Displaying items by tag: Honda
Finally, all the details of the 11th generation Honda Civic Sedan are known, which brings a lot of state-of-the-art technology and unusual design. He is unusual because he is no longer overly aggressive. The new Civic will strive to remain one of the best-selling cars in the United States for the last 50 years.
After a short announcement from Honda in April, which was accompanied by only one photo of the new Civic, the 11th generation of this model was finally presented in a four-door sedan version.
It is technologically refreshed, and the main goal of the company is for the new Civic to continue its success story as one of the best-selling models in the USA, writes Auto Klub.
To achieve this, Honda returned to the original simplicity of design, which was a huge success in the 70's.
And indeed, the new Civic has a bit of design sharp lines but already looks very clean. To simplify the design, Honda has moved the windshield frame back by two centimeters, which makes the bonnet look longer and has classic proportions.
The sharp line that cuts through the body and enters the rear lights of the Civic has been deliberately retained. In addition, the sedan looks much wider due to the stronger "shoulders" at the rear and the wide-set LED lights.
"All this contributes to a car that is not burdened with the weight of unnecessary design tricks," they say in Honda. Three new colors will also be available: Meteorite Gray Metallic, Sonic Gray Pearl and the exclusive Morning Mist Blue Metallic.
In the cabin, the new Civic offers a 10.2-inch digital instrument panel and a 7-inch infotainment system as standard, which is much larger than the dimensions of the outgoing model.
As part of the Man Maximum / Machine Minimum design philosophy, Honda has decided to retain physical controls for certain functions, such as air conditioning and an audio system that can also offer 12 Bose speakers.
When choosing the material in the interior, practicality was taken into account, so that you forget the "piano black" details on which fingerprints remain. Instead, a mesh honeycomb design was used, which looks clean and elegant, and hides ventilation openings that would disrupt the harmony of the front panel.
Moving the windshield provided better visibility outside the car, while longer and wider dimensions contributed to more space for passengers' heads, legs, hips and shoulders, so it can be said that the new Civic is more spacious than ever.
The wheelbase is 3.5 centimeters longer, which contributes to better stability and a smoother ride.
In addition, the strategic use of high-strength steel and aluminum, torsional strength is eight percent better than the older model. And with all that, the weight of the vehicle is reduced.
Today, all new cars have many assistance systems, and the Civic calls its package of active safety technology Honda Sensing, which has been upgraded with a new camera that provides a wider field of view, as well as a system that recognizes pedestrians, cyclists and other vehicles. Cruise control has been improved with more natural braking and faster reaction, as well as a lane keeping system.
We offer two four-cylinder engines - a 2.0-liter atmosphere with 160 hp (118 kW) and 187 Nm of torque, as well as a 1.5-liter turbocharged engine that produces 182 hp (134 kW) and 240 Nm, which is 7 HP more than the same engine in the last generation. In addition, fuel consumption has been reduced.
The new sedan should go on sale this summer, and it will be produced at Honda's factory in Ontario, Canada. A compact version is expected in a few months. However, the prices have not been announced yet, but a little more than 21,250 dollars is expected, which is the price of the current basic model from 2021.
New Honda HR-V SUV has a fresh look, updated technology and a 129bhp dual-motor hybrid powertrain
The all-new Honda HR-V was revealed earlier this year and now the firm has confirmed further details of the new car’s 129bhp e:HEV hybrid powertrain.
For the third-generation HR-V, Honda has given it a sleeker exterior design, an all-new interior and updated technology onboard. The new car will only be available as a hybrid and is expected to go on sale later this year with a starting price of around £25,000.
2021 Honda HR-V hybrid: engine and performance
Honda has announced the latest HR-V will be powered by a 1.5-litre petrol engine mated to two electric motors and a CVT automatic gearbox. This powertrain is similar to the one used in the current Jazz but features a larger battery mounted under the boot floor. It also produces more power, with a total output of 129bhp.
The way the e:HEV hybrid powertrain operates is unique, with one electric motor powering the car along with the petrol engine. The second motor is connected to the engine but is used as a generator to charge the car’s onboard battery.
