Honda Cars : MotorTrend: 2014 Acura RLX First Drive | 2013 New Honda Car Reviews 0

Acura has had a tough time hawking its RL flagship luxury sedan these past few years. With U.S. monthly sales in the double digits for all of 2012, it's refreshing to hear from an Acura rep that the biggest thing the new RLX shares with its predecessor is the first two letters of its name.

Indeed, the majority of the car has been redesigned for the new model year -- enough to market the car as an all-new machine for a very new era. With increased comfort and luxury a priority for the car's middle-aged, baby boomer target market, the RLX has a wheelbase and track stretched 2 inches over the RL's, giving it an improvement in interior space, especially in the limo-like rear cabin, where 38.8 inches of legroom is enough to best the Mercedes E-Class, Audi A6, and Lexus GS. Despite its increased interior dimensions and slightly increased width, overall vehicle length is roughly the same as on the old car, meaning it's not any tougher to park or maneuver. In fact, if anything, it's slightly easier to steer this full-size luxury car around town, thanks to Acura's new Precision All-Wheel Steer system. PAWS alters thetoe angle of the rear wheels with steering and braking input, making the car more agile and stable when being driven quickly, as well as slightly reducing the car's turning radius.

Acura freshened up the exterior design and skinned the doors, front fenders, and engine hood in aluminum. (The total weight of the RLX is down more than 160 pounds on the RL; it's also the most aluminum-intensive Acura since the original NSX supercar of the 1990s.) Acura's designers went for strong horizontal character lines along the side of the car, with a distinctive pair of jewel-like LED headlights up front that will likely become a familial feature in models to come. The overall design is more elegant than flashy, in line with Acura's current sedan styling directive.

The interior has also been revamped. Our car was trimmed in high-quality, well-stitched leather and looked worth every penny of its price. The most distinctive new feature will be the twin LCD display screens. The upper screen primarily displays the navigation, and the lower one is for radio and climate controls. It's an evolution of Acura's previous system's single-line monotone display for audio and climate settings, and with its new full-color screen and haptic feedback, it works well. The next-generation version of AcuraLink also rolls out with the new RLX, using a button on the ceiling -- OnStar style -- for route information, vehicle assistance, emergency services, and other features based on subscription level. (The most basic features are free for three years.)

The RLX also introduces several Acura "firsts" that we suspect will trickle down to other models in time. The engine is an all-new 3.5-liter V-6 that features both direct injection and cylinder deactivation (Variable Cylinder Management), along with Acura's proprietary VTEC variable-valve timing setup. Though the engine has been slightly downsized from the RL's 3.7-liter six, output is up by 10 hp for 310 hp and 272 lb-ft of torque. A revised six-speed automatic remains the only transmission choice, and Acura's Sportshift sequential paddle shifters are mounted on the steering wheel. Fuel economy is said to be 20 mpg city and 31 mpg highway, with a combined rating of 24 mpg -- a 22 percent improvement over the outgoing RL.

Other Acura firsts in the RLX aim at taking safety to the next level. The RLX is the first Acura with an active lane-keeping system, knee airbags, and revised adaptive cruise control with what Acura calls Low-Speed Follow -- the ability to brake the car all the way down to a stop when the car ahead stops, without driver involvement. Acura expects the RLX to garner a Top Safety Pick + rating from the IIHS when tested later this year.

The majority of the car was redesigned -- enough to market it as an all-new machine for a very new era

We got a chance to sample the RLX around some of Northern California's finest wine-country roads in Napa Valley, along with a brief stop at Sonoma Raceway (formerly Infineon and Sears Point) to sample the car on a short-track configuration. On the road, the RLX is comfortable and fairly quiet, with excellent isolation from wind and engine noise, thanks to new acoustic glass and added sound-deadening, but a little more tire noise than we'd like finds its way inside the cabin. Nevertheless, for a car that Acura markets as a somewhat sporty offering, the noise is acceptable.

The ride is on the sporty side of comfortable, with generally high levels of compliance and control. Acura's new belt-driven electric power steering is light and somewhat lacking in on-center feel, though it feels precise when carving through curvier roads -- a benefit in our testing environment that made for an entertaining drive. At the track, the Acura proved surprisingly fun to drive for a front-drive sedan, lacking heavy understeer in eight-tenths driving and giving generally neutral behavior. The brakes felt strong without being overassisted and grabby, but even in Sport mode the manual shifts via paddle were a little slow -- both up and down -- for track work. We predict fewer than 1 percent of RLXs built will ever set tire to track, and found the shift times adequate for road use for the other 99 percent of RLX drivers. A hybrid all-wheel-drive RLX is under development, with a seven-speed dual-clutch gearbox, 370 hp, and a goal of at least 30 mpg combined. After a brief drive in a prototype, we're able to say it'll be worth the wait. Sales for the FWD RLX start in March for impatient folks.


