Honda Cars : TOV Reader Aaron Hilbert Spies a 2013 Honda Accord Coupe | 2013 New Honda Car Reviews 0

From what I can see there is only one exhaust so this is of a 4cyl.... Nice find Aaron!

Source;
http://www.vtec.net/news/news-item?news_item_id=1086408

Honda Cars : 2012 Honda Civic HFP Review | 2013 New Honda Car Reviews 0

by Graeme Fletcer of the National Post

For years, the Honda Civic has been the import tuner’s car of choice. You name it and there is a highly modified part. It runs to the point where there is a modification for just about every meaningful component along with myriad performance add-ons. Not to be left out of this highly lucrative market, Honda has added the Honda Factory Performance (HFP) package to the Civic Coupe. In all, there will be 400 units offered.
The starting point is the Civic Si. The HFP package, which is offered in either black or white livery, then adds deeper front and rear air dams, bolder side sills and a tasteful deck lid spoiler. It also brings attractive 18-inch wheels wearing P215/40 Michelin Pilot Super Sport tires. That’s pretty much the extent of the exterior changes, badging aside.

Beneath the sheetmetal, however, the HFP’s suspension has been heavily massaged. The new springs, which drop the ride height by 10 millimetres, complement the new high-performance dampers. These mods and the better tires bring a car that really does hunker down and eat fast on-ramps. The Si is no slouch in this department. The HFP is so much more focused — the poise and pointability as the ragged edge nears is appreciably sharper. The unspoken benefit is it accomplishes this without trashing the ride quality.

The HFP arrives with the same 2.4-litre four-cylinder engine that powers the Si. This means 201 horsepower and 170 pound-feet of torque. This engine pulls strongly at first, then gives the driver a swift kick in the pants at 5,000 rpm when the i-VTEC (intelligent Variable Valve Timing and Lift Electronic Control) system begins to do its thing. When this happens, the engine seems to take a deep breath and sprint toward redline with ever growing purpose. This is an engine that must be revved to get the very best out of it. When pushed toward its 7,000-rpm redline, it really does sing a sweet siren. There is none of the grating thrashiness that defines so many high-revving engines — this one produces a deep bassy note whenever i-VTEC begins to weave its magic.

The power is put down through a six-speed manual gearbox, a helical limited-slip differential and the front wheels. The transmission is the model of civility, pun intended. The short throws, defined gate and progressive clutch mean it’s a cinch to run through the gears at the speed required. As the ratio spacing from first to fourth gear is tight and the engine revs so freely, the shifter has to be worked with alacrity to keep things at a roaring boil. The Si HFP snicks through its gears so seamlessly it is a very easy drive regardless of whether inching along in stop and go traffic or wailing around a race track.

The helical limited-slip differential makes a big difference, especially when the speeds are low and the engine’s output is nearing its peak. First, it eliminates the unbridled wheelspin that is the norm with an open-centre differential. Here, the instant one wheel begins to spin, all the power is directed to that wheel, which forces the traction control system to kick in and kill the launch performance. The limited-slip differential helps to keep both front wheels engaged in the business of providing traction, which cuts said wheelspin, minimizes traction control intervention and, as a bonus, helps to control torque steer. As a result,  launching the Si HFP is both fast and entertaining. It also helps through a fast corner — typically, the inside wheel tends to spin because of its unloaded condition. The Si HFP keeps both wheels in the game.

All of this gives the Si HFP the ability to scamper to 100 kilometres an hour in 6.6 seconds and, more importantly, it accomplishes the 80-to-120-km/h passing move in 4.4 seconds.

Remarkably, it does this in third gear, and it does so just before hitting redline.

The HFP also managed to return surprising fuel economy. Even though the car was driven with enthusiasm during the test, it still attained an average of 8.9 litres per 100 kilometres.

Inside, the HFP’s only outward signs are the brilliant red floor mats and red ambient interior lighting. The rest of the Si HFP will be familiar to any Civic Si coupe owner — delightfully bolstered front bucket seats and tight access to the rear seat. The materials are very good, the fit and finish is exemplary and, in spite of the two-tier dashboard, the information is relayed to the driver in a clean and uncluttered fashion. True, I don’t care for the digital speedometer, but the rest of it comes together nicely with the exception of the Sequential Rev-Limit indicator. As the revs rise and i-VTEC kicks in, a number of amber dots illuminate until the last red dot comes on and tells the driver the engine is producing maximum output and about to crash into the rev limiter. Given the exaggerated tachometer in the lower tier, it is fairly described as overkill.

While the outward changes to the Civic Si HFP are fairly subtle in nature, the improvements in the handling characteristics are anything but. The Si is sharp; the HFP is significantly more so. As such, it is that much more fun to drive, and without costing an arm and a leg in the process.

Source;
http://life.nationalpost.com/2012/06/20/preview-2012-honda-civic-si-hfp-boosts-fun-factor/

Honda Cars : The Acura NSX Concept Meets an Original 1991 Acura NSX | 2013 New Honda Car Reviews 0

Measuring Up to the Past

By Jason Kavanagh, Engineering Editor | Published May 15, 2012

Automakers are under no obligation to tell the truth about future product, especially when it comes to future sports cars. And double especially when those future sports cars embody the automaker's very DNA. So it is with the Acura NSX Concept, the car that portends the 2015 Acura NSX.

As such, upon the reveal of the Acura NSX Concept earlier this year at the Detroit auto show, we took the car's published dimensions with a grain of salt. Up there on the stage, it just looked...well, bigger. There was simply no way that car was in the same dimensional realm as the lithe and slim original from 1991.

Upon our half-jokingly expressing this sentiment to the folks at Acura, something unexpected happened — they opened their doors. They made the NSX Concept available for us at their Torrance, California-based design studio to pore over, measure, move around, sweat on (hey, it was hot in there). No chaperones, and no limitations other than "please don't break it." We spent an entire day with the two-of-a-kind car (the other, redder NSX Concept recently made an appearance at the Beijing auto show).

For perspective we brought along our long-term 1991 Acura NSX. That ought to bring into stark contrast just how gargantuan the concept is. Right?