This powertrain will be capable of pure-electric running but Honda has not specified any range figures saying “In city driving, most of the time you can, as an accumulated time of driving, drive in pure-electric mode. However, we haven’t actually determined and measured, and also focused our development in terms of maximising the pure-electric range in one go.”
Honda discontinued its 1.6-litre diesel engine in 2020 amid freefalling diesel sales. The new HR-V is part of the brand’s ‘Electric Vision’ strategy, which aims to introduce hybrid or electric power to all of its mainstream models by 2022.
The new HR-V has a rakish design thanks to a coupe-inspired swooping roofline and a longer bonnet. Despite the sporty profile of the roof, which is 20mm lower than the old car, Honda claims the new HR-V can accommodate four adults in comfort thanks to improved packaging of the hybrid powertrain which results in an extra 35mm of rear legroom.
The front features a new integrated grille and slim LED headlights joined together by a narrow piece of chrome trim. The new HR-V also sits 10mm higher than before, with the sides of the car featuring black plastic body cladding around the arches and sills, together with a high indent line along the length of the car and a flush-fitting rear door handle. Large 18-inch five-spoke two-tone alloy wheels also feature.
The rearmost C-pillar is more sharply angled than before, leading to a new tailgate that houses a slim rear tail light cluster that wraps round from the rear quarter panel across the width of the car.
Interior and technology
Inside, the dashboard has been redesigned with a new minimalist look. A nine-inch central infotainment touchscreen is mounted to the top of the dashboard, which appears to be running similar software to the system used in the Honda e, which includes sat nav and smartphone connectivity.
Honda has retained physical rotary dials for the climate controls in a wrap-around centre console with a refreshed gear stick design. The clean dashboard design features an ‘Air Diffusion System’ that replaces the traditional air vents in the centre of the dashboard. This comprises two L-shaped vents mounted by the windscreen pillars, which direct air along the inside the windows to adjust the interior temperature - all without blasting hot or cold air directly at the driver or passenger.
The brand’s versatile Magic Seats storage system also features, offering the option to fold the rear seats flat or to flip up the rear seat bases depending on the storage space required.
Full details of the new car’s interior tech and trim levels are expected to be announced later this year.
The new third-generation HR-V is fitted with Honda’s ‘Sensing’ safety suite adding an array of driver assistance technology. A new front camera is fitted, which has more processing power than before and improves both the car’s emergency braking and steering systems.
The new camera is able to better detect pedestrians detection, and is capable of recognising oncoming vehicles including cyclists and motorcycles, automatically applying the brakes when a hazard is detected.
A new adaptive cruise control system is also included, with new advanced software meaning it can perform overtakes when prompted. The system can work out the acceleration and steering angles required to complete a passing maneuver, all with minimal input from the driver.
We begin a 40,000-mile shakedown of Honda's first electrified crossover to see if the powertrain scales up into the brand's bestselling vehicle.
We invited a 2021 Honda CR-V to join our long-term fleet so we could spend some quality time (and 40,000 miles) with Honda's bestseller and the fifth-bestselling vehicle in the United States. We chose the hybrid because it's new to the lineup and because we liked the 212-hp fuel-sipping powertrain in the Accord. In the CR-V, the system boosts fuel economy and performance, making it the choice for buyers who want efficiency and power. Those customers will have to shell out for it, though, given the CR-V Hybrid sits at the top of the range. In addition to shaking down the powertrain and seeing if it can deliver the promised fuel economy, we're hoping this compact crossover—the brand's first with hybrid power to make it to the U.S.—will give us a glimpse at the future of Honda, which will soon phase out gas-only powertrains in Europe.
We ordered a top-of-the-line Touring model loaded with just about everything: leather seats (heated up front), navigation, wireless phone charging, Android Auto and Apple CarPlay integration, a nine-speaker audio system, a liftgate that opens when you wave your foot under the bumper, proximity key entry, remote start, the Honda Sensing suite of driver-assistance features, and more. Our $37,920 example has but one option: white paint for $395. Perhaps it's because all of southeast Michigan is currently covered in two feet of snow or because half the vehicles in the grocery-store parking lot are also painted in America's favorite automotive hue (and shaped like tall boxes), but the CR-V blends in a little too well with its surroundings. We wouldn't call the color choice regrettable but maybe a bit forgettable.