Source;
http://www.motortrend.com/roadtests/sedans/1304_2014_acura_rlx_first_drive/

Honda Cars : Talking with Honda’s CEO About F1, Sports Cars, Stability Assist vs. Stability Control | 2013 New Honda Car Reviews 0

While visiting Honda R&D headquarters in Japan’s Tochigi prefecture to test-drive the new Acura RLX’s drivetrain systems, we sat down with Honda CEO Takanobu Ito. Covering everything from Honda’s return to Formula 1 to the new infotainment systems, Ito-san took advantage of our short time together by sharing many of his intentions for Honda in the future.

With F1 excitement increasing in the U.S., it didn’t take long for Ito to explain the automaker’s plans for the sport:

“We have not decided anything yet. However, we consider it’s very crucial for Honda to take on the challenge of participating in different sports. Unfortunately after the financial crisis we have decided to exit Formula 1.”

Hearing disappointed sighs from the audience, Ito responded:

“We have been putting more effort into other motorsports. For Honda to enhance brand image and brand perception, as well as to motivate our own associates and also to fulfill expectations of our customers and society, we believe that two key words important to us are motorsports and challenges.”

Manufacturers are under constant pressure to make cars safer. When asked how Honda manages to do this while also achieving an enjoyable driving experience, Ito shared a personal anecdote:

“Before assuming the position of CEO at Honda I worked in R&D and I witnessed the development of Vehicle Stability Assist technology. At one time there had been a discussion about if the different names of the same system need to be standardized or unified so customers don’t avoid the different names. Toyota insisted that at the end of the name the system should be called something ‘Control.’ I on the other hand believed [that] until the last minute the driver, or human being, should be responsible for delivering the vehicle.

Ito continued:
“In that context I believe that we should respect the driver’s intentions and will. That’s why I advocated the term ‘Assist’ rather than ‘Control.’ Honda’s direction is the driver should be responsible for having fun and driving safely. Under certain scenarios safety and fun sometime conflict with one another, however we would like to respect the driver’s will as much as possible. Our principal philosophy is the car should not control the driver; the driver should enjoy actually driving.”

After listening to a question about declining sales among younger buyers in automotive markets worldwide, Ito explained what might be the cause:
“I think there are two factors behind what’s been happening. The first and most important thing is for young people to buy cars they need to find automobiles in general interesting and they must be motivated that they want to buy it or they want to drive it. I believe, though I can’t speak on behalf of my entire industry, we have become a little bit complacent in our efforts to really build a real fun and exciting car that is attractive to those people.”

When pushed if Honda has any specific plans to cure this complacency and take the market back, Ito commented that the company should aim to provide cars that are affordable and have a low cost of ownership, with increased fuel efficiency and attractive styling.

Having been an integral part of the original NSX’s development, Ito also commented on whether he hopes to reintroduce sports cars to Honda’s lineup. The new NSX will be a flagship, but what about more affordable fun cars?

“To be honest with you I’m willing to do it. First of all the main thing is we are successful in developing the direct injection engine and that is done on the Accord. We are working hard so that we can apply this direct injection technology to other engines soon so we are able to improve performance as well as efficiency, and this is the first step.”

Some of us at Motor Trend have been anxious for an upgrade to Honda’s usable but sometimes outdated center-stack infotainment systems. Who better to ask when we can expect an upgrade:

“Starting with the RLX, we will be putting in the most innovative information center onboard. We’ve also started putting something into Accord as well. Either way this is something we are accelerating our efforts in. In Japan we live off of a very advanced initiative, so what we are trying to do is give each and every car a communication function and then based on that information we have a system where from the head office we can offer comprehensive user services. Right now efforts are underway to provide a similar service in the U.S.”

Source;
http://wot.motortrend.com/talking-with-hondas-ceo-about-f1-sports-cars-stability-assist-vs-stability-control-307681.html#axzz2GJcSvK5B

Honda Cars : Motor Trend: 2012 Honda Civic Si Sedan Review | 2013 New Honda Car Reviews 0

December 22, 2011
By Carlos Lago Photos Michael Shaffer

Two hundred dollars won't buy you an iPad. It won't even pay for a half-decent coffee maker. But in the case of the Civic Si, $200 pays for two more doors, an easier-to-access trunk, and more passenger and cargo volume. Most importantly, those extra doors and enlarged capacities of the 2012 Honda Civic Si sedan come without sacrificing the fun-to-drive nature found in the Si coupe, or the performance. It's the same fun, now comfortably seating four.

