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Saturday, October 31, 2009

Premier Launched New SUV Rio | Priced at Rs. 5.25 to 6 Lakhs | Premier Rio Photos, Picture, Images

Premier Aut Limited (PAL) re-enterd the market with the launch of compact SUV "Rio" in India on 28th October, 2009. Premier Rio launched wit a very attractive price of Rs. 5.35 lakhs for entry model and Rs. 5.95 lakhs for top end model and compete with Maruti Gypsy and Mahindra Scorpio.

The Rio is powered by a 1489cc turbodiesel engine by Puegeot’s TUD5 technology producing a maximum power of 64bhp@4000rpm and 152Nm@2250-3000rpm with Bharat Stage III norms and milaege of 16 KPL. The colour variants will be red, white, silver, black and blue.

Premier Rio Price:

Rs 5.25 lakh for the base version without air-conditioning and power steering.
Rs 5.50 lakh for the mid-version with A/C and power steering.
Rs 5.95 lakh for the top of the line model with alloy wheels, roofrails and ABS with EBD




















Thursday, October 29, 2009

Insight Hybrid Vehicle Wins Japan Automotive Hall of Fame Car of the Year 2009-2010

TOKYO, Japan, October 29, 2009 - Honda Motor Co., Ltd. announced that the Committee of Japan Automotive Hall of Fame had awarded its Car of the Year 2009-2010 to the Insight hybrid vehicle. The NonProfit Organization cited the following three factors in conferring the award on the Insight:

1. The strategy of affordable pricing Honda used in marketing the hybrid Insight
2. The Insight's balance of driving performance and environmental performance
3. The balance of performance and fuel economy at cruising and higher speeds offered by Integrated Motor Assist (IMA), Honda's original hybrid system

Designed to set the standard of compact cars for a new era, the Insight combines outstanding environmental performance based on Honda's original hybrid system with a fun, responsive driving and an efficient, versatile packaging. In addition, pricing starts at an affordable ¥1,890,000*. Enthusiastically received by customers, in April 2009 the Insight became the first hybrid vehicle to achieve the status of the best-selling automobile among new vehicle registrations in Japan in a calendar month.

Source;
http://world.honda.com/news/2009/4091029Insight-Car-of-the-Year/

All-New TSX Sport Wagon to Arrive in Fall of 2010

Well done Honda, now if this could have only had the 'H' on it....
TORRANCE, Calif. - 10/28/2009
Acura announced today the addition of a TSX sport wagon to its 2011 vehicle lineup. Arriving at Acura dealerships in the Fall of 2010, the TSX sport wagon will be based on the popular TSX sports sedan, which features balanced performance, advanced technology and bold styling.

Additional information on the 2011 TSX sport wagon will be announced at a later date.
For media information and high-resolution photos of all Acura vehicles, please visit www.acuranews.com. For consumer information, please visit www.acura.com.

Source;
http://www.hondanews.com/categories/793/releases/5239

Wednesday, October 28, 2009

Honda and Toyota Top Reliability Survey, but Ford Closes Gap


Consumer Reports has released results from its annual car reliability survey, which will be published in the December issue of the magazine.

According to the survey, Honda and Toyota continue to have the most reliable vehicles, but Ford is very close behind. The magazine said Ford’s performance in the survey “dispels the notion that only Japanese manufacturers make reliable cars.”

Leading the way for Ford were the 4-cylinder versions of the Fusion and its sibling, the Mercury Milan, which were judged to be more reliable than two old standbys, the Honda Accord and Toyota Camry. The Lincoln MKZ, a luxury version of the Fusion, also bests the Lexus ES and the Acura TL.

In fact, 90 percent of Ford, Lincoln and Mercury vehicles in the survey were found to have average or better-than-average predicted reliability. But all was not perfect in Blue Oval-land. The all-wheel-drive versions of the Lincoln MKS, MKX and MKZ all scored below average in reliability. And all-wheel-drive versions of the Ford Edge and Fusion were not as reliable as their front-wheel-drive versions either.

The annual Consumer Reports reliability ratings are based on a survey covering 1.4 million vehicles leased or owned by subscribers of Consumer Reports. The magazine averages the overall reliability scores for up to the most recent three model years if a model didn’t change in that period and didn’t change substantially for 2010. If a model is all-new or has been redesigned during that time, Consumer Reports may use one or two years of data. Conducted last spring, the current survey covers the 2000-9 model years.

The Honda Insight scored the highest of any vehicle in predicted reliability. And of the eight most reliable family cars, five were hybrids: Toyota Prius, Ford Fusion Hybrid, Mercury Milan Hybrid, Nissan Altima Hybrid and Toyota Camry Hybrid.

Small cars and gas-electric hybrids also performed well. Twenty of the 37 small cars surveyed, including the Honda Fit, Scion xD and Volkswagen Golf, had above-average predicted reliability.

Among automakers over all, Honda was at the top, with every Honda and Acura vehicle surveyed having average or better-than-average predicted reliability.

Toyota and Lexus models were right behind, with 98 percent of the models surveyed having average-or-better predicted reliability. The Lexus GS was the one Toyota model with below-average reliability.

Consumer Reports said General Motors’ performance “shows some bright spots.” It found 20 of the 48 G.M. models surveyed had average predicted reliability. One star was the Chevrolet Malibu V-6, with a better-than-average score. The magazine said it “is on par with the most reliable family sedans.”

The news was not so good for Chrysler, which the magazine said “continues to struggle.” It also noted that more than one-third of Chrysler products “are much worse than average, including its new car-based S.U.V., the Dodge Journey.” Last year Consumer Reports could not recommend any Chrysler products. This year it is recommending one: the 4-wheel-drive version of the redesigned Dodge Ram 1500 pickup, which rates average in reliability.