Inside, Honda's inoffensive design, easy-to-use 7.0-inch touchscreen, and highly adjustable center console should satisfy most shoppers in this class if not the nit-pickiest staffers on our masthead. Hybrid versions differ from regular CR-Vs in a few subtle ways. A unitless battery gauge replaces the tachometer in the digital instrument cluster and tells you vaguely how much juice you're using at any given moment. Honda also opted for a push-button transmission instead of the chunky gear lever used in the core model. Staff reaction to push-button shifters is mixed, but the setup at least makes for a tidy, unobtrusive center console. In the same way a light color creates the illusion that a room is larger than it is, the Ivory surfaces in our CR-V make the cabin appear adequately spacious, which, granted, it is, offering 103 cubic feet of passenger volume. Provided that light-beige leather can withstand the dye in our Levis, the simplicity of this interior all but ensures it will age well.
A couple of hybrid caveats to note: Choosing this powertrain nullifies the nonhybrid CR-V's 1500-pound tow rating, so technical editor David Beard will have to look elsewhere when he wants to tow his snowmobile. Which is just as well, considering the cargo hold probably wouldn't fit all of his gear. The gas-electric CR-V sacrifices six cubic feet of cargo space (and its spare tire) to the battery. The upside is that, compared with a regular all-wheel-drive CR-V, you gain 9 mpg in combined driving by the EPA's yardstick. That said, if you drive like we do, you can expect much worse results: We're currently averaging a mere 27 mpg.
The Honda's road manners are in line with the amiable-but-boring norm of the segment. Its smooth ride and secure handling are immediately apparent, but there's nothing here that'll make an enthusiast grin—unless of course you're reading its VIN, which by dumb luck contains a bit of bathroom humor. Floor the accelerator and the powertrain fills the cabin with 75 decibels of sound. That's quieter than the regular CR-V's 78-decibel moan at full throttle.
Due to COVID-19 restrictions, we haven't had as many butts in these seats as we'd like, but after soft-shoeing it through the break-in period, we sent the Honda to the test track. The hybrid's drive motor can contribute 232 pound-feet of torque from the get-go, which helps this ute reach 60 mph a tenth of a second quicker than the unelectrified model, but the latter catches up by 70 mph and pips the hybrid at the quarter-mile, 15.9 seconds to 16.1. Our long-termer also lagged behind the regular CR-V in braking (170 feet versus 165) and roadholding (0.80 g versus 0.85). Given both cars wear identical Continental CrossContact LX Sport tires, we suspect the hybrid's extra 190 pounds are primarily to blame. Fortunately, in the real world, this CR-V seems more athletic than the gas-only version, and its quicker 5-to-60-mph time bears that out. As we put more miles on the odometer, we hope to see some of these numbers improve—particularly the observed fuel economy.
Months in Fleet: 2 months Current Mileage: 5131 miles
Average Fuel Economy: 27 mpg
Fuel Tank Size: 14.0 gal Observed Fuel Range: 370 miles
Service: $0 Normal Wear: $0 Repair: $0
Damage and Destruction: $0
Honda has unveiled a new generation of its compact crossover HR-V. In addition to the new design, this model will be offered as a hybrid electric vehicle, and it will arrive in Europe at the end of 2021.
The introduced HR-V is the latest model in Honda's range that bears the emblem e: HEV (hybrid electric vehicle). In addition, now this compact crossover comes for the first time with a rather accentuated coupe line.
It also has a new integrated radiator grille, a long, lower hood and sharper, more vertical lines that have allowed this model to retain a spacious interior for four passengers, as offered by its predecessor.
The new HR-V also retains the familiar seats, which can provide a flat boot floor after folding down the backrest or folding up. Capacity data has not yet been disclosed.
The cabin is now modern and minimalist with a horizontal instrument setup.
A new crossover, in line with Honda's goals of electrifying all major models by 2022, is expected on the European market later this year.
Honda makes the bonkers Civic even better by adding features, retuning the chassis, and tweaking the hatchback's still polarizing styling.