In its transformation from coupe to sedan, the Civic Si grows 1.8 inches longer and 1.5 inches taller. Interior dimensions, as you might expect, grow most notably for rear passengers. Rear seat headroom expands to 1.9 inches, legroom to 5.4 inches, and shoulder room 1.1 inches. These increases mean little to overall weight. On our scales, the Si sedan weighed in a negligible 13 pounds heavier than the 2012 Civic Si coupe we tested, and its front/rear weight balance, at 61/39 percent, remains the same.

Also identical is the sedan's figure eight lap time. At 26.4 seconds, it matches the best lap we've seen from the Si coupe. Disappointingly, the sedan also retains the same understeer. During limit handling, the Si doesn't offer many choices; its rear tires resolutely follow the fronts. With lateral acceleration at a 0.88 g average, grip is admirable, but we found ourselves longing for some personality. Once the front starts plowing, your only option is to sit and wait for the understeer to end.

And that's with the summer tires. If you enjoy driving (and of course you do, you're buying a Si), avoid the all-seasons. During a back-to-back test with both tires on our figure eight, the Michelin Pilot Exalto summer rubber turned a 0.4-second quicker lap time than the all seasons. That lap time difference may seem slight, but the difference behind the wheel was most telling. The all-seasons exacerbated the understeer, squealing too easily and barricading you from fun.

Buy this car with summer tires, even if you don't plan on racing around two skidpads as fast as possible all day. Under normal driving, on city streets, the Si is an agreeable car to drive quickly. Its steering, though light, feels nicely precise. The clutch engages positively, and the gearbox slinks between gears as fast as you want it to. The absurdly short 4.76 final drive means you get to row that delightful shift knob frequently. The gearing also pays dividends in acceleration, where the Si sedan reaches 60 mph in 6.4 seconds and the quarter mile in 14.9 seconds at 94.8 mph. Lugging around town, you can get into fourth as early as 25 mph, something rare for performance-orientated Hondas. When approaching intersections, I frequently shifted into second when I should've shifted into third.

While the shifter is tidy and quick, we can’t say the same for the engine. This 2.4-liter mill hangs on to revs every time you depress the clutch between shifts, as if it were suspended in zero gravity. So you have to wait (and wait some more) to engage the next gear, which makes smooth shifting difficult. Honda says it is the result of chasing smooth deceleration when the throttle is lifted, an attempt to minimize torque shock. But to us, waiting for the revs to fall is frustrating because it is so at odds with the attitude of the rest of the car.

There's another oddity: You can't option summer tires with navigation, as you can with the coupe. Word from Honda is that the take rate on that combination in the previous generation was too low. At $24,675, even the most expensive, nav-equipped Si sedan costs $3590 less than a comparably equipped GTI and $2255 less than a comparably equipped Mazdaspeed3. That difference easily covers a set of wheels and summer tires. Those all seasons? Save 'em for winter.

The Si sedan encapsulates the same things we enjoy from the coupe (and the things we aren't particularly fond of) without diminishing any of the performance. Understeer at the limit and rev hang notwithstanding, the Si sedan still delivers the driving satisfaction we've come to expect from the badge. For $200, we're still hunting for a downside. And a better deal.

Source;
http://www.motortrend.com/roadtests/sedans/1112_2012_honda_civic_si_sedan_first_test/

Honda Cars : MotorTrend: Comparison: 2010 Honda Insight vs 2010 Toyota Prius | 2013 New Honda Car Reviews 0

Here's a little snipet of the article, btw, it's a really good read even if you're not thinking of buying one.

"But which is the more important hybrid? That leads us back to the issue of price. Although the Prius will eventually entail such far-reaching technologies as lithium batteries and possibly plug-in capability, that's in the future. Not now. And when these two go on sale, the price spread is likely to be at least $3000.

Starting at just over $20,000, the 41-mpg Insight is the first hybrid that's simultaneously within the reach of just about every pocketbook and also a solid business proposition for its builder. Amazingly, it delivers nearly identical mileage as the current Prius at about 85 percent of the price. The incremental value of 50 mpg versus 41 mpg -- whether you judge it by gasoline cost, greater national security, or CO2 reduction -- seems dwarfed by the benefit of its potential sales volume. It's a milestone that can't go unnoticed.

1ST PLACE HONDA INSIGHT

An imperfect car, loud and coarse-riding, and also perhaps the most important hybrid ever built.

2ND PLACE TOYOTA PRIUS

The world's best hybrid has become more solid and refined, yet has somehow upped its fuel economy as well. It's an engineering triumph for the textbooks.

Source;

http://www.motortrend.com/roadtests/alternative/112_0905_2010_honda_insight_vs_2010_toyota_prius_comparison_test/index.html