Mercedes-Benz significantly improved, the magazine said, “with most models average or better.”
Also, the diesel version of Volkswagen’s Jetta is the only diesel of those surveyed that Consumer Reports recommends.

Among Hyundai and Kia vehicles, models getting top scores were the Hyundai Elantra and Tucson as well as the Kia Sportage.

Source;
http://wheels.blogs.nytimes.com/2009/10/27/honda-and-toyota-top-reliability-survey-but-ford-closes-gap/

Honda Rises After Almost Tripling Profit Forecast

Oct. 28 (Bloomberg) -- Honda Motor Co., Japan’s second- biggest carmaker, rose the most in three months in Tokyo trading after almost tripling its full-year profit forecast on increasing sales in China and Japan.

Honda gained as much as 4.9 percent to 2,985 yen and traded at 2,965 yen as of 9:39 a.m. in Tokyo. Japan’s Topix index fell 0.1 percent. Honda expects net income of 155 billion yen ($1.7 billion) in the year ending March 31, compared with an earlier forecast of 55 billion yen, it said in a statement yesterday.

The carmaker raised its full-year forecast for global vehicle sales 3.2 percent to 3.4 million after governments spurred demand by offering car buyers rebates and tax cuts. Honda increased second-quarter sales in China and Japan, helping offset declines in Europe and the U.S.

“Honda has more confidence from the recovery of demand from China and other emerging markets,” Yasuhiro Matsumoto, a senior analyst at Shinsei Securities Co. in Tokyo, said in a Bloomberg television interview today.

The Tokyo-based carmaker posted a 54 billion profit for the second quarter ended Sept. 30, exceeding analyst estimates.

Honda’s sales in Asia outside Japan rose 22 percent in the July-September period to 249,000 vehicles, helped by surging demand for automobiles in China. Sales grew 3.9 percent in Japan, where the government is offering buyers rebates of as much as 250,000 yen to trade in older vehicles for new, more fuel- efficient models.

To contact the reporter on this story: Makiko Kitamura in Tokyo at mkitamura1@bloomberg.net

Source;
http://www.bloomberg.com/apps/news?pid=20601101&sid=aDO93xoPtTtU

2011 Subaru Coupe: Speculative Renderings and Rumors for AWD and Turbocharged Engines

The Toyota FT-86 coupe concept was only just introduced at the Tokyo Motor Show last week, but the internet-grapevine is already abuzz with speculation and chatter on its Subaru twin. These new speculative renderings of the Subaru-badged coupe that are based on Toyota'sFT-86 concept model were published in the latest issue of Japan's 'Best Car' magazine. The CGI's are accompanied by rumors of all-wheel drive and a turbocharged boxer engine for the Subie.

However, let us remind you that when Toyota and Subaru first announced that they jumped into bed together to give birth to an affordable pair of compact sports cars, the two Japanese automakers were pretty clear about both models featuring a rear-wheel drive setup.

Here's what the two companies said in a joint statement about the coupes in April 2008:

"Toyota Motor Company (TMC) and Fuji Heavy Industries (FHI) - Subaru's parent company - are to jointly develop a compact rear-wheel-drive sports car that will be marketed by both TMC and FHI."

"The compact rear-wheel sports car to be jointly developed by TMC and FHI is envisioned to offer a new "fun to drive" experience based on an all-new vehicle platform powered by an FHI core-technology horizontally-opposed engine. Market introduction is targeted for the end of 2011. Production is to take place at a new plant to be built at FHI's Gunma Manufacturing Division in Japan's Gunma Prefecture. TMC will consign production to FHI."

We're not saying that AWD or even more plausibly, a turbocharged version, are out of the question, but we won't take anything for granted until we see an official statement or better yet, a concept version from Subaru that will give us an idea of the company's intentions.

The only thing that we can be sure about now is that Subaru will market its own version of the coupe. If it will be available in all markets or if Subaru will offer the option of AWD and/or a turbocharged engine is something that remains to be seen.

Photos: Best Car

Source;
http://carscoop.blogspot.com/2009/10/2011-subaru-coupe-renderings-and.html

Tuesday, October 27, 2009

2011-2012 (beyond?!?) Next Generation Honda Civic; What do you want to see?

The buzz is starting to get louder as information starts to see the light of day on North America's Honda Civic redesign.

The latest news is "....Tanai ordered his engineers and designers to scrap their plans and redesign the next-gen Civic to be smaller, cheaper, lighter and more fuel efficient." Hmm. Smaller. How much smaller do they mean? I think it's the right size already, but, what do I know.

Here's a chance for you to speak your mind by adding a comment towards what you think the Civic should change and add. The comments can be any information that you've heard to just dream ideas. Besides, who knows, maybe Honda's listening.

I'll Start Off;
-Bluetooth available in non-navi models (even if you have to add it as a installed accessory).
-XM Satellite radio in the same tune as above.
-Minimal increase in power, the 140hp is sufficient.
-Honda's gonna be deadly once they figure out that people (esp. us Canadians) love our heated seats, not just in leather!
-Integrate the adjustable headrests in the back seat to increase visability without having to remove the headrests.
-Keep the front end aerodynamic slope but add a Hood Edge Deflector option that is large enough for people to see where the front end is.

Honda Goes back to the Drawing Board for a smaller, lighter next-gen Civic

If you introduced an '80s-era Honda Civic to its modern counterpart, it couldn't recognize what it's become. But after decades of growing dimensions, Honda's going back to the drawing board for the next-gen Civic.