Everyone is seeking a distraction these days. The crumbs collecting in the seat of our racing simulator and the growing pile of empty cans beside it suggest that we've spent an unhealthy number of hours lapping computerized cars around circuits in Forza Motorsport. Perhaps it's the fleeting pleasure those pixelated races provide that made our hands-on experience with the revised 2020 Civic Type R feel like Honda gave us a healthier way to seek catharsis.
In southeast Michigan, our favorite paved playground, the loop we employ to select our 10Best list every year, lives close by. The drive there includes enough highway time to allow plenty of peepers to gawk at the Type R's gloriously juvenile bodywork. Its bulging front fenders, countless aero bits, and distracting (yet functional) wing are made more obvious by the Type R's new brilliant Boost Blue hue, which is the least subtle update Honda introduced on the 2020 Type R. (We expect an all-new Civic Type R for the 2022 model year). Other exterior revisions include body-colored trim on both bumpers, a larger grille opening that improves engine cooling, and, to add back some lost downforce from the new grille, a reshaped front spoiler. While nothing will ever convince the haters that this Civic looks badass, it's hard to deny that the Japanese-designed Batmobile draws as much attention as significantly more expensive metal. Apart from some dealer-installed accessories, the no-cost paint colors are the only options. Our 2020 copy cost $37,990, which is only $735 more than it did last year.
HIGHS: Unflappable poise, excellent turbo-four engine, daily driver livability.
The Type R looks as out of place on the interstate as Marilyn Manson performing at Sunday service. Although our long-term 2019 Civic Type R has revealed that extended road trips are not this car's strong suit, we had just a short interstate blast in the 2020 car before we reached our destination. Those outrageously red front seats are more comfortable than they look. And like lesser Civic hatches, the Type R has an Uber-grade back seat and sizable cargo space behind it. The 2020 model replaces the leather on the steering wheel and shift boot with a racier microsuede material. A new teardrop-shaped shifter hides a 90-gram counterweight to deliver better feel. Somewhat surprisingly, Honda kept the aluminum knob, which burns your hand in the summer and bites it in the winter.
The 2020 Type R's turbocharged 2.0-liter inline-four makes the same healthy 306 horsepower and 295 pound-feet of torque as before. That power is dispatched to the front wheels through a helical limited-slip differential and a six-speed manual transmission, which has short gearing that prioritizes rapid acceleration. While the engine starts making power around 2500 rpm, the party is pretty tame until the tach needle passes 3500 rpm, unleashing a thrilling blast to redline that conjures the high-revving VTECs of yore. It also provides enough shove to ensure that the Daewoo Lanos with a duct-taped wing that's lingering in your mirrors can only dream about overtaking you.
In the 2020 model, we recorded a 4.9-second dash to 60 mph and a quarter-mile pass of 13.4 seconds at 108 mph—solid runs that are both impressive for a front-wheel-drive car and similar to those of previous Type Rs we've tested. But the hottest Civic's reign as the quickest front-driver has come to an end. The updated 2021 Hyundai Veloster N with its new optional automatic transmission just beats the Honda to 60 mph by a tenth of a second. The 302-hp 2020 Mini John Cooper Works GP is a tenth quicker still to 60 mph (4.7 seconds) and posts an even stronger 13.1-second quarter-mile at 110 mph. Even more significant is that the Mini GP snagged the title of fastest front-driver ever at this year's Lightning Lap, beating the Type R's time around our 4.1-mile configuration at Virginia International Raceway by just 0.1 second.
LOWS: No longer the quickest hot hatch, love-it-or-hate-it styling persists, still doesn't sound as good as it drives.
The Type R’s trademark triple-outlet exhaust issues a droning boom unless you’re working the engine hard enough to push exhaust through the center pipe and its resonator. The odd arrangement is intended to add character to the engine's soundtrack, but it only emphasizes our disappointment. The mightiest Civic sounds subdued, especially compared with the firecracker soundtrack of the Veloster N. Honda apparently realized this disparity and sought redemption by installing Active Sound Control on all 2020 models. This new feature artificially enhances the Type R's engine sounds using the audio system, and the intensity increases as you move through the drive modes. Too bad it's really only noticeable during large blips of the throttle—during heel-and-toe maneuvers or rev-matched downshifts—but even then, it just sounds like an auto-tuned bumblebee blasting from the speakers. The 88 decibels we recorded at full-throttle and 74 decibels at a 70-mph cruise are in line with other Type Rs we've measured, although those figures are 3 and 2 decibels quieter, respectively, than what our long termer produced when it was new.
