually). It’s covered up in the photos, leading us to believe Honda’s keeping something about it a secret. In any case, we like what we see, and if these cars are out and about, we’re sure the pro photogs will be on the case as well in short order. let’s see some interior shots!

As a foam and clay concept, the Honda Remix doesn’t have an experimental gasless, odorless, engine powered by the driver’s thoughts of forward motion; frameless seats (you need a completed interior to have seats); a joystick replacing the steering wheel and pedals (again, you need an interior…); or any features whatsoever designed specifically to make it a hit with tailgaters, campers, extreme sports athletes, your mom, or Libertarians. It’s a styling exercise.

A styling exercise for what? Honda designer Ben Davidson says the Remix is for people who “enjoy the urban lifestyle and simple, modern design but [don’t] have a lot of money.” If you really squint, do you see a Remixed CRX as Tom Cruise might have driven in Minority Report. Honda says there are no production plans for the Remix.

You’ll first imagine yourself driving it, of course, and then, you’ll handpick certain people and be amused with how they would look in it (it’s fantasy projection or vicarious fantasy, something like that ”

However, before you are able to purchase one, you’ll probably seek out a friend, or friend of a friend, who already does, so you can play “covet the Element.” When you do find this acquaintance who has the title to this somewhat gas efficient, EPA pleasing, multiple-use, small SUV, expect them to be both shocked and bothered that you need them to spend their entire Saturday morning letting you climb into it, arrange the seats back and forth into their various, space-making configurations, run your fingers along the shiny color-matched panel trims, and read various excerpts from the driver’s manual to you. If they have the camping accessories, like the tailgate cabana, they may be irritated that it’s the middle of winter, yet you still insist that they set all of them up anyway, including the spare tire cover which converts into a card table if you have the table leg kit. Maybe they’ll even give you a ride around in it and let you bungee various items onto their roof rack.

Then, you buy one. It’s a sweet, Fiji Blue Pearl, or maybe the Sunset Orange Pearl Element, which you proudly drive down the highway or main street. You turn heads every time. Not in a meat-market manner, but in a way that asks, “what kind of person drives one of those?” Sure, sometimes that question has the negative edge, because it also asks and says, “what a weird looking… well, what is it anyway?” A steady amount of the population also muses, “I bet that cult car looks cool inside.” With your head held high, you can say, “Yes, it does. It is very cool inside.”

Besides being a unique (understatement) vehicle with lots of features and accessories, the beauty of the Honda Element is that late-twenties and early-thirties parents don’t have to wear camouflage outfits and face masks when they return to their car at the local mall because they’re petrified that someone they know, or even don’t, will find out that they broke down at bought one. What this really means is that the Element is the cure for the common minivan. Sure, they keep making the minivan cooler, and maybe one day your friends without children will stop laughing at you if you get one, but for now, everyone remembers everyone’s blood vows to never buy one. The proud twenty-year-old inside all of us still believes that the purchase of a minivan, no matter how convenient for families, is the death marked curtain falling on their youth. Perhaps studies will find that not only does the Element give an option out of buying the cursed minivan, but that it is also preventive medicine for the mid-life crisis.

Although the Honda Fit is now one of Honda’s global models, it experienced a very slow progression as it made its way around the world. The car first debuted in the June of 2001 in Japan and immediately became a big hit. It was then introduced to Europe (early 2002), Australia (late 2002), South America (early 2003), South Africa and South-East Asia (mid 2003), China (mid 2004), and Mexico (late 2005). A production model for the United States and Canadian markets debuted on January 8, 2006 at the North American International Auto Show in Detroit. The car was released in Canada on April 3, 2006, and in the U.S. on April 20, 2006. Unlike most Honda models, which traditionally have 4 or 5-year model cycles, the current generation Fit will remain for a longer period of time due to its late release in North America.

The Fit is sold in 5 variations. All Fit models throughout the world utilize one of these 5 distinct codes.