The change in direction was reportedly ordered last year before the global economy took a nose-dive by product chief Tsuneo Tanai who observed a rise in oil and raw metal prices. Once the financial sector hit rock bottom, the Civic emerged as a strong player, out-selling the Ford F-Series pickup as the number one vehicle in the United States in May 2008. Not satisfied with sitting back and seeing how things shape up, though, Tanai ordered his engineers and designers to scrap their plans and redesign the next-gen Civic to be smaller, cheaper, lighter and more fuel efficient.

The move coincides with Honda's re-strategizing vis-a-vis hybrids and electric vehicles, not to mention the cancellation of its V8 and rear-drive programs. But despite having put more people on the job, the decision to restart the Civic's development halfway through the process is sure to be a major setback for the company's lifecycle schedule. And not just for the Civic itself, but also for vehicles that share its platform, including the CR-V crossover (the CRV no longer shares the same platform, as of 2007), the Element sport-utility-box, the JDM Stream and European-market FR-V minivans, to say nothing of the upcoming CR-Z, Acura RDX, and of course the all-important Canadian-market Acura CSX.

Source;
http://www.autoblog.com/2009/10/26/report-honda-goes-back-to-drawing-board-for-smaller-lighter-ne/

To put it mildly, sales of the Honda Accord Hybrid never quite set the world on fire. Regardless, Japan's second largest automaker is reportedly hard at work developing its proprietary Integrated Motor Assist hybrid platform so that it can once again be used to power larger vehicles like the Accord.

To make it all work out, Honda is adding an extra electric motor to the mix for a total of two, both of which will be more powerful than the single pancake motor used in the current Insight and Civic Hybrid. Also on the menu is a lithium ion battery pack to replace the current nickel metal hydride unit, with added capacity to allow for electric-only operation.

Word on the street (or at least the Nikkei daily newspaper in Japan) is that Honda might place this next-gen hybrid powertrain in a minivan sometime in 2011 or so. Before that, though, we can look forward to the launch of Honda's sporty CR-Z hybrid hatchback. It's important to have your priorities straight, right?

Source;
http://www.autoblog.com/2009/10/27/report-honda-plans-a-return-to-larger-hybrids/

Honda CEO says the decision to quit Formula 1 was absolutely necessary

Honda CEO Takanobu Ito says he has no regrets withdrawing from Formula One racing last year, saying that it was necessary for the company’s survival. Honda’s former team, now named Brawn GP, had won both the drivers’ and constructors’ championships this season.

When asked by reporters whether he had misgivings for pulling out of the sport, he said that after its withdrawal, it saw its team doing “extremely well” because of the efforts it put into the team. Ito took over Honda in June from his predecessor, Takeo Fakui, who had made the decision to quit F1. Ito said that he believes it was the correct decision. Ito explained that the company’s love for F1 racing had never waned but that its first priority was the company in light of the global recession that had deteriorated its management environment. He also cited the need to comply with environmental requirements, which meant that it had to develop new technologies.

Source;
http://www.4wheelsnews.com/honda-ceo-says-the-decision-to-quit-formula-1-was-absolutely-necessary/

Monday, October 26, 2009

Honda Civic Type R MUGEN Confirmed for UK at £38,599 OTR

British tuners Mugen Euro will build up to 20 units of Honda Civic Type R Mugen, a "road-legal super hatch." The car will receive 240PS from the 2.0-liter i-VTEC engine, a 20% gain over the untuned version.

"Each Type R MUGEN will be an exclusive, hand-built race car for the road," said Mugen Euro VP Hiroki Toyoda. "When we launched the Civic Type RR saloon in Japan, we sold out of all 300 units in just six minutes. Given the interest we have already had from car enthusiasts in the UK and abroad, we hope to repeat that achievement."

The car will be hand-built in the U.K., with engineers installing new camshafts, pistons, intake, and exhaust. The car has a limited slip differential, a nice feature for some of Great Britain's windier roads. Forged alloy wheels weigh only 7.85 kilograms per wheel, and cover four-piston racing caliper brakes. The company wrapped the wheels in "track-ready road-legal" tires.

Each Type R Mugen will be coated in Championship White, Honda's racing color. Exterior features include a new rear wing, and composite front and rear skirts. A custom grille, with Mugen badge, was also installed. Inside, Recaro seats were used for the driver and front passenger, while the rear seat bench was stripped out altogether.

To get your hands on one of these cars, prepare to spend £38,599. That price includes taxes, fees, and paperwork. You can read more about the Honda Civic Type R Mugen in the press release below.

Press Release

Source;
http://www.worldcarfans.com/109102322640/honda-civic-type-r-mugen-confirmed-for-uk-at-38599-otr

Jalopnik: The All-Acrylic Lexus LFA Looks Cold As Ice

So cool that it needs no explanation....
This transparent sculpture, by Japanese architect Scu Fujimoto, displayed at Milan Design Week earlier this year, of the new $375,000 Lexus LFA super car just revealed at the Tokyo Motor Show is stunning. Old, yes, but still stunning.

What's most impressive about the piece is details like the seats, instrument panel, engine and the suspension can all be seen. According to Lexus, the sculpture is constructed from transparent acrylic boards that have been sanded and polished. All we know is it's simply epic.
Source;

Edmunds: Tire Test: All-Season vs. Snow vs. Summer

I often get people asking me what the difference between Winter Tires and All-Seasons, here's a great article explaining how things work, pros, and cons.
Will It Grip or Will It Slip?

It's a chilly February morning in northern Minnesota, and a broad expanse of groomed snow stretches before our thermally booted feet. We're standing on the 54-acre snow VDA (Vehicle Dynamics Area) at Automotive Enviro Testing (AET), a company that builds and maintains a sprawling, snowy proving ground in Baudette, Minnesota, each winter for those bent on testing the performance of cars and tires in winter conditions.