As we approached the hard right turn that begins the clockwise circulation of the loop, we killed the climate system and the radio to focus on the Type R's chassis improvements. The 2020 car gets new lower-friction ball joints and updated bushings for the front suspension, revised rear bushings that are stiffer laterally, and retuned adaptive dampers that now sample the road 10 times quicker. The front brakes are fitted with more fade-resistant pads and new two-piece floating rotors that are no longer cross drilled that cut unsprung weight by 2.5 pounds per side. These careful tweaks are hard to perceive without driving the new and old models back-to-back, and they don't produce any measurable difference at the test track. The 2020 model returned a familiar (and excellent) 1.03 g of grip around the skidpad and a 148-foot stop from 70 mph. However, we did notice the new car's firmer brake pedal, which Honda says has 17 percent less initial lost motion before the pads meet the rotors (and the Type R already had spectacularly good brake feel).
Our route includes several places where you can accelerate hard from a stop, and that’s one of the few situations where the Type R’s front-wheel-drive layout feels like a liability. The car's Continental SportContact 6 tires—sized 245/30ZR-20 all around—frantically scramble for traction as the turbo spools up and the tach approaches the 7000-rpm redline. While the front tires struggle to find grip right off the line, they’re at least not tugging toward the ditch, as the Type R's dual-axis strut front suspension magically vanquishes the dreaded front-drive torque steer. Once you’re moving, flowing along a ribbon of twisty road in third gear, the lack of all-wheel (or rear-wheel) drive feels irrelevant.
Despite pancake-thin sidewalls and huge 20-inch wheels, the Type R’s ride is almost unbelievably free from the expected jolts and jitters. While there's a noticeable change between the softest damper setting (Comfort) and the firmest (Plus R), the Civic feels unflappable in either mode while roller-coasting up and down the loop's esses. Steering effort incrementally increases with each of the three drive modes (the default, appropriately, is Sport) and every note reminds us of Porsche's divine composition.
The talkative wheel is a major factor in the Type R's preternatural ability to turn any road into a racetrack. This is a car that transforms grocery runs into hot laps, commuting into rally stages. While it shares an aging infotainment system and its standard driver-assistance features (such as adaptive cruise and lane-keeping assist, which are new for 2020) with the regular Honda Civic hatch, the alpha-dog model looks and feels like an altogether different car. It’s a raw, visceral machine, an IRL antidote to virtual living. You might have a million-dollar racing simulator, but those screens can’t compare with the view through a Type R’s windshield.
Reports have said the Honda Roadster could be reborn
It's been 11 years since Honda's record breaking roadster went out of production. This has left the Mazda MX-5 in a league of its own being an entry level sports car, with open air thrills. After years of asking for at least a successor, it seems Honda has responded.
According to a Forbes report, a source "close to Honda" told them that Honda's marketing team members are, "seriously considering", bringing the S2000 out of retirement in 2024. That launch year would mark the 25th anniversary of Honda's beloved roadster, which would be very good timing.
The Forbes report also states that it's proportions are rumored to be similar to that of the original S2000, but be lighter by using aluminum and carbon fibre with a rumored weight below 3000lbs (1360kg). It will also supposedly be more powerful too but instead of using a high revving naturally aspirated I4, it will supposedly use a tweaked version of the current Civic Type-R's 2.0L turbocharged I4 which is currently pushing 320hp and 295 lb-ft of torque. Honda is reportedly looking at pushing that power figure up to 350hp for the S2000. Sure it might not scream all the way to 9000rpm anymore which is always glorious to hear, more power and forced induction is never a bad thing.
If all of these things are true, it will probably blow out any competition that it would have. It would no longer be an entry level sports car like the MX-5 or BRZ/GR86. The power figure and probable price for a new version of the car would put it in competition with the GR Supra or even the new Nissan Z which will be out by that point especially if Nissan decides to make a convertible version of it.