Deception
When you finally set eyes on the Acura NSX Concept in a more natural setting than the glitzy show floor, the thing that first strikes you is that it is not the sprawling colossus of a supercar you expected. It's actually fairly tidy, the form compact and dense, the silver skin like Saran Wrap pulled tight over the mechanical bits. The car occupies less volume than you think.

Given free rein with a tape measure, we gleaned further insights.

That leads us to the next illusion: There are no mechanical bits. The NSX Concept doesn't steer, go or brake. It weighs as much as an SUV, a trait with which we became intimately familiar when we tried to roll the zoomy car around on the wheel jacks. A resin-board "structure" fills in the voids to be occupied by the mid-mounted V6, hybridized dual-clutch transaxle and twin electric motors that will provide drive to all four wheels of the production version. It's no exaggeration to say that everything beneath the concept's surface serves solely as a canvas upon which its bodywork can drape.

Yet a stylist's throwaway flight of fancy the NSX Concept is not. Far from it, the concept serves as the company's template for the production 2015 Acura NSX. There will be no Chevy Volt-like styling about-face when the production car drops. In fact, Acura officials tell us that their objective is to ensure that the 2015 Acura NSX's dimensions and styling mimic those of the NSX Concept as closely as humanly possible. Then again, that's the objective. Who knows where the realities of a street car will lead them?

Truth
The tape measure doesn't lie. Our measurements were within a tenth of an inch of the basic dimensions released by Acura at the time of its unveiling. Props to Acura for its truthiness, then. And it turns out a lot of wheelbase has been packed into the Acura NSX Concept. Its 99.6-inch wheelbase is within an inch of an Audi R8 and Ferrari 458 Italia, yet the concept's 170.4-inch length is between 4 and 8 inches shorter than those cars. It's also considerably lower — the NSX Concept stands 45.7 inches high to the Audi's 49.3 inches and Ferrari's 47.8.

Given free rein with a tape measure, we gleaned further insights. We measured its front track at 63.6 inches and its rear track at 63.3 inches, dimensions that again place the NSX Concept in the same realm as the midengine Audi (64.3 and 62.8 inches, respectively) and Ferrari. (65.8 and 63.2 inches). The zoomy Acura's front and rear overhangs measure 36.3 and 32.6 inches, respectively. Each angular mirror protrudes 5 inches prouder than the widest point of the car. Have tape measure, will scrutinize.

Source (check out the link, massive photo archive for this post, beautiful!);
http://www.insideline.com/acura/nsx/the-acura-nsx-concept-meets-an-original-1991-acura-nsx.html

Honda Cars : 1991 Acura NSX: Suspension Walkaround | 2013 New Honda Car Reviews 0

Here's a great artical on a truely legendary car....
by Dan Edmunds

At long last the 1991 Acura NSX suspension walkaround you've been clamoring for is finally here. Turns out there's lots of cool stuff to see under there, even if this car is old enough to drink and play blackjack.

Let's not waste any more time with preliminaries. The NSX is racked on our 2-post Rotary lift and fully exposed.

Here's the full article;
http://blogs.insideline.com/roadtests/2012/02/1991-acura-nsx-suspension-walkaround.html

Honda Cars : We Hear: Honda EV-STER Concept to Be Built, with Gas Power? | 2013 New Honda Car Reviews 0

Honda CEO Takanobu Ito told German auto magazine Auto Motor und Sport that the funky Honda EV-STER concept we showed you last month during the Tokyo Motor Show will go into production. The EC-STER was conceived as a modern-day Honda Beat and comes close to the size of that Japanese market Kei-car.

The concept comes in less than two inches wider than the Beat and the JDM Kei-car standard. The concept is powered by a 58kW (78 horsepower) lithium-ion motor and is said to hit 60km/h (just over 37 mph) in 5.0 seconds. Power is sent to the rear wheels. Honda says the electric-powered EV-STER would have a range of 100 miles and top speed of 100 mph.

But don’t fret if these numbers don’t impress. The Honda EV-STER is package-protected for a gasoline engine – behind the seats, making it a mid-engine, rear-drive replacement for the gone but not forgotten Honda S2000. Still no word on size or power level of the hypothetical internal combustion engine, but it would likely create more power and produce better times than the electric motor.

One show car feature that would not likely make production is the twin-lever steering. A conventional steering wheel would probably get the nod for the production car. No details whether either model will come stateside. We are crossing our fingers for the gas-powered version with at least 200 horsepower – maybe from the rumored 1.6-liter turbo four-cylinder.

Source;
http://wot.motortrend.com/we-hear-honda-ev-ster-concept-to-be-built-with-gas-power-147349.html

Honda Cars : 2012 Honda Civic Si Wows At SEMA Show | 2013 New Honda Car Reviews 0

Limited-edition Honda Factory Performance kit unveiled and Honda Performance Development reveals new grassroots racing program for the Civic Si
11/01/2011 - LAS VEGAS
Seven modified 2012 Civic Si Coupes and Sedans are featured prominently in the Honda booth at the 2011 SEMA Show, which opens today. The all-new 2012 Civic Si Coupe and Civic Si Sedan emphasize the performance potential of the Civic lineup and represent great platforms for vehicle personalization. Several significant vehicles are being unveiled at the show, including a 2012 Civic Si Coupe equipped with a limited-edition Honda Factory Performance™ (HFP™) package, the Honda Performance Development, Inc. (HPD) Compass360 Racing HPD 2012 Civic Si Coupe Racecar, the Accord Coupe HFP Concept and several vehicles equipped with Honda Genuine Accessories.

“The Honda Civic was instrumental in the first import-tuner movement in the U.S. during the ‘80s,” said Bruce Smith, vice president of Service and Technical Operations for American Honda Motor Co., Inc. “The all-new Civic Si builds on that proud history by offering inspiring performance, improved fuel economy and a great platform for personalization.”

Show-goers will get the first look at the 2012 Civic Si Coupe fitted with a limited-edition HFP package. Limited to only 500 complete kits and on sale today at Honda dealers in the U.S., the package includes: high-performance springs, reducing ride height by 15 mm; high-performance dampers tuned for enhanced road handling and decreased body roll; 18x7 inch HFP Alloy Wheels; full HFP aerodynamic body kit; HFP carpet floor mats; red ambient interior illumination; and, HFP emblems. All of the painted parts will come color-matched to each of the seven available Civic Si Coupe colors.