And testing tires on snow is precisely why we're here. It's Step One of our quest to quantify the differences among three types of tires (summer, all-season and winter) in three types of driving conditions (dry pavement, wet pavement and snow).
When we're done playing on the white stuff, we'll ship these tires to a specially built facility for wet-asphalt tire testing in Arizona (of all places) for Step Two and then haul them back to California to finish off the rubber with our usual testing regimen on dry pavement. This test sequence — snow before wet before dry — is critical because it ensures that the tread stays in top condition for each successive test.

When we're done, we hope to answer some important questions. Do snow tires represent a big advantage in winter driving? What's the best type of tire for wet pavement? Are all-season tires really a helpful compromise? Are the differences really all that significant?

The Tires
You've heard it before: Tires are much more than black, air-filled cylinders that provide protection for your shiny alloy rims. The four fist-size contact points that exist where the tires meet the ground represent the only link between the multiple thousands of man-hours of complex engineering in the car above and the wide range of road and weather conditions that can exist below.

Tires matter — a lot. The variety of possible road conditions is so vast that you can significantly alter the performance of your vehicle with a simple change of tires.

Let's meet the players in our little experiment:

Summer tires — known simply as "tires" before all-season tire use became widespread — are currently marketed as "performance" or "high-performance" tires. The tread is generally comprised of large tread blocks with high lateral stiffness, while wide circumferential grooves expel and sequester water. The rubber formulation is calibrated for warm weather and pays little heed to snow and ice.

Snow tires, on the other hand, utilize rubber compounds specifically formulated to produce grip at low temperatures and a tread that features a pattern of elements that are oriented to physically bite into snow. A network of hair-thin cuts — known as "sipes" — crisscrosses the tread blocks, subdividing them into numerous edges for added grip. The result is a squishier, less stable tread than you'd see on any summer tire.

All-season tires can't be as singled-minded as these others. Their tread pattern seeks to serve both dry-weather grip and snowstorm bite, so we see medium-size tread blocks that provide some lateral stiffness along with an increased number of biting edges. Sipes are present, but not in great numbers. An intermediate rubber compound with a wider temperature range is often employed.

And because all-season tires are the default tire on many new cars today, they have to somehow simultaneously minimize noise levels, maximize tread life and promote fuel economy with low rolling resistance. In short, all-season tires are asked to do everything.

Selection Criteria
As you might imagine, this test represents a big undertaking, with many potential pitfalls. We took pains to eliminate as many variables as possible before we booked hotel rooms in the wilds of northern Minnesota.
For starters, we would test same-size tires to isolate the effects of the various tread patterns and rubber compounds. We also sought a trio of test tires that were produced by a single tiremaker — it didn't matter which — to ensure that they were developed with a shared engineering philosophy. Beyond that, we wanted original equipment tires (OE) that were developed specifically for a particular car and installed on the assembly line. Finally, we planned to test the tires using the very car for which they were developed.

The ideal tire candidates would therefore come from a vehicle that offered same-size, same-brand summer and all-season OE alternatives, straight from the factory. Winter tires, of course, are always aftermarket replacements.

Only one car satisfied all of these specific requirements: the Honda Civic Si. It can be bought with your choice of Michelin Pilot HX MXM4 all-season tires or, for $200 more, Michelin Pilot Exalto PE2 high-performance summer tires, both in size 215/45R17. And Michelin builds an aftermarket snow tire in that very size, the Michelin Primacy Alpin PA3.

The Tests
Online tire seller Tirerack.com agreed to provide new mounted and balanced test tires for our effort and it shipped them straight to AET's door, ready to go. They're sitting outdoors in the snow, acclimating to the temperature as we survey the test course and install our VBOX data logger in the bright red 2009 Civic Si four-door we drove up from Minneapolis last night.
Typical tire validation tests in snow focus on a tire's performance in city and suburban traffic situations, so 0-40-mph acceleration and 40-0-mph braking tests are the norm. We're adding these tests to our usual 60-mph evaluations and will continue to use them on all three surfaces.
But we're not running our usual 600-foot slalom because the multiple runs required to get good data create deep ruts in the snow that skew the results. But we can still use a skid pad for lateral grip measurement because we can get representative data with no more than a single pass in each direction on AET's snow circle.

Lest you think that performance testing is inconsistent with the careful driving necessary to survive on slippery roads, consider this: Reduced traction on slick surfaces makes at-the-limit situations likely in everyday driving. And along these same lines, we'll be keeping our Civic's traction control system up and running during all of our tests because, if not now, when? As for stability control, our 2009 Civic doesn't have it, so our test driver will have to stay alert.
Snow Test Results
No one expects the snow tires to come in anywhere but 1st place on this wintry surface at AET. The point here is to see how big their advantage really is over all-season and summer tires.
It takes 11.7 seconds for our Civic Si to accelerate to 40 mph on snow tires, and 14.5 seconds to get there on all-season rubber — nearly 3 seconds and 24 percent slower. As for the summer tires, well, they require, ahem, 41.7 seconds as they struggle to 40 mph. That's no typo; it takes a half-minute longer — 257 percent more time — for the summer tires to reach this modest speed.

What about our traditional 0-60-mph test? Well, snow tires get to 60 mph in 19.1 seconds, while the all-season treads arrive in 22.9 seconds, nearly 4 seconds later. Forget the summer tires, however. The available 3,650 feet of snow — seven-tenths of a mile — isn't enough. We figure 67 seconds and 3,100 feet are needed to get there, and then there's the small matter of needing to stop again.