Keep in mind that this is all rumors at this point and to take with a grain of salt but let me know what you think of this in the comments. Don't forget to give this article a bump and don't forget to follow me for more content like this.
Minor concessions in comfort return huge gains in driver engagement.
Buying a performance car often costs more than money; it costs comfort and convenience. If you're buying a 2020 Honda Civic Si, though, it doesn't have to.
The Civic Si is essentially a mono-spec vehicle. As such, it rings in at just $26,155, making it one of the cheapest sports cars on the market in the best way possible. For that price, you get 31 more horses than a standard Civic, two-mode electronically controlled dampers, and a limited-slip differential. We spec'd ours with the $200 High-Performance Tire (HPT) option, but aside from that, all you could add to this car are some dress-up parts, a wireless phone charger, and an auto-dimming rearview mirror. The last two would've been nice, but we easily lived without them.
2020 Honda Civic Si: The Cost Of Caring
The Civic Si doesn't cost much in terms of comfort, either. The standard setting for the adjustable shocks is firmer than that of the average compact sedan, but not much. The shocks get firmer still in Sport mode, but that's just for when you're pushing the car on a good road. The front seats have big bolsters on the sides to keep you in place, but they're big, soft pads, not rigid extensions. If the Si is any louder inside than a standard Civic, it's not enough to notice (interior noise has long been a Civic weak spot).
The Civic Si costs almost nothing so far as convenience is concerned—provided you don't consider driving a stick shift in traffic inconvenient. In sedan guise, it gives up nothing in rear-seat space or access, and you get a big, secure trunk. And although there's no navigation option, it does come with Apple CarPlay and Android Auto compatibility so you can use your phone's navigation instead.
In fact, the Civic Si is comfortable and convenient enough that my wife and I didn't have a second thought about taking it on a three-hour journey to celebrate our anniversary at a house—with a pool—we rented. I thought for sure we'd stuff the car to the roof with clothes, food, drinks, and entertainment for a week, but we barely filled the trunk. Hours on the freeway to and from were no big deal, as the car was neither too stiff nor too loud for a road trip (nor were the seats too stiff).
On this particular trip, the Honda was just a nice little compact sedan with some extra zip for passing lane hogs. On other trips, especially those up into the mountains to go hiking, it was the best sports sedan for the money on the market (the Civic Type R is a hatchback). The composure of the chassis could teach things to more than a few sports cars that cost three times as much.
2020 Honda Civic Si Sedan: Momentous Performance
The Civic Si is what we call a momentum car. With 205 hp, it's no performance monster, but at 2,900 pounds, it's light enough to chuck about without constantly needing to slam on the stoppers. There's a delightful dance to be had in braking just enough to safely make the corner without losing any more momentum than absolutely necessary. The brakes, which aren't even upgraded past a set of performance pads, stand up to anything you can throw at them, which isn't much because again, you don't really have to slow down much for most corners. On the way out, the Civic Si's limited-slip lets you get back on the power early and pull it out of the corner, making the most of every pony. The manual transmission, the best of any this side of a Porsche, never lets you miss a shift, and the pedals are perfectly spaced for heel-toe downshifting.
Its shortcomings are few and far between. If you're something of a drag racer, this isn't the car for you. Although the Civic Si feels quicker than it is, it's still held back by an engine that lags below 3,000 rpm and runs out of steam a thousand rpm before redline. The little Honda sedan is best when hustled on a road where you can keep both its speed and the engine's speed up. Around town, you're best off shifting before the turbo switches on, and when you're hustling, short-shifting. You'd also be well advised to keep a rag in the car to protect your hand from the cool-looking but scalding-hot or freezing-cold aluminum-topped shifter. When you're done driving, make sure to wait until the engine actually stops running after you switch off the car. If you release the clutch in gear too quickly ... well, it could get ugly.
It's easy to overlook the Civic Si when the Civic Type R is right there on the lot and only $11,500 more, but whether you're on a budget or just not ready to make the compromises its more powerful kin demands, the Si delivers. It's rewarding to drive on the best roads and comfortable on the commute. Ultimately, the Civic Si demands very little in exchange for the fun it provides, leaving you with a practical sedan every other day of the week.