After unveiling the Compass360 Racing HPD 2012 Civic Si Coupe Racecar, HPD provided details about its new racing performance parts program for the all-new Civic Coupe. Earlier this year, HPD began sales of Civic bodies-in-white, also on display. For builders of racecars, starting their build with a body-in-white represents significant cost and labor savings when compared to the purchase and conversion of a fully-equipped production car. Sales of the body-in-white began in July, and HPD has delivered a number to licensed race teams thus far, priced at $3,500 each. Additionally, HPD will soon offer HPD-designed parts and branded racing components for the new Civic through the Honda Racing Line. These racing parts are tailored for use in the SCCA World Challenge and Grand Am's Continental Tire Sports Car Challenge. They will be available early in 2012, and full details and pricing will be available at that time.

Combining the expertise of HPD and the styling and performance history of HFP, the Accord Coupe V6 HFP Concept features a full suite of currently-available HFP components. HPD guided the creation of the “concept,” which includes a supercharger and performance air intake and exhaust systems. Building upon a stock 3.5-liter V6 engine, the supercharged engine is estimated to produce 335 hp and 285 ft. lbs of torque (up 64 hp and 34 ft. lbs vs. stock car). This vehicle was modified to demonstrate the performance potential of the Accord V6 coupe and to gauge consumer interest. Honda has no current production plans for the concept.

Sporting available Honda Genuine Accessories, the 2012 Civic Si Sedan shows that performance and style can come with four doors. It features 18x7 inch HFP alloy wheels, all-season floor mats, trunk tray, cargo net, cargo hook and splash guards. All Honda Genuine Accessories, including HFP components, offer a 3-year/36,000 mile warranty like the Civic itself, if they are purchased and installed at the time of new vehicle purchase, and are engineered to be fully compatible with each Honda vehicle.

Nestled amongst two previously-seen Honda-modified CR-Z sport hybrids, the HPD CR-Z Hybrid R Concept and the CR-Z with MUGEN accessories, is a stand-alone HPD CR-Z engine concept equipped with a supercharger. This 1.5-liter engine concept builds upon HPD’s experience with the turbocharged HPD CR-Z Racer that competed at the 25 Hours of Thunderhill last year and represents HPD’s continued exploration of the performance potential of the CR-Z.

Reaching out to the import community, Honda invited three independent vehicle tuners to build and display their Civic Si concepts at the SEMA Show. Tuners were asked to push the limits of performance and style with their builds, and the vehicles on display demonstrate the personalized potential of the Si Coupe and Sedan. Following last year’s amazing CR-Z build, Bisimoto Engineering delivered a 1004 hp version of the Civic Si Coupe. Having previously built two generations of Fit project vehicles, Tjin Edition brings its own take on the Civic Si Sedan, showing that style and performance can coexist with kids and a family. And making its Honda SEMA Show debut, Fox Marketing pulled out all of the stops to create a wide-body, turbo-charged version of the Civic Si Coupe.

Vehicles on Display at the Honda Booth
From American Honda Motor Co., Inc.
2012 Civic Si Coupe with limited-edition HFP™ package
2012 Civic Si Sedan with Honda Genuine Accessories
2012 Accord Coupe V6 HFP™ Concept
2011 CR-Z with MUGEN Accessories
2012 Civic Si Coupe modified by blink-182 for the Honda Civic Tour

Historic Civic models from the American Honda Collection
2000 Civic Si Challenge winner (by Superstreet magazine)
1975 Civic 3dr

From Honda Performance Development, Inc.
2012 HPD Compass
360 World Challenge Spec Civic Si racecar
2012 Civic Coupe body-in-white
2011 CR-Z Hybrid R Concept HPD CR-Z engine concept with supercharger (engine only)

Aftermarket Project Vehicles
Bisimoto Engineering 2012 Civic Si Coupe
Fox Marketing 2012 Civic Si Coupe
Tjin Edition 2012 Civic Si Sedan

Source;
http://www.hondanews.com/channels/corporate-headlines/releases/2012-honda-civic-si-wows-at-sema-show

Honda Cars : Inside Honda Performance Development | 2013 New Honda Car Reviews 0

By Carlos Lago of www.motortrend.com
"Oh cute," I'm thinking, "Honda's strapped a wing and a roll cage to a CR-Z and called it a racecar." Burbling out of pit lane at Willow Springs Raceway in the Honda CR-Z Racer, with what sounds like a swarm of bees armed with a megaphone in tow, I roll on the throttle. Suddenly the tach needle jumps by two thousand rpm, the front wheels jolt, the steering wheel scrambles in my hand, and I'm heading into turn one much faster than anticipated.

This white and red concoction of turbochargers, nickel cobalt magnesium batteries, and racing slicks is the work of Honda Performance Development, a research and development subsidiary of the Japanese automaker that focuses solely on racing. Based in Valencia, California, the roller coasters at Six Flags Magic Mountain are visible from the road that approaches HPD's two-story, 125,000 square foot building. Home to an engine assembly hall, machining rooms, dynos, and so on, HPD is responsible for producing about one-third of the engines for IndyCar -- each of which takes 120 hours -- and for developing products for ALMS, go-karts, SCCA World challenge racers, quarter midgets, and SEMA show pieces.

Hence, the CR-Z Racer I'm fumbling around the big track at Willow Springs. It bowed at SEMA last year, alongside a group of similarly modified stable mates, with a turbocharged 1.5-liter I-4 and a higher output battery pack; combined, the package makes right around 190 horsepower. The hybrid system offers interesting approaches to racing. The 25 horsepower and 65 pound-feet of torque Honda estimates it delivers can be activated by pressing a button, push-to-pass style. The powertrain can even revert to an economy setting for endurance races. How well does it work? Honda entered two CR-Zs at the arduous 25 Hours of Thunderhill (a race famous for its "I survived the 25" finish line slogan) one of which placed second in class and ninth overall.

