Displaying items by tag: Honda
The new Honda HR-V compact SUV has arrived in the UK and it ticks plenty of boxes
Ingeniously practical, well-built and impressively frugal, the HR-V ticks many of the compact SUV boxes. Our time driving in the UK has put to bed question marks over fuel efficiency - few cars in this class can offer the HR-V’s potential. It even drives smartly too, although it isn’t quite class-leading in any one area. Unfortunately, it doesn’t deliver enough to justify its relatively high retail price compared with some key rivals. Still, it’s the most convincing family car Honda has produced in years.
Back in the late nineties Honda dubbed its first-generation HR-V “The Joy Machine”, and now into its third iteration, this new compact family SUV will need to leave us grinning from ear to ear if it’s to topple rivals like the Toyota Yaris Cross, Renault Captur and Ford Puma from the top of a fiercely competitive crossover class.
Our first encounter on German roads in left-hand drive form showed that there’s plenty to like, but the HR-V didn’t live up to Honda’s promise of class-leading fuel efficiency from its hybrid powertrain.
Step inside and the driver is presented with a neat, uncluttered environment. Build quality is excellent and feels as plush as anything else in the class. It’s backed up by Honda’s latest infotainment system, which is lightyears ahead of what the previous HR-V was lumbered with.
It’s towards the back where the really smart stuff starts, though. Overall knee room is up by 35mm, and in this area the HR-V measures up very strongly against its rivals. It’s just a shame that the boot is relatively pokey - the 319 litres on offer is disappointing. It does make up for this slightly with Honda’s ‘Magic Seats’ though. These not only fold forward, but the seat bases can also flip upward, which is ideal for carrying taller items.
This is made possible by the way that Honda’s engineers have packaged the fuel tank; it’s slotted beneath the front seats, as opposed to beneath the rear bench as in most cars. It’s partly because the HR-V uses a full hybrid, too.
On paper, the HR-V’s petrol/electric set-up is clever. Under the bonnet sits a 1.5-litre petrol engine, but for the most part this only serves to act as a generator for the battery and motor. In fully electric this motor/generator can be decoupled altogether, while under hard acceleration its energy isn’t transferred through a gearbox, but as a direct drive - again, in the name of efficiency.
In some ways, it feels like a fully electric vehicle. Moving off from a standstill is silky smooth, but increase the speed further and we were left wishing for more pep from the electric motors. Accelerate onto a motorway slip road, for example, and that initial electric boost has little influence - instead, you’re left waiting for the engine to wake up, and the drive systems figure out how to most effectively deploy its power to the road. The delay here is similar to that of a standard automatic transmission kicking down - only it’s accompanied by a flare of droning revs from the 1.5-litre unit. This only happens under hard acceleration though; for the most part it’s fairly peaceful.
The rest of the drive is impressive, if not game-changing. It’s stable and secure through the corners rather than fun like a Ford Puma. The steering is precise and well weighted, but the extra assistance some rivals offer around town make them easier to manoeuvre. Some low-speed fidget aside, the ride is comfortable, though there is slightly more road noise than we’d have liked.
But for all the engine's slightly unnatural noises and slightly dull throttle response, on our first encounter we were left somewhat baffled by a car which struggled to hit 45mpg. On this occasion, the HR-V managed to match its claims - and then some. We regularly saw in excess of the official 52.3mpg figure, reaching over 60mpg in mixed use, which is impressive and towards the top of the class.
Unfortunately, it’s also at the pricey end of that sector too, starting from £26,960. To counter this, the HR-V is well equipped across all three trim levels. The base model Elegance gets 18-inch alloy wheels as standard, plus LED headlights, digital dials, heated front seats, and a nine-inch touchscreen with a reversing camera.
Above that sits this Advance trim, which is predicted to make up 60 per cent of HR-V sales. Among its extras are a hands free tailgate and dual-zone air-conditioning, but the price climbs to £29,210. The range tops out with the Advance Style, which for £31,660 introduces a contrasting roof finish, wireless smartphone charging and a premium hi-fi.
|Model:||Honda HR-V e:HEV Advance|
|Engine:||1.5 4cyl petrol hybrid|
|Transmission:||Single speed, front-wheel drive|
|Top speed:||106 mph|
The latest generation of Honda Civic (model year 2022) had its premiere in the form of a sedan in April this year, then a new Civic hatchback arrived at the end of June, and now the sporty Civic Si has appeared in North America.