They are found in the vehicle’s identification number (VIN):
GD1: 1.3 L L13A engine 2WD
GD2: 1.3 L L13A engine 4WD (Japan only)
GD3: 1.5 L L15A engine 2WD
GD4: 1.5 L L15A engine 4WD (Japan only)
GD5: 1.2 L L12A engine 2WD (Europe only)

Depending on the region, the Fit is equipped with either a 1.2, 1.3, or 1.5 liter i-DSI engine, or a 1.5 liter VTEC engine. All four engines are based on Honda’s L-series engine family. The 8-valve i-DSI (intelligent dual and sequential) engines use two spark plugs per cylinder, allowing gasoline to burn more completely; therefore, fuel consumption and emissions are reduced while maximum torque at mid-range rpm is maintained. The 1.5 L VTEC engine has the typical 16-valve configuration.

The engines are mated to a 5-speed manual, 5-speed automatic, or Continuously Variable Transmission (CVT), again depending on the region. Two forms of the CVT are offered: the regular, and the CVT-7. The CVT-7 has the traditional choice of gearless shifting, and a smooth, continuous flow of power with the added option of seven computer-controlled “gears” controlled by paddle shifters on the steering column.

In February of 2006, Japanese newspaper Nihon Keizai Shimbun reported that a hybrid electric version of the Fit was being developed and would go on sale in late 2007.

However, since that time the CEO of Honda, Takeo Fukui, confirmed this is no longer in the plans.

The Fit uses Honda’s Global Small Car platform, which is also used by the Fit Aria/City (a sedan version of the Fit), the Airwave (a wagon version of the Fit Aria/City), the Mobilio, and the Mobilio Spike. One of the unique characteristics of the Fit, which is also present in the Fit Aria and Airwave, is the location of the fuel tank. Rather than placing it under the rear seats, it is located under the front seats, thereby freeing up valuable room in the back. It also allows for Honda’s “Magic Seat” system, called ULTR seat in Japan, which has five distinct seating modes:
Normal: seats are in their normal position with seating for five.
Utility: Either section (or both) of the 60:40 split rear seat sink down into the rear foot well as the rear seat back is lowered forward. This offers a low, perfectly flat surface that increases the cargo area substantially.
Long: The rear seat behind the passenger folds down similar to utility mode, but the front passenger seat folds backward, leaving an area that can hold items as long as 2.4 meters (7.9 ft).
Tall: Either section (or both) of the rear seat cushion fold up against the rear seat back, allowing for an area of 1.28 meters (4.2 ft) in height.
Refresh: With the headrest of the front seat removed, the front seat back can be folded down to form a lounge-style sitting area.

The Fit is produced in 5 factories throughout the world. Suzuka (Japan), Sumaré (Brazil), Guangzhou (China), Ayutthaya (Thailand), and Karawang (Indonesia). Models produced in Japan are for Honda’s home market, exported to Europe, as well as Canada and the United States. The Brazilian factory supplies all of Latin America and the Caribbean. Chinese models are sold in the region, and also exported to Europe.

The Fit is marketed in different ways and has different characteristics throughout the world, depending on which region it is sold in.

Two engines (1.3 i-DSI and 1.5 VTEC) were initially offered, each with a number of trim lines ranging from the basic “Y” to the sporty “S”. The 1.3 L i-DSI was available with only the regular CVT automatic. 1.5 L VTEC models are available with either the 5-speed manual, or the CVT-7. Unique to the Japanese market, the Fit is also available in 4WD. Starting at a price of about JPY1,123,000 is the basic 1.3Y model. At the top of the range is the 1.5W four wheel drive version for JPY1,743,000. A bewildering range of options and accessories are available at most levels, including Honda’s HDD GPS Navigation System with its 6.5 inch color screen. This system incorporates TV and FM radio.

The Honda HSC (Honda/High-performance Sports Concept) is a sports car concept that was initially unveiled at Japan’s Tokyo Motor Show in 2003. Most of the automotive media immediately speculated that it was designed to be a replacement for the Honda NSX, although Honda never confirmed it.
The HSC as shown at the 2003 Tokyo Motor Show.