If there were a finishing place for fun-factor, the result might've been similar. The CR-Z is exceedingly hilarious. It is not a fast car, although it offers admirable acceleration in the upper arches of its powerband. The CR-Z's strength is maintaining speed. Its 17-inch wheels are shod in BFGoodrich racing slicks which beg to be pushed harder corner after corner. After a two-lap taste, I want to gorge.

The CR-Z Racer remains a small part of HPD's interests, which range from top-tier IndyCar and ALMS series to grassroots efforts. In 2010, the SCCA approved a variant of the Fit-based 1.5-liter engine for use in Formula Ford, or as it's now known officially, Formula F. The engine that powers your Honda generator? HPD turns that into a mill for quarter midget racing. It also takes 125 cc dirt bike engines and readies them for go-karts.

Most recently, Honda has been working with other manufacturers to introduce B Spec, a racing series for subcompacts like the Fit. The cars rely on production components -- engine, transmission, and chassis -- to drive down the cost of entry; a finished racecar should total around $25,000. Required changes for safety include a roll cage, suspension upgrades, wheels and tires, and a few other pieces, and HPD will, of course, offer these parts for your Fit. Mazda has been gung-ho with its Mazda2 -- such that it and Honda debuted the two racecars simultaneously. Ford and Kia have subsequently prepared versions of the Fiesta and Rio for competition. Toyota may even offer a Yaris. The series is rapidly gaining traction, and the automakers plan on having the cars performance balanced soon (a process that ensures that all cars perform on an equal level).

DEPENDABLE RACE CARS
Honda calls itself the most dependable name in racing and eagerly backs up the claim. Since becoming the sole supplier, HPD's IndyCar V-8s have broken records for reliability; the last in-race engine failure happened in 2009. Such performance is the result of scrupulous investigation. A materials analysis room at HPD is the home of countless slivers of metal and rubber, material encased in plastic. Each one has a story to tell. A piston, for example, is cross-sectioned, sliced thinly like a steak. Across the length of the slice, every few millimeters, HPD takes measurements to see what temperatures the metal has experienced. Knowing the temperatures means knowing how far the pistons can be pushed in the future, or how much to back off.

Other pieces tell stories of tragedy. A square gasket, no taller than a coffee mug, hangs from a wire stand. It's from Fernandez Racing's ARX-01b, the then Acura-branded American Le Mans prototype, which finished second overall at the 2008 12 Hours of Sebring. During the post-race inspection, the engine refused to stall after its intakes were plugged (ALMS requires all air entering an engine to go through inlet restrictors). The team was disqualified. After an intense search, HPD found that the supplier responsible for the small gasket switched glues during production. That glue failed and the gasket unseated, allowing extra air through. Though a small, seemingly insignificant piece, the gasket cost the team the race. HPD doesn't forget, and team members still sour when telling the story.

The injury is one to ego. HPD knows the ins and outs of its hardware, as most of it is factory spec. The V-6 the new ARX-01d chassis relies upon is based on a stock Honda Accord engine. HPD changes the crank, cam profile, and adds two turbochargers. There's your race engine.

When I toured the facility, I was guided to one of the dyno rooms, where an example of the twin-turbo V-6 sat. In the isolated room, the bare engine was hooked to an innumerable amount of wires, looking ready to enter the Matrix. We entered an adjacent room for monitoring, separated from the dyno chamber by two heavy doors. We watched as the engine ran a simulated lap of Sebring raceway, using data gathered from a race. The suspended engine revved to its 6200-rpm limiter, simulated an up shift, and continued again. Its sound is a flat and low burble, the piping around the turbochargers quickly glows orange. When needed, HPD will run an engine for 24 hours to simulate the rigors of endurance racing. I closed my eyes and pictured running a lap, downshifting for braking, maintaining throttle during long corners. At one point the engine audibly shot past limiter. "Over rev," the technician says. The driver from when this data was gathered put a tire on the slippery painted curbing, getting wheel spin.

This type of development is one of HPD's contributions to Honda products. Since its inception in 1993, HPD has learned much about efficiently developing cars for extreme scenarios. For example, HPD doesn't rely on wind tunnel testing anymore, favoring computational fluid dynamics, or CFD, until race day. Eliminating wind tunnels means eliminating costly and time-consuming scale models; designing and building a front splitter for that 50 percent scale ALMS prototype costs $25,000. The company relies on computing power and claims no downsides. The team says it has so much success with the process that they can take a prototype out on a shakedown and it will perform just as CFD predicted. Passing this expertise on to the parent company has the potential to cut development time and costs.

Admittedly, I wasn't thinking about development practices while heading towards turn one at Big Willow. I was thinking about attempting the fast left-hander in fourth gear and pushing those tires harder. I wasn't thinking "Oh, cute" anymore. I was thinking that while the showroom may not inspire the enthusiast within, enthusiasm for racing is alive and well at Honda.

Source;

http://www.motortrend.com/features/performance/1110_inside_honda_performance_development/

Honda Cars : Rumours: Honda NSX returns | 2013 New Honda Car Reviews 0

Avengers movie car previews new supercar. It’ll get new V6 engine with twin electric motors

By Peter Lyon

The legendary Honda NSX supercar is back. These spy shots, taken on the set of the new Avengers movie, show a new Acura-badged Audi R8-sized supercar that previews a successor to the NSX.
Acura is Honda’s US-only luxury brand and the sports car was spotted in Central Park, New York, with actor Robert Downey Jr at the wheel. Its appearance is hugely significant for fans keen to see Honda return to the supercar arena.
Honda CEO Takanobu Ito recently hinted at the NSX’s revival, when he revealed: “We’re making progress with plans for an exotic sports car.” And six months ago, Ito said Honda was keen to relaunch a high-performance sports car like the NSX.
A Honda source told us that the Dual Note 4WD hybrid concept from the 2001 Tokyo Motor Show was our first glimpse at the technology that will underpin the NSX. It used a 3.5-litre V6 to drive the rear wheels and in-wheel electric motors to turn the fronts, generating over 400bhp.
Ten years later, Honda is still perfecting the technology. A source said: “Honda wants to build a supercar that breaks the mould while creating a new technological package.”
Honda is working on a VTEC V6 engine of between 3.5 to 3.7 litres, while the twin electric motor set-up will be powered by lithium-ion batteries and employ a plug-in recharge system for a small electric-only range. The result will be huge amounts of torque, but also the high-revving character Hondas are famous for.
The car will also have a weight-saving aluminium body, and is set to go sale by 2014, priced at a Nissan GT-R-rivalling £65,000.
Source;

http://www.autoexpress.co.uk/news/autoexpressnews/273565/honda_nsx_returns.html#ixzz1a0bFcanO