It is already the 11th generation of Civics, which Honda says will raise the bar in terms of style, performance, safety and advanced technologies in the compact vehicle market.
As for the new Civica Si, this version also received standard LED headlights and taillights, modified suspension, improved steering, aero body kit (modified bumpers, front spoiler, sills, trunk spoiler), 18-inch black alloy wheels, LSD differential, black honeycomb mask with Si marking, black mirrors, sports brake system, two chrome exhaust pipes, sports interior with two-tone seats, leather steering wheel and aluminum pedals, as well as a 1.5 liter turbo gasoline engine with 200HP and 260 Nm of torque ( with 6-speed manual transmission).
There’s also 7.0-inch digital instruments, a 9.0-inch touchscreen, higher-quality materials, a 12-speaker Bose audio system and a higher level of security (with Honda Sensing active technology).
Honda is working on the next generation of the CR-V model, which is the third best-selling car in the world and also the best-selling Honda. Last year, this car sold 885,000 units.
The fifth generation of this SUV model was presented in October 2016 at the Detroit Motor Show, and now the successor in a masked edition has been spotted on the streets for the first time.
The camouflage is detailed but again reveals that the new generation will look significantly different from the current model. According to the first photos, it can be noticed that the design is much more modern, the car looks longer than the current CR-V, with longer front and rear overhangs.
The front looks more aggressive, while between the thin LED lights there is a chrome strip that extends above the trapezoidal grille. The first spy photos reveal only the look of the front, but it can be assumed that the car will look a bit more refined from the back, like the new Honda Civic. Based on the first spy photos, the Spanish portal motor.es also published an unofficial render of the possible look of the new generation Honda CR-V
It is not yet known which drive will be used by the new generation of the Japanese SUV model, but several hybrids are expected, and later a fully electric version. The premiere of the new Honda CR-V is expected in late 2022 or early 2023
Despite the popularity of new SUVs, the fact is that not everybody wants to sit up high in a quasi-off-road station wagon. And for those remaining resisters, Honda has this: the updated 2022 Honda Civic. As you can see, the new Civic has shed its old “boy racer” look and has adopted the calmer, more conservative appearance of the bigger Accord sedan. Gone are the odd bumper polygons and the low and racy roofline, and in its place we have … well, what appears to be a three-quarter-scale Accord. But how much of the rest of the old racy Civic has become the new, more conservative Accord? I recently got to spend a couple of days with the new 2022 Honda Civic Touring, and I can confirm: The new one has grown up in many ways.
From the outside, the new car is easily mistaken for the Accord. There are many styling similarities, from the new proportions of the longer, lower body to the more upright roofline and larger windows; even that little kink in the C-pillar is copied over from the Accord sedan. It’s a decidedly more conservative look than the Civic has had for the previous two generations, and it comes just as competitors are getting ever more outrageous (have a look at the new Hyundai Elantra) in order to stand out and grab whatever share of the shrinking compact sedan class they can get. It’s not a bad look for the Civic, by any means, but its tepidness does make me wonder how this is going to look in a Type R version with scoops, wings and ducts added.
It’s Strong at Heart
Under the hood is a turbocharged 1.5-liter four-cylinder engine mated to a continuously variable transmission, which is, yes, the Accord powertrain. But in the Civic EX and Touring trims, this powertrain combination is good for 180 horsepower and 177 pounds-feet of torque, understandably less than it makes in the bigger Accord. It’s one of two possible engines in the new Civic, the other being a naturally aspirated 2.0-liter four-cylinder you get in the basic LX and Sport trims making 158 horsepower and 138 pounds-feet of torque. (Both are tied to the retuned CVT). There’s no sporty Si model or fire-breathing Type R track monster just yet, but Honda likes to get the basic stuff out of the way first before turning up the heat later on.