And that brings us to our next test: full stops with ABS engaged. Here again the snow tires dominate, stopping from 40 mph in 156 feet, some 28 feet shorter than the all-season tires' 184-foot performance. Meanwhile, our summer tires skate to an ultimate distance of 351 feet, the ABS actuator rattling for all it's worth the whole way.

Increase the starting speed to 60 mph and these distances more than double. It takes 362 feet for the snow tires to stop and 421 feet for the all-season donuts. The summer tires sit this one out because they can't manage to get themselves to 60 mph in the first place. (We do the math instead and come up with an estimate north of 800 feet.)

Skid pad results follow the same now-predictable pattern. Our snow tires pull 0.30 lateral g, the all-seasons manage 0.28g and the summer tires produce a pitiful 0.15g despite a heroic effort by our shivering hot shoe.

Wet Test Results
As with the snow test, it takes a purpose-built test surface to get meaningful and accurate wet test results. What's needed is a large flat VDA with a special asphalt formulation and a water-delivery system that can maintain a uniform depth of water (the approximate thickness of a quarter), so there's a consistent coefficient of friction across the entire surface.

We find it at Arizona Proving Ground (APG) near Phoenix, formerly a Volvo facility and now branded as Ford. Its pristine micro-pool looks gorgeous on this May afternoon as the surrounding mountain peaks, little fluffy clouds and spring sunlight reflect in the glassy surface.
It turns out we can test everything to and from 60 mph here, so for brevity's sake we'll stick to a discussion of those results. Those who want to can find the 40-mph results on the accompanying charts.
Acceleration testing provides the first surprise, as the all-season tire trails the pack with a 15.4-second 0-60 run. The snow tire's 12.7-second effort for 2nd place is significantly better, but the summer tire tops them all with an 11.9-second performance, over 20 percent quicker than the all-season tire. In fact, the all-season tire began encountering trouble near 40 mph, where it had been only 0.4 second behind the summer tire's performance when hydroplaning and wheelspin paid a visit.

Things are much the same when braking from 60 mph. The summer tire's 157-foot stop is the shortest, the snow tires come up 2nd at 181 feet and the all-season tires lag further behind in a flurry of ABS activity on the way to a distance of 215 feet, some 58 feet longer than the summer tire.

On the wet skid pad the summer tire smokes them once more, even delivering a little tire squeal as it churns out 0.81g — a figure many car-tire combinations can't match on dry pavement. The winter tire trails with a 0.71g run characterized by noticeable squirm, presumably from the side loads acting on the numerous sipes in its snow-biased tread pattern. That said, it still bests our all-season tire, which once again brings up the rear with a disappointing 0.65g showing.

Dry Test Results
Home sweet home. We're back at our usual test ground at Auto Club Speedway in Fontana, California, for some good old dry asphalt. This is the surface we're all familiar with, so we figure we can predict the finishing order with ease: summer, all-season, then snow.

And so it is. The summer tires (actually you could also think of them as three-season tires) top the charts in acceleration (8.7 seconds), stopping distance (120 feet) and lateral acceleration (0.86g). OK, this acceleration figure isn't the best we've ever achieved with a Civic Si, but for the sake of consistency we're still using traction control for these launches.

Our all-season tire ties for top honors in the 0-60 test with another 8.7-second run, but its stopping distance and lateral grip figures sag in comparison to the summer tire, with marks of 131 feet and 0.84g, respectively. Not bad, but still second-best.

Pity the poor snow tires, as they are well and truly out of their element here. They manage a competitive 8.9-second acceleration pass to 60 mph, but the 155-foot braking runs and 0.81g lateral acceleration laps take a visible toll on the tread, which might not make it to the car's next oil change if we keep this up. And the noise they make when cruising straight and level reminds us of a lifted off-road pickup.

Summing Up
What can we make of all this? For one, low-friction surfaces demand respect. Our stopping distances in the wet range 30-40 percent longer than those recorded on dry pavement. Meanwhile, stops on snow consume at least three times the distance as they do on dry asphalt, even with the use of best-case tires in each situation.
Second, no single tire type excels on all surfaces, and the differences between each are sometimes striking. These differences are so massive, in fact, that we feel that certain generalizations can be extrapolated from our small trio of carefully selected test tires.

To the surprise of exactly no one, our winter tires dominate in snow and the summer tires dominate in the dry. The eye-opener here relates to wet performance, where a well-developed summer tire embarrasses an all-season tire made for the same car by the same folks. Anyone who never sees or visits snow would be very well served by summer tires for year-round use.
Another key take-away from this exercise is the utter worthlessness of those same summer tires on snow. Anyone who uses snow tires in winter and summer tires the rest of the year — a good strategy to maximize performance and control all year — needs to time the switch-over carefully to avoid getting caught out by the first rogue snow accumulation of the season.

And the lameness of summer tires on snow makes it easy to see why the California Highway Patrol and other local authorities can have a hair-trigger when it comes to requiring snow chains. It also explains why so many carmakers spend a lot of energy on all-season tires; they don't know where you live or where you'll drive, so they want to make sure you've got passable winter rubber.

But in delivering this capability, all-season tires sacrifice a noticeable bit of dry and wet performance. Meanwhile, snow and summer tires provide clear benefits to those who can use them. In this particular test, at least, all-season tires live up to the old figure of speech our old dad used to trot out on occasion: "jack of all trades, master of none."
Source (click on the link for video's and more pic's);

Honda Aircraft Company Announces Major Milestones for Its HondaJet

Does it come in Red?....