Honda Cars : Honda NSX Gets New Lease on Life | 2013 New Honda Car Reviews 0

Finally! Some Honda/Acura sportscar news! Now if we can just get Honda to start thinking about a Next Generation Honda Prelude (non hybrid of course) ....
The NSX lives, at least in a different form. According to one source, Honda never gave up its plans for an NSX successor. Even though the V-10-powered post-NSX concept came along at the wrong time -- during the economic meltdown -- and had to be cancelled, Honda engineers didn't completely shelve the project.

They simply applied a more market-friendly (and eco-friendly) sports-car approach to the company's flagship two-door, giving it the latest hybrid gizmology. Completely different than Toyota's THS-II hybrid system, the technology slated to power Honda's new sports coupe "can be driven with either a clutch and an engine only, the engine and motor only, or the motor only," says our source. It will also offer a manual transmission option.

It apparently will employ a modified Accord platform, and power will come from either a 2.4-liter 4-cylinder or a 3.5-liter V-6, with the latter considered the sure favorite. Why do we think so? Once again our spies in Japan have uncovered a patent application that specifies a "V6 powertrain developing upwards of 400 horsepower." (yes!) That makes sense, especially when you consider what one company staffer told us about Honda's desire to return to making sports cars.

"Honda does not see the CR-Z as a sports car. It's a sporty coupe and a great first try in the hybrid-sports direction. To be called a sports car, a car needs to have the potential of an NSX or an S2000. That's what we need to aim for."

And as expected, the coupe will employ a version of the automaker's proven SH-AWD system, but Honda will apply NSX concept technology by fitting the rear-drive-based SH-AWD setup that enabled the test mule to lap the Nürburgring in 7 minutes, 37 seconds two years ago.

Using the front-wheel-drive Accord platform as a base for this car will cut R&D costs dramatically. Engineers will swap the front and rear around to create a rear midship AWD package. If the coupe gets the green light for production, expect to see it in showrooms as early as 2014. Still unclear is if the car will continue to be badged as an Acura here in the U.S.

Source (via autoblog);
http://www.motortrend.com/features/auto_news/2010/1011_honda_nsx_gets_new_lease_on_life/index.html

Honda Cars : The Original, Hand built, Honda Civic Type R Mugen Concept Finds an Owner | 2013 New Honda Car Reviews 0

The original Honda Civic Type R Mugen Concept car, a hand-built, dream-about performance creation has now found an owner.

The concept, which was created as a test bed for the 20 units built by Honda’s race engine-tuning partner Mugen was given away as a prize for a British nationwide draw that celebrates the automaker’s presence in the British Touring Car Championship. The vehicle comes with a high-reving 2.0 liter naturally aspirated powerplant that delivers 240 hp and is worth over 60,000 pounds.

The out of this world hot hatch was handed over to the Jim Morgan from Manchester at the Silverstone circuit, where the winner met Honda’s BTCC drivers Matt Neal and Gordon Shedden. Subsequently, Morgan was offered a tour of the Mugen workshops in Northampton, also meeting the team of specialist that brought the compact monster to life.

“I still can’t quite believe I’ve won this unbelievable concept car," said Jim. "To meet Matt and Gordon, rocket around Silverstone in a Type R, and talk to the guys who built my car was incredible! Seeing how this the Type R MUGEN was built really gives you a feel for how special it is: the guys at MUGEN have put everything they’ve got into this car,”

"It really is a great car to drive; perfectly well behaved around town but with a fantastic response to a heavy right foot! I feel extremely lucky," the winner added.

Honda offers a limited edition Civic Type R Mugen finished in Championship White paint, which is based on the concept car that now belongs to Morgan.

Source;
http://www.autoevolution.com/news/honda-civic-type-r-mugen-concept-finds-an-owner-26737.html

Honda Cars : 2010 Honda Civic HFP Si Review | 2013 New Honda Car Reviews 0

Frequent Trips to the Redline May Put Your Driving Record at Severe Risk
Given the fact that I have to relinquish the keys to my 2010 Honda Civic HFP (Honda Factory Performance) Si coupe tomorrow, I am left to wonder if perhaps they make a patch that could
help curb my withdrawal symptoms. Quite frankly, my Dyno Blue Pearl colored Civic HFP Si should come with a Surgeon General's Warning: "Frequent Trips to the Redline May Put Your Driving Record at Severe Risk."

At least in my case, it is utterly and totally impossible to drive this whirling dervish of a car in a calm and sedate manner. The engine cries out to be revved and the manual transmission is the most pleasurable unit I have ever used. And I have tested the Mazda Miata, Nissan 370Z, Mini Cooper and a number of BMW manual transmissions. It is, quite simply, the best manual transmission in the world.

As follows is my review of the many aspects of this two door Honda Civic HFP Si that truly make it an unforgettable driving experience. You think you need an utterly impractical sports car to have a good time? Well, this sports car has a spacious 11.5 cubic foot trunk, split folding rear seats, brilliantly designed cupholders and enough cubbies in the interior to hold all of your junk.

And if you need even more utility the Civic Si is also available as a hugely practical four door family sedan. Mind you, this is a family sedan that also just so happens to have an engine that revs all the way to a stratospheric 8,000 RPM.

What is HFP?

Honda Factory Performance (HFP) is the line of accessories that you can add to your standard Civic Si coupe at the dealer. My tester boasted uprated 18 inch wheels on Summer tires (standard wheel size is 17 inches), a stylish front under spoiler with more aggressive looking foglights, a rear under spoiler, side skirts and a sport muffler. All told they would add about $4,000 to the price of your Civic Si not including installation but the overall look is well worth it.