The 2003 HSC featured a light weight, mid-mounted aluminum 3.5L V6 i-VTEC engine, with a 6 speed transmission controlled by either an F1 style paddle shifter on the steering wheel, or a unique dial shifter on the center console. When shifted into reverse, the navigation system’s adjustable flat-panel screen in the center console becomes a display for a rear mounted camera. Abundant leather and aluminum trim pieces round out the interior, an all aluminum frame with carbon fiber body panels keep it light, and scissor style doors affirm its supercar status.

The development of this car into the next evolution of NSX appeared to stall for two years. However, the July 2005 announcement by Honda CEO Takeo Fukui indicates the 2003 HSC was only a test concept in the bridge from the existing platform to the next. Fukui revealed the new car will be powered by a Honda Racing F1 Team-inspired V10 and could be ready between 2007-2009.

Ferrari Race Car.

Honda S2000 Race Car.

Europen Race Car DTM.

Vauxhall Race Car DTM.

Seat Toledo Race Car DTM.

Latest best motoring? I think Version-R could have done better with those blocking : )

Honda Sports. Very Nice Car…

I would like see more this car on the road…

The hydrogen is stored into two separate containers behind the rear seat. They can accommodate a maximum of 4 kilograms (8.8 pounds) of hydrogen.

The FCX is a fully featured automobile and has features like traction control, cruise control, automatic climate control, CD player, power windows, power locks and power heated mirrors. The FCX seats four adults comfortably. The only thing new for 2006 model year is the Satellite Navigation System.

Honda originally only leased the FCX to certain corporate and government entities. On 29 June 2005 Honda leased an FCX to its first non-commercial customer; the Spallino family of Southern California.

According to a Honda spokesman, Andy Boyd, the expense of a FCX was estimated to be between $1,000,000 to $2,000,000 at the time (year 2005) owing to some experimental components like the fuel cell.

At the 2006 Detroit Auto Show, Honda announced that it would make a production version of the concept FCX it had shown at the 2005 Tokyo Motor Show. On 25 September 2006 this new version was unveiled. The updated 4-door sedan version looks much more sleek and futuristic, and has a high focus on comfort and interior space. It has a much more spacious interior with a great mixture of plastic, wood and leather.[6] Production is expected to begin in 2008 in Japan and the U.S. The production version will closely resemble the concept, although it is unknown if some of the concept’s more radical features, such as a tilting instrument panel, will be included.

According to Honda, the new fuel-cell stack is 20% smaller, 30% lighter and has a higher output of 100kW (129hp). The new powerplant is 180kg lighter, 40% smaller in volume and has a high energy efficiency of 60%, compared with 20% for most internal combustion engines, 30% for most hybrid powerplants and 50% for the previous generation FCX.

The new powerplant utilizes three electric motors: one front-drive motor with an output of up to 80kW, this motor’s shaft is coaxial with the gearbox for a more compact front-end, and two smaller engines each with a maximum output of 25kW and drives one of the rear wheels. This layout makes the FCX technically an all-wheel-drive vehicle. The updated FCX has a maximum speed of 160km/h.

The new FCX utilizes several new interesting features. The V Flow new fuel cell stack can operate at temperatures as low as -30C. This is achieved by allowing the gas to flow vertically in the fuel cell stack. The tanks can store up to 5kg (171 litres) of hydrogen at a pressure of 350 atmospheres, thanks to the new hydrogen absorption materials used. This allows a longer range of up to 350 miles (570km).

To support the hydrogen fuel-cell technology, Honda also introduced the HES (Home Energy Station). This home solution can convert natural gas to electricity, heat and hydrogen to refuel fuel-cell vehicles. This allows consumers to refuel vehicles with hydrogen at home, important until hydrogen stations become widespread. Alternatively, the hydrogen can be used in the HES’s built-in hydrogen fuel cell, providing up to 5 kW of normal or backup electricity and/or hot water for the home. According to Honda, this solution is highly efficient and reduces running costs of electricity, gas and vehicle fuel by up to 50%.

Honda Prelude – Porsche.

Cruising on the highway.