-Major structural assemblies for first conforming aircraft completed
-Production avionics suite debuts
-First flight of Advanced Systems Integration Test Facility accomplished
-In-flight Entertainment System availability confirmed
-Flight ReadyTM Maintenance Service Program announced
-Construction of HondaJet production facility has commenced
-FedEx® logistics partnership formalised

October 21, 2009 - Honda Aircraft Company, Inc., announced at the annual National Business Aviation Association (NBAA) convention significant milestone achievements for its HondaJet advanced light jet program, including the completion of major structural assemblies for the first conforming aircraft. Also announced were the selection of a significantly upgraded avionics suite for the production aircraft featuring Garmin's new, cutting-edge G3000 avionics system, the successful first flight of Honda's industry-leading Advanced Systems Integration Test Facility, Honda's comprehensive Flight ReadyTM Maintenance Service Program, and the company's FedEx® logistics partnership.

Program Update
In preparation for first flight of conforming aircraft in the first quarter of 2010, Honda has completed major structural assemblies including the fuselage, wing, empennage, landing gear, and other components for the first conforming aircraft. These components were completed or delivered in September 2009. Fabrication of conforming aircraft has commenced under the strict supervision of Honda and FAA quality control representatives, while Honda's manufacturing engineering team focuses on the optimisation of assembly processes.

Honda also has completed successfully a number of important qualification tests, such as rejected take-off (RTO) brake tests and crew- and cabin-seat crash tests, as well as critical structural parts tests.

Honda continues to work very closely with the Federal Aviation Administration (FAA) regarding certification of the HondaJet and completed an Interim Type Certification Board Meeting (ITCBM) in August 2009. A formal agreement has been reached and implemented with the FAA regarding the manufacturing conformity process for the type-certification test aircraft. This process currently is being used for the build of the first conforming aircraft. In addition, Honda and the FAA are engaged in detailed discussions to finalise the requirements for the first Type Inspection Authorisation (TIA), which allows the start of FAA flight testing.

To expedite the build of conforming aircraft and establish precise, high quality fabrication processes, Honda has chosen to manufacture conforming aircraft wing assemblies at its R&D complex on its world headquarters campus in Greensboro, North Carolina. In addition, in-house cutting-edge 5-axis milling capabilities provide Honda with maximum efficiency and the highest quality in the creation of detail parts for conforming aircraft fabrication.

Honda also has completed preparations for on-site static and fatigue structural testing. Honda's advanced MTS FlexTest® structural test system incorporates 61 hydraulic actuators and a 2,600-channel data acquisition system within a structural test fixture designed exclusively for HondaJet testing and capable of testing the entire aircraft to prove static and fatigue strength under various flight and ground load conditions. Honda's test facility includes an environmental chamber to simulate hot-wet conditions, which is required testing for the validation of composite structures.

"We are pleased to have achieved such positive results in the completion of major structural assemblies for conforming aircraft, and we are now fully focused on final assembly of the first conforming aircraft. We are now ready for FAA structural testing. Although we face many challenges ahead, every Honda associate is diligently working towards first flight early next year," said Michimasa Fujino, Honda Aircraft Company President & CEO.

New, Advanced HondaJet Avionics Suite
The production HondaJet flight deck will feature a Honda-customised Garmin® G3000 next-generation all-glass avionics system incorporating a class-leading layout with three 14-inch landscape-format screens and dual touch-screen controllers for overall avionics control and flight plan entries. The HondaJet Avionics Suite provides a significantly enhanced pilot interface compared to flight decks incorporating the previous generation Garmin G1000 Suite.

The HondaJet Avionics Suite is the most advanced glass flight deck available in any light business jet and provides state-of-the-art integrated avionics functionality featuring split screen MFD capability, satellite weather, graphical synoptics, digital audio, and optional Synthetic Vision.

"The HondaJet Avionics Suite, integrated into our human-centric cockpit design, represents a significant enhancement in both capability and user experience. The large-format displays, advanced features, and intuitive touch-screen multi-function controllers provide a low-workload user interface that is ideally suited to our high-performance light jet aircraft," said Fujino.

Advanced Systems Integration Test Facility (ASITF)
On October 7, 2009, Honda Aircraft Company accomplished the successful first flight of the HondaJet Advanced Systems Integration Test facility (ASITF) located within the company's R&D complex on its Greensboro, North Carolina, campus. This event represents a critical milestone for the HondaJet program and is another significant step toward the first flight of conforming aircraft. The HondaJet ASITF facility was developed internally by Honda Aircraft Company engineers.

The HondaJet ASITF is an aircraft systems integration facility, primarily consisting of two major elements: the aircraft test facility, and the Real-time Test and Simulation System (RTSS). The HondaJet ASITF is a test facility that incorporates actual aircraft systems hardware and software, installed in a spatially-representative manner, and interconnected with actual aircraft electrical harnesses. The RTSS provides the systems, environmental and aerodynamic simulation, supported by dSPACE® real-time hardware and I/O hosting Honda-developed high fidelity 6-DOF aerodynamic and real-time engine models. Additional simulation capabilities have been integrated to provide real-time simulation of navigation RF data, including GPS.

The HondaJet ASITF also includes a fully representative primary flight control system with a high-fidelity control-loading system. The avionics configuration during the HondaJet ASITF first flight included the new HondaJet Avionics Suite.

"The HondaJet ASITF has successfully integrated the best attributes of a systems test lab, engineering simulator, and 'Iron Bird' in one facility," said Fujino. "This facility allows thorough evaluation of all systems integration for enhanced aircraft safety and will significantly support accelerated development of both systems and conforming aircraft."

HondaJet Cabin Management and In-flight Entertainment System
Honda Aircraft Company has confirmed that the production HondaJet will optionally offer EMTEQ's SkyPro® integrated cabin management and in-flight entertainment system featuring all-digital high-definition touch-screen interface technology. The HondaJet cabin management and in-flight entertainment system will include audio/video on demand (AVOD), interactive 3-D high-definition moving map, and extensive cabin control capabilities such as cabin/cockpit communications, climate control and interior lighting, among others.