The uprated tire/wheel combo makes the Civic Si not only look cooler but they also improve the handling with a slight penalty in ride quality. If you are going to use your Si as a family car, however, you might want to consider sticking with the 17 inch HFP wheel upgrade. The sport muffler, however, turns the Si into a howling screamer as you reach the engine's 8000RPM redline. The noise the motor makes is well and truly addictive making it nigh on impossible to drive this car slowly.

Exterior Styling

The Civic Coupe is a styling two door to begin with but with the rear spoiler that comes standard with the Si and all the visual add-ons courtesy of HFP it looks positively menacing. This may cause problems because this car looks like it is going fast even standing still. The Dyno Blue Pearl exterior color is deeply luminescent and would be my choice were I to buy this car for myself.

Interior Design, Materials Quality and Utility

Unlike most Civics, the Si has a digital speedometer that reads in a slightly devilish red color (instead of the usual soothing blue). The interior is airy and spacious although the coupe feels more cramped in back than the rear seat of the sedan. So if you carry passengers often buy the four door Si sedan.

The black seat fabric on the seats is positively gorgeous with red Si logos stitched into the seatback and these sport seats offer plenty of comfort over long drives. All of the plastics are of high quality and the air conditioning easily battled the high Memorial Day Weekend temperatures in Southern California.

The shift knob is a tactile delight made from some metal alloy and is perfectly for hands of all sizes. The two tiered speedometer/tachometer design is still inspired and all of the knobs and switches move with a high quality feel. Overall, this is Honda interior design at its most delightfully whimsical, practical and forward thinking.

Driving Experience

Driving the Civic HFP Si around the suburban streets near my home I could not keep my speeds below 60 miles per hour which can be troubling on streets with 35 mile per hour speed limits. Thankfully most of the roads near where I live have 50 mile per hour speed limits. But once you rev the engine to redline in first and second you are at 60 miles per hour. To paraphrase the inimitable Britney Spears, "Oops, officer, I did it again."

Thanks to the 18 inch summer tires, the 2010 Honda Civic HFP Si handles corners as tightly as Joan Rivers clings onto the phone number of her plastic surgeon. To use a horrible cliché, this coupe really does corner like it is riding on rails. I can't believe I just said that but it's true.

As I have said earlier the shifter is such an utter joy to use that you will find yourself using the perfect gearing to slow the car down as you approach stop lights instead of applying the strong brakes. This will no doubt slow wear of the brake pads as those wear far quicker than clutches. Especially clutches made by Honda.

The steering in the 2010 Honda Civic HFP Si has a precise feel yet never feels darty like the racks in some competitors such as the Mini Cooper S. Although the engine screams as you hit the redline, the engine does quiet down sufficiently in sixth gear on the freeway to facilitate a peaceful interior at cruising speeds. But what fun is that?

Is This Car Family and Dog Friendly?

The interior of the Civic Si has durable plastics, the sturdiest feeling cloth upholstery I have ever seen in a test vehicle and everything is obviously assembled with the typical Honda level of care. The only issue is that this car accelerates so quickly and can handle such high cornering speeds that you should invest in a safety harness for your dog and an Indy 500 strength car seat for your youngsters.

Final Thoughts

As this car returns to Honda tomorrow I am going to cut this review short so I can go take it for a drive on my favorite twisty road near my house. The 2010 Honda Civic HFP Si just screams "bad influence" but given its practicality, fuel efficiency and low price when compared to vehicles with similar levels of performance it remains the sports car buy of the century. So when you go out and buy yourself a Civic HFP Si also be sure to pick yourself up a really good radar detector.

Vehicle Tested: 2010 Honda Civic HFP Si Coupe with Navigation & Summer Tires

Price as Tested: $24,055 plus HFP Accessories

Engine: 2.0 liter 4 Cylinder

Power: 197 horsepower/139 lb. feet of torque

Transmission: 6-Speed Manual (No automatic offered)

Economy: 21 city/29 highway

0-60: 6.7 Seconds

Trunk Size: 11.5 Cubic Feet

Safety Ratings (Government):
Front Impact (Five Stars)
Side Impact: Front Seat (Four Stars)
Rear Seat: (Five Stars)
Rollover: (Four Stars)

Source;
http://www.associatedcontent.com/article/5441622/one_week_test_the_2010_honda_civic.html?singlepage=true&cat=27

Honda Cars : Road and Track's Gone but not Forgotten for 2010 | 2013 New Honda Car Reviews 0

Here's a nice article on some of the cars that will be 'retired' for 2010.

2010 Automotive Hot List: Gone But Not Forgotten

The automotive world will be a poorer place for 2010 without these five cars.
If you're up on your Honda S2000 knowledge, then you probably know two things: The first is that this high-revving roadster, first sold in late 1999 for the 2000 model year, was originally envisioned as a limited-edition model to commemorate Honda's 50th anniversary. The second is that after a 10-year model run (which, by the way, far exceeded the company's expectations — over 12,000 were sold worldwide in calendar year 1999, with 110,673 sold worldwide through 2008), the S2000 will cease production this year, the final car scheduled to roll off the assembly line at the end of June.

For those of you not up to speed on Honda's S2000, here's a brief refresher course: The S2000 brought Formula 1 engine technology to the street, with a 2.0-liter inline-4 that made 240 bhp (Honda was, understandably, very proud of the car's 120 bhp per liter — still an incredible number for a normally aspirated car to this day) and revved to 9000 rpm. The car made its peak power at an astronomical 8300 rpm, with Honda's VTEC variable valve timing kicking into high gear at 6000 rpm. The downside was that it only made 153 lb.-ft. of torque at 7500 rpm...so you really needed to rev it. Luckily, snicking through the gates of the 6-speed manual gearbox was pure joy, as it was (and remains today) one of the best-shifting gearboxes ever put into a production car.

Due to a curb weight of just 2755 lb. and rear-wheel drive, the S2000 was a terrific twisty two-lane and track-day machine, with quick, well-weighted steering and a fairly neutral handling balance. But early cars gained a reputation for being a bit nervous at the limit, resulting in the occasional unintended oversteer.