A Rethink of Honda Interiors
While Honda stylists may have made a near carbon copy of the Accord from the outside, the inside is a whole new world for the brand. The interior is much, much different than the Accord, featuring a retro-cool style that brings back some of the boxier looks of classic Japanese cars of the 1980s. There’s a long strip of hexagonal mesh dash trim that hides the front passenger climate control vents, and the interior itself no longer looks like it was designed by several committees that never talked to each other. What do I mean by that? Well, the doors now meld well with the dash design, and the graining of the materials is the same from the dash to the doors, as well. There’s a sophistication to the new Civic interior that looks quite refreshing, and it comes from a newfound minimalism that we first saw in the Honda e electric car that’s not sold in the U.S.
The new electronics look good, with a high-mounted 9-inch multimedia screen (the biggest ever fitted to a Honda-brand vehicle) easily reachable by the driver, with a dedicated volume knob and a big prominent “home” button. Wireless Apple CarPlay and Android Auto are standard with the 9-inch system in the Touring but require a cable if you stick with the standard 7-inch multimedia system. The new 10.2-inch digital gauge cluster that comes only in the Touring trim is also well done, with four possible arrangements: either traditional round dials or bar-type graphics, each also featuring a minimalist option that reduces the information overload to the driver.
Overall, there are only as many buttons as are needed, nothing extra, nothing confusing. Everything is arranged within the driver’s sightlines. I can even see the buttons that Honda likes to mount low and to the left of the driver’s knee without a problem now. You feel like you’re sitting low in the Civic thanks to the plentiful headroom, but the windshield feels upright and the dash and beltline feel low, improving the outward visibility considerably over the past Civic. The steering wheel feels substantial, and the shifter position (note that it’s not a push-button affair) is perfectly located for resting your hand.
Materials quality was excellent in the top Touring trim level I drove, with leather seats and nicer trim up top. It’s also plenty spacious inside, with about average room for the category both front and back. The tall design to the overall exterior sheet metal comes in handy in the trunk, which feels quite capacious, with sufficient room in it to wonder if the upcoming hatchback model is really necessary. There’s a maturity to this design; it’s more friendly and approachable than futuristic and fantastical, but it again makes me wonder how Honda is going to zoot this up for its sporty models down the road. Guess we’ll have to wait and see.
More Entertaining Than Expected
Or will we? The Touring trim may not be the vaunted Si, but it still is far more entertaining to drive than any non-sport Civic trim level I’ve ever tried. The turbocharged engine is super-torquey; even a light jab of the pedal brings surprising acceleration. The transmission may be one of the best-tuned CVT units I’ve ever tried, it’s perfectly matched with the engine to provide quick power and impressive response. Something new for 2022 is a Sport mode on 2.0-liter Sport and turbocharged Touring trims, which changes steering and throttle response when you select it, allowing you to hustle the Civic along back roads with surprising speed — and you’ll find yourself grinning as you do it.
The whole experience of driving the new Civic is one of sophistication, and as good as an Accord is, this just might be better. The chassis response is excellent, the ride and handling balance is outstanding, and there’s actual steering feel and feedback, too. It feels considerably lighter on its feet than a new Accord, which always struck me as a bit piggish and heavy. Even the brakes are outstanding, providing excellent bite and progressive stopping strength without being the slightest bit grabby.
It may not be billed as a sporty sedan, but the Civic holds its own nicely and conveys the sensation of an advanced, refined, even premium driving experience. You can feel that the bones of the car are going to provide an amazing base for the actual sporty versions in the Si and Type R whenever they do arrive. I’d easily stack it up against the best out there like the latest Elantra, the Volkswagen Jetta or even more premium models like the Audi A3. If, like me, you really don’t see any need for a new crossover when there are still sedans out there that are this good, you’re going to want to put this new Civic on your list.
Long Live the Resistance
Honda has also brought some updates to the Civic’s onboard safety tech, now featuring available rear-seat side airbags, some next-generation front airbags meant to minimize head and neck trauma, and a new camera for forward facing systems like adaptive cruise control and pedestrian detection. There’s also a new optional 12-speaker Bose premium audio system that sounds fantastic. And loaded examples like my fully equipped Touring test car will come in just a hair less than $30,000, including destination.
But really, the story with the new Civic is the enhanced driving dynamics and simplified interior styling that elevate the car beyond its humble compact sedan class. It’s a substantial, satisfying car to drive, either on back roads or urban boulevards — and for SUV resisters, it’ll give you one more reason to avoid that new crossover for a few more years.
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