AVOD is available through the system's removable media storage unit, which is capable of storing virtually an entire media collection. Passengers can interface through the onboard system's multiple media inputs with audio, video, or gaming systems brought onto the aircraft and play content on cabin speakers and HD monitors. HondaJet also will offer an XM® Satellite Radio option, where the system will interface with XM and allow passengers to select their desired station presets at their seats.

"The concept HondaJet cabin management and in-flight entertainment system was exceptionally well-received by customers. In order to meet strong customer demand, we will offer on the HondaJet a class-leading system with a unique Honda-designed interface providing maximum functionality and ease of use," commented Fujino.

Flight ReadyTM Maintenance Service Program
Honda has unveiled its HondaJet Flight ReadyTM maintenance service program, which is designed to maximise flying time and minimise variations in maintenance costs. Flight ReadyTM makes HondaJet authorised materials and maintenance services available when and where customers need them. Program participation allows aircraft owners to plan on one hourly maintenance rate based on selected coverage and tailored to expected aircraft utilisation. The program offers three levels of coverage to meet the diverse needs of HondaJet customers.

Flight ReadyTM Protection - P¹TM ("P-One") is included in the purchase price of all new HondaJet aircraft. In addition to other OEM support services, it provides a comprehensive warranty program including airframe, avionics and engine warranties.

Flight ReadyTM Performance - P²TM ("P-Two") is designed for customers who have access to facilities with qualified and trained technicians. It provides various services, including airframe and avionics exchange component coverage that extends to both scheduled and unscheduled maintenance events.

Flight ReadyTM Precision - P³TM ("P-Three") was created for customers who want the convenience of one-stop servicing. In addition to coverage in the P²TM plan, it also includes labor expenses for scheduled and unscheduled maintenance performed at authorised HondaJet maintenance facilities. This plan is Honda's "Nose-to-Tail" service option.

All HondaJet Flight ReadyTM plans are fully transferrable. Extended engine coverage - provided through GE Honda Aero Engines - is available up to full engine overhaul, including all major components and systems.

HondaJet Production Facility
Construction of the HondaJet production facility on Honda Aircraft Company's world headquarters campus in Greensboro, North Carolina, has begun with the completion of ground preparations and the commencement of piling installations. The 250,000 ft2 facility is scheduled to be completed in February 2011 and will house all HondaJet production activities, as well as test flight operations and pilot training facilities. Honda has partnered with Flight Safety International® to provide pilot training utilising industry-leading full-motion Level-D flight simulators that will be installed in the HondaJet production facility.While construction of the production facility continues, Honda's world headquarters building and R&D complex on campus are in full operation. Build of conforming aircraft currently is taking place in Honda's 187,000 ft2 R&D complex that also incorporates ongoing research and development activities. The R&D complex has full production capabilities, including all necessary quality control and testing resources, paint booths, and maintenance support facilities. The HondaJet world delivery center also is located within Honda's R&D complex.FedEx® PartnershipAt the 2009 NBAA convention, Honda Aircraft Company and Federal Express formalised a business partnership to provide worldwide logistics support for HondaJet production activities and customer support of the HondaJet aircraft. This partnership results from the successful, long-standing relationship between FedEx and Honda globally and from FedEx's ability to provide a multi-faceted logistics support network that will enable the most efficient and expedient delivery of support materials for customers, thereby further enhancing the overall HondaJet ownership experience.

By choosing FedEx, Honda has the ability to move all HondaJet support parts through an array of services, depending on customer needs. These services encompass all aspects of the logistics supply chain and include Express, Ground, Less-than-Truck-Load (LTL), Custom-Critical, Trucking, Ocean, and FedEx Trade Networks' Customs Brokerage and Clearance services.

The new FedEx Worldwide Service Center, located near Honda Aircraft Company's campus at the Piedmont-Triad International Airport in Greensboro, North Carolina, provides Honda with enhanced flexibility to fulfill critical shipment deadlines and offers direct East Coast shipping to regional U.S. HondaJet sales and service facilities. In addition, the ability to communicate between each spoke of the FedEx worldwide network enables Honda to ensure uninterrupted service to its global customers.

Source;
http://world.honda.com/news/2009/c091021HondaJet/

Canadian Driver: Honda Civic – 36 years in Canada

Alliston, Ontario, Honda Plant
By Paul Williams

While many vehicle models (and some manufacturers) come and go, the Honda Civic celebrates its 36th anniversary in Canada in 2009, where it has been an unequivocal success story.
The first year for Civic in Canada was 1973, with the company selling 747 1973 models here. Annual sales in Canada have risen to 72,463 Civics in 2008, at which time it was the best selling vehicle (cars or trucks) in the country. It was also the top-selling passenger car in Canada for the 11th consecutive year.
Another milestone, the five-millionth vehicle rolled off the assembly line at Honda Canada’s Alliston, Ontario manufacturing plant in April, 2009. Fittingly, it was a Honda Civic.
Honda Canada Manufacturing (HCM) has been a fixture in the Simcoe region of Ontario (about 100 kilometres north of Toronto) since 1986. It’s one of several Honda manufacturing facilities outside of Japan that the company has established over the past 30-plus years. It comprises two plants and a new engine manufacturing facility that opened in 2008.

Honda Canada Public Relations Manager Richard Jacobs says that even now, it comes as a surprise to many people that Honda Civics (both sedans and coupes) are built in Canada.
“And not only Civics,” he adds. HCM also builds the Acura MDX, CSX and ZDX, with 79 per cent of our output exported to the United States.”