The S2000's interior was both unique and sporting (also Spartan), focused solely on the art of fast driving. Interesting features included its half-moon bar-graph tachometer display, a large digital speedometer readout as well as bar-graph displays for fuel level and coolant temperature. This instrument panel was ahead of its time in 1999, and many thought it was the wave of the future. Honda kept this electronic setup throughout the S2000's 10-year model run, although the tachometer's graph was reworked into more of a quarter-moon for the 2004 model. The car also had supportive seats and a grippy, small-diameter leather-wrapped 3-spoke steering wheel.

Although little changed on the S2000 throughout its 10-year run, 2004 saw updates to the engine and suspension. Addressing the S2000's anemic torque, Honda increased the engine's stroke to 90.7 mm for a gain of 181 cc, making it a 2.2-liter. High- and low-speed VTEC cam lobes were adjusted to make more productive torque, while the engine's redline was lowered to 8000 rpm. Peak power remained at 240 bhp, but was generated 500 rpm lower at 7800 rpm. Torque was increased from 153 lb.-ft. at 7500 rpm to 161 lb.-ft. at 6500 rpm. The ratios of the first four gears were also lowered to further improve acceleration.

To address the S2000's nervous tail, the '04 model received softer rear springs, a softer rear anti-roll bar and altered geometry. Wider tires (215/45R-17s up front with 245/40R-17s at the rear, versus the original car's 205/55R-16 front, 225/50R-16 rear setup) improved grip, especially at the rear.

On the outside, the '04 car could be spotted by its new 10-spoke wheels, new headlight cluster, LED taillights and oval exhaust tips. Inside, reshaped doorpanels, the aforementioned instrument panel and silver accents for the center console and radio cover were the highlights.
For the 2008 model year, Honda unveiled the limited-edition S2000 CR (for Club Racer), although the standard S2000 was still available. The CR's large rear wing, removable hardtop and in-your-face front air dam explained in no uncertain terms that, yes, this S2000's home was the race track. The car's firmer suspension — 38-percent stiffer front springs with 50-percent stiffer front dampers and 17-percent stiffer rear springs with 32-percent stiffer rear dampers, along with larger front and rear anti-roll bars hit home Honda's intentions. Even the stereo and air conditioning were deleted to save weight, although they could be added back as options. Stickier Bridgestone Potenza RE070s (215/45R-17 front, 255/40R-17 rear) and quicker steering rounded out the mechanical changes — the engine compartment was left completely untouched.

For a final farewell to the S2000 here at R&T, I borrowed a CR for a weekend track day at Mazda Raceway Laguna Seca in Monterey, California. After giving the car all it was worth around Laguna's 2.2-mile road course, I can easily say the CR is the best S2000 Honda has ever built. The stiffer suspension settings, stickier tires, better aero work and hardtop make the CR a truly terrific track-day weapon. The CR's steering is quick and precise and the car is very well planted. Handling is near neutral, with just a bit of understeer at the limit that's easily adjusted with the throttle or trail braking, allowing me to "back it in," for instance, into the left-hander at the top of Laguna's Corkscrew. In low-speed turns, the CR's easy-to-control demeanor allows power-on tail-out action.

Due to the CR's small band of usable power — basically from 6000-8000 rpm — lots of shifting is required to keep the engine on boil. No problem, what with the car's phenomenally positive short-throw 6-speed manual. Another CR plus? Lots of head room, allowing plenty of helmet clearance.

Minuses? Only a few. Obviously, we wouldn't turn away more power if Honda were offering — there's just not a lot of oomph down the straights. At the same time, this is a true driver's car in the sense that it needs to be driven hard to eek out its full potential. There's also something truly special about the high-pitched scream emanating from under the hood, along with the engine's willingness to rev to 8000 rpm all day long.

Honda fits the exact same brakes to the CR as it does the standard S2000 (including pads), which means the pedal exhibits a nice, firm feel. But, toward the end of the first day of lapping, the pedal became soft, with longer stopping distances. By the end of the second day at Laguna, the pads were completely shot. The fix here would be more aggressive pads, an absolute must for any production car on a track day.

Ok, so the CR is a fantastic track car. But what's it like driving it to and from the track, or more importantly: Would a sane person even consider driving it to work? Although the CR's ride is harsher than your average family sedan, it's actually pretty easy to live with. Sure, some clutch slippage and revs are needed for quick-off-the-line stoplight launches; and don't expect Lexus-like civility inside the cockpit — the engine can be buzzy and a fair amount of tire noise makes its presence felt on the highway. But compared to pretty much any track-day car equipped with aftermarket suspension components, the CR is a pussycat.

And that's part of what makes the S2000 CR so alluring. You can virtually drive it off the showroom floor directly to a track, where it will perform (driver willing) at a level with cars making far more power, no modifications needed (other than brake pads). Plus, at $38,665 — with air conditioning and an 8-speaker AM/FM/CD stereo system — the CR is a mighty good bargain.

If the S2000 is so good, why is Honda killing it? A U.S. Honda official said: "It was simply decided that after a successful 10-year run, with lagging demand and a tough economic climate, production should be ended." And it was a good run, especially for a car Honda didn't have big plans for. But with only 2538 cars sold in the U.S. in 2008, the writing was on the wall.
So what can we expect as far as an affordable Honda sports car in the future? For now, a Honda source told us there are "no current plans for a successor. Never say never, but there's nothing on the radar."

In other words, until the economy picks up, don't count on something like the S2000 from Honda. But when things start looking up again, we wouldn't be surprised if Honda brings out a new sports car that's less expensive than the S2000, yet equally high-revving and exciting.
We can only hope. In the meantime, if you're looking for killer track-day car that's also a blast to drive on the street, the S2000 CR should be at the top of your list. Get one while you still can.

Source;

http://www.roadandtrack.com/article.asp?section_id=10&article_id=8326

Honda Cars : Honda Prelude Unanimous Winner in Retired Revival Survey | 2013 New Honda Car Reviews 0

In case it's too hard to read thats 69 votes out of 140 going to the Prelude. Can't say I'm too surprised. Really makes you wonder what could have been....

Honda Cars : TOV: Honda 4 Door Coupe?!? | 2013 New Honda Car Reviews 0

Within the last week or so, there have been rumors concerning a new "4-door coupe" that Honda is said to be working on. Auto Motor und Sport (a German publication) asserted that this vehicle would be a new top level version of the European Accord (also known as the Acura TSX in North America). Auto Motor und Sport claims that the 4-door coupe will feature short front and rear overhangs as well as a coupe-like high beltline. AMuS further contends that base versions of this vehicle will likely be front-wheel-drive and use largely carryover (2.4L ~200hp 4-cylinder) powertrains. They also suggest that a Type-S version featuring a 260hp turbocharged 2.3L 4-cylinder, DSG double clutch transmission, and SH-AWD will be in the offering as well.

Now comes another story, this time from a Japanese outlet. Daniel Garcia Rodgriguez just returned from a quick visit to Japan and while he was there he picked up the latest issue of Holiday Auto magazine and scanned in these images. If you're not familar with the magazine, Holiday Auto is one of Japan's "car scoop" magazines. I'm not real clear on their track record on past scoop stories, but apparently they too have heard of this supposed 4-door coupe, and they have a slightly different take on what it will be. Here is what Daniel was able to decipher from the Japanese text:

"Jeff, I got something for you in Japan. Sorry for not having time to work out the text, but from what I understood very quickly, there is not much real information. Here is what I think I got of what seems Honda's answer to the "4door coupe" incipient market according to Hollyday-Auto (June 2009 issue):

- expect it for 2010 (calendar year).

- should sit in between the TL and TSX in terms of size (see the figures on the table).

- should get similar powertrain-transmission combo as the ZDX.

- styling wise, think about a dropped-off ZDX. Cheers, Daniel

Commentary: With several outlets jumping in on this rumor, it seems that there could be something to it, but if this vehicle is going to be based on the existing FF platform, I'd have to assume that these drawings are probably not very accurate. It's a great look, but for it to be pulled off properly, the front overhang needs to be shorter than just about anything Honda currently sells. This would make a fantastic vehicle to build upon Honda's on-again/off-again FR platform, but don't get your hopes up. Scanning the text of the article, I noticed a few English letters that caught my eye, particularly 'FR' and 'V8' along with 'SH-AWD'. Daniel assured me that the text of the Holiday Auto article makes mention of those things as items that Honda was working on, and the article makes it clear that Honda decided not to use that platform for this vehicle and instead to make it happen with existing technology. Ah, here we go again...

Source;

http://www.vtec.net/news/news-item?news_item_id=832493

Honda Cars : Original Honda Beat Information | 2013 New Honda Car Reviews 0

With all this talk about the Honda Beat making a 'comeback' (don't know if this car would be destined for North America or just Japan like the original), I thought I'd do some digging in to the Original Beat.
The Honda Beat is a small sportscar, that fits the regulations of a keicar. It is a convertible and has a midengine. The production began in May 1991 and finished in February 1996. The total number of cars produced was around 33,600. Most of the production (around 2/3) occurred in the first year, and then production and sales reduced drastically. There were two different models of Beat (PP1-100 and PP1-110), although there were a couple of different limited edition versions as well. Variations on the first model were just cosmetic updates. Only the second model had any real mechanical differences. All cars were offered with the option of a drivers-side airbag. In typical Honda Fashion, the Beat's engine did not utilize a turbocharger or supercharger. The 660 cc engine was modified with the MTREC system, which included one throttle valve for each of the 3 cylinders, to produce 64 horsepower (48 kW). Only manual transmission was available. The MTREC design will filter down to the 1993 Honda Today keicar. The Beat is part of a wave of keicar-sized sports cars in the late 80s -- its competitors included the Suzuki Cappuccino and Mazda's Autozam AZ-1. Together they predicted the arrival of the Smart Roadster over a decade later, while Japan wouldn't see a new model of the genre until the recent Daihatsu Copen.

Source;
http://www.hondabeat.dk/

Honda Cars : Honda Beat To Return In 2011, Based On Honda OSM Concept? | 2013 New Honda Car Reviews 0

Not sure if this means anything to us in North America, but would look like what I would have thought a Honda S3000 would look like.
According to the news-makers at Japanese auto magazine Best Car, Honda is working on returning the Beat name to the streets of Tokyo after a 13 year absence.

The original Beat ran on a rear-wheel-drive platform and was powered by a 47kW 660cc engine, putting it in the ‘kei’ category – a class of car so small and with such a low environmental impact, that tax breaks and parking discounts are part of the benefits of owning one.

Best Car says that Honda is looking at the market closely and working feverishly to bring the new Beat – based on the Honda OSM concept – to showrooms at the right time, likely around 2011.

The ‘kei class’ 2011 Honda Beat will, according to Best Car, be powered by the same 660cc engine motivating Honda’s Life, Zest and Zest Spark kei cars, utilising the same front-wheel-drive platform.

While all-wheel-drive is an option, it is likely the new Beat will deliver its limited power to the front wheels only.

How much of this can be believed will remain to be seen, but as we’re unlikely to see the Beat in Australia it’s a moot point for Aussies anyway.

Source;
http://www.themotorreport.com.au/27369/honda-beat-to-return-in-2011-based-on-honda-osm-concept/

Honda Cars : Some more Pic's of the Mugen NSX RR Concept | 2013 New Honda Car Reviews 0

Source;
http://www.nihoncar.com/en/news-1039-Mugen+NSX+RR+Concept%E2%80%A6+The+Ultimate+Gallery.html

Honda Cars : A Honda CR-Z Rendering | 2013 New Honda Car Reviews 0

Found this rendering of what the CR-Z may look like from a reader over at Autoblog.com.
Here's the concept version of the car.

So much has been made about the new Honda Insight that it seems like the CR-Z had been forgotten. This car looks like it will be a two-seater like the CR-X was and is said to be designed with the CR-X as a heavy influence.

Source;

http://www.autobloggreen.com/2008/09/17/rendered-speculation-honda-cr-z-hybrid-coupe/