Operating at full capacity, HCM builds 390,000 vehicles in Alliston annually, and 200,000 four-cylinder engines. In 2008 Honda was the second largest builder of combined cars and trucks in Canada, employing 4,500 Associates. The facility sources parts from 268 North American suppliers, of which 21 per cent are Canadian.

Visitors to HCM will immediately notice that plant associates (workers) all wear the same simple white uniforms (jacket and pants). In fact, every employee at HCM wears the uniform, including senior management (Jon Minto, Vice President of HCM, addressed our group our group of invited journalists while sporting the same corporate whites). The egalitarian theme extends to the parking lot, where there are no executive spaces, and to the cafeteria, which all employees use. Senior management, therefore, are regularly accessible to workers in the day-to-day operation of the plant.

On the shop floor, associates work in teams that perform a set of tasks as each vehicle moves along the assembly line. Team members rotate through the tasks every two weeks, which has the dual benefit of reducing boredom and increasing skills and experience.
Over the years, the vehicles that HCM manufactures have evolved dramatically. Back in 1973, for example, the Japan-built Honda Civic was powered by a four-cylinder, 1,200-cc engine that made 60 horsepower. The three-door hatchback car (there was no sedan) weighed a mere 640 kilograms and rode on 12-inch wheels.

By 1986, weight for the Civic Hatchback was up to around 800 kg, and the 1.5-litre engine made 90 horsepower.

At 1,200 kg, today’s Civic weighs almost twice as much as its 1973 ancestor, and is bigger in all dimensions than the (formerly) midsize Honda Accord of 1986. It uses a 1.8-litre four-cylinder engine that makes 140 hp and rides on 15-inch wheels (16 and 17-inch wheels are available). There is no Civic hatchback available in North America anymore, although auto writers look wistfully at the Type R GT 3-Door available in Europe, along with other interesting Civic variations that are not offered in Canada.

One thing that doesn’t seem to have changed is the design of those white uniforms. Functional as they may be, they appear to be the very same style as those worn by workers in Japanese plants 40 years ago. I think they could use an update.

Paul Williams is an Ottawa-based automotive writer and senior editor for CanadianDriver. He is a member of the Automobile Journalists Association of Canada (AJAC).
Source;

Saturday, October 24, 2009

Honda Design Explain Changes to Production CRZ

For the first time in its history, Honda invited a select group of North American media to pay a visit to its design studio this week following the Tokyo Motor Show. While we didn't see any secret new cars today, we did sit down for a chat with Nobuki Ebisawa, general manager of global design for Honda. Among other things we discussed the design of the new CR-Z hybrid sport coupe.

Honda unveiled an updated concept version of the CR-Z at the show that is actually a very thinly veiled version of the production model that will debut at the Detroit Auto Show in January. The new concept remained on the show floor while the original 2007 concept was on display in the studio along with two quarter scale clay models. One model was of the original proposal from early 2007 while the other model was the 2009 concept. The original proposal model and the production car are both the work of Motoaki Minowa, while the actual concept that was built in 2007 was produced by Makoto Iwaki. Read on to learn more about the changes.

In many respects the production car is closer in detail to that 2007 Minowa model than to the 2007 full-size Iwaki concept, particularly in the character lines on the flanks that yield a bit of a cutout in the middle of the car.The Iwaki design has flatter sides.

There are other differences from both original designs to the production car. The sides of the greenhouse have been more vertical than inward sloping tumble home of the concepts. This was done to provide a more spacious feeling interior for occupants. Further aiding interior space is a higher roof. The other big change was the wheelbase which was shortened although we don't have exact dimensions.The result is a longer front overhang on the production car although the overall length of the production model is unchanged.

Ebisawa-san explained that this was done for several different reasons. The longer overhang provides more crush space to help with crash safety performance. It also allows more tapering of the front corners (as seen from above) which aids both pedestrian safety performance and air-flow for reduced aerodynamic drag. Another benefit that Ebisawa-san highlighted was improved, more nimble handling that results from the shorter axle span.

Ebisawa-san also answered our question about the grille shape of the CR-Z and the similar nose of the SkyDeck concept that also debuted in Tokyo. We asked if this design would become the new Honda standard. Ebisawa-san explained that unlike Acura, Honda won't be using a single face for its entire lineup. Instead it will have different looks for different families just as the light truck/SUVs already differ from cars in the US. The CR-Z style scoop grille will be reserved for sporty models.

Source;
http://www.autoblog.com/2009/10/23/honda-design-boss-discusses-changes-to-production-cr-z/

Thursday, October 22, 2009

Tokyo 2009: Honda SkyDeck, the future of the Odyssey?

Unlike the CR-Z which is nothing more than a thinly veiled preview of an upcoming production model, the Honda Skydeck remains a pure design study at this point. While most automakers would provide a full list of specifications for a concept that is nothing more than a fiberglass buck, Honda isn't bothering with even that. The only thing the automaker says about this Tokyo Motor Show star is that it's a theoretical hybrid.

The SkyDeck is a six-seat MPV with some oddball portals and interesting interior fitments. The front doors swing up Lambo style, while the rear sliders actually pop out like normal doors and drop down as they slide back, ideal for jamming against the curb.

Once inside, the first two rows of seats are cantilever mounted off of the center tunnel and the second row can slide forward and down to stow underneath the fronts. All the seats consist of a mesh material stretched between a wooden frame.

One interesting styling note is the shovel scoop grille similar to the CR-Z coupe. Is this the look of Honda models to come? We'll be asking when we visit the design center on Friday.

Source;
http://www.autoblog.com/2009/10/21/honda-skydeck-concept-tokyo-2009-odyssey/

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