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Saturday, April 30, 2011
Friday, April 29, 2011
Honda Will Launch the All-New 2012 CR-V this Fall
6:27 AM
rin
For those of you following my blog on a regular basis, this won't be news....
Honda, like your local artisanal bakery, has a habit of throwing away perfectly good stuff on a regular schedule. Except that while La Crise Cardiaque Belle is tossing out that morning’s croissants, Honda disposes of vehicles that are still near the top of the class. To wit: the present CR-V, introduced in 2006, still was good enough to take third place out of eight in a Car and Driver comparo with several much newer vehicles last year. It also continues to rack up sales for Honda, outselling Toyota’s RAV4 by almost 40 percent in March. But the proverbial palm flower crystal is now glowing in the CR-V’s hand, meaning that its time has expired. A new CR-V, Honda says, will join us in late 2011 as a 2012 model.
As for the rest of the details on the H’s upcoming soft-roader—you’re kidding, right? No companies play their cards closer to the vest than does Honda. Still, we can take a stab at a few likely details of the 2012 CR-V. Figure on a slight improvement from the current model’s EPA fuel economy rating of 21 mpg city/28 highway in two-wheel-drive form. Honda typically doesn’t jack up horsepower from generation to generation, and the brand-new Civic just launched with a five-speed automatic—not a six, like many of its competitors now pack—so don’t expect the CR-V’s power rating to leap beyond its present 180, either.
It certainly makes sense for the brass at Honda to stick with what works, but with so many of the company’s competitors in the process or rolling out outstanding compact crossovers, we’re not enamored with Honda’s conservative philosophy. Then again, after 22,000 CR-Vs found homes in March, maybe American consumers are.
Source;
http://blog.caranddriver.com/honda-will-launch-the-all-new-2012-cr-v-this-fall/
Honda, like your local artisanal bakery, has a habit of throwing away perfectly good stuff on a regular schedule. Except that while La Crise Cardiaque Belle is tossing out that morning’s croissants, Honda disposes of vehicles that are still near the top of the class. To wit: the present CR-V, introduced in 2006, still was good enough to take third place out of eight in a Car and Driver comparo with several much newer vehicles last year. It also continues to rack up sales for Honda, outselling Toyota’s RAV4 by almost 40 percent in March. But the proverbial palm flower crystal is now glowing in the CR-V’s hand, meaning that its time has expired. A new CR-V, Honda says, will join us in late 2011 as a 2012 model.As for the rest of the details on the H’s upcoming soft-roader—you’re kidding, right? No companies play their cards closer to the vest than does Honda. Still, we can take a stab at a few likely details of the 2012 CR-V. Figure on a slight improvement from the current model’s EPA fuel economy rating of 21 mpg city/28 highway in two-wheel-drive form. Honda typically doesn’t jack up horsepower from generation to generation, and the brand-new Civic just launched with a five-speed automatic—not a six, like many of its competitors now pack—so don’t expect the CR-V’s power rating to leap beyond its present 180, either.
It certainly makes sense for the brass at Honda to stick with what works, but with so many of the company’s competitors in the process or rolling out outstanding compact crossovers, we’re not enamored with Honda’s conservative philosophy. Then again, after 22,000 CR-Vs found homes in March, maybe American consumers are.
Source;
http://blog.caranddriver.com/honda-will-launch-the-all-new-2012-cr-v-this-fall/
Top 10 Food Shaped Cars
2:17 AM
rin
Top 10 Food Shaped Cars
 |
| Orange Car |
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| Raddish Car |
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| Banana Car |
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| Chicken Car |
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| Burger Car |
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| Sandwich car |
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| Hungry ?? |
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| Cheese Car |
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| Hot Dog Car |
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| Watermelon Car |
Top 10 wierd,cool,funny, awesome food,fruits,veggies shaped cars by
www.ubercoolcars.blogspot.com
Thursday, April 28, 2011
Honda stays ahead of compact pack with 2012 Civic
7:03 AM
rin
Detroit, heed this warning.Do not underestimate the 2012 Honda Civic.
It was the single most important vehicle shown at the New York International Auto Show this week.
The 2011 Chevrolet Cruze and 2012 Ford Focus are spectacular compact cars partly because Chevy and Ford engineers benchmarked the Civic. For a decade, the Civic has been the best compact car around, and while others have gained ground, this Honda remains near the head of the class.
It is a nameplate that has been around a lot longer than any American compact car, and don't let anyone fool you: Honda Motor Co. has a lot riding on this little car.
Honda has not raised any eyebrows with many of its recently launched vehicles. The new Accord is dull. The Crosstour is confusing, and the current face of Honda's luxury brand Acura continues to bring the brand ridicule. If Honda had messed up the Civic, it would be time to get out a fork and turn the brand over.
But there was no mistake made with this new vehicle.
Now, as the new Civic arrives, it faces a much tougher climate. The Cruze, the Focus and the Hyundai Elantra have garnered well-earned praise from consumers and the automotive press, including myself.
Although the Civic is no longer alone, underestimating it would be a serious mistake.
Here's why:
Variety: The 2012 Civic offers almost every model variation. There are sedans, coupes, gas-electric hybrids (with lithium-ion batteries), a compressed natural gas model and even a performance Si model. New to this lineup is the Civic HF, which focuses on higher gas mileage.
This follows on the heels of other carmakers such as Chevrolet, Ford and Hyundai, which offer similarly branded vehicles. No other compact, however, comes in as many different variations as the Civic (the only model missing is a hatchback, which is a mistake).
Pricing: With so many different models, the Civic offers a price for just about anyone:
Civic DX sedan (5-speed manual): $15,805
Civic LX coupe (5-speed manual): $17,655
Civic LX sedan (5-speed auto): $18,655
Civic EX sedan with navigation (5-speed auto): $22,005
Civic Si coupe (6-speed manual): $22,205
Civic Si sedan (6-speed manual): $22,405
Civic Hybrid: $24,050
Civic natural gas: Price not released
All of this pricing is on par with much of the competition, which means Honda is certainly in the hunt for compact consumers.
Performance: While I have not driven the new Civic, I expect it to provide performance on par with all of the serious competition. The previous-generation Civic has a quiet, well-tuned ride, with enough power to speed along the highway and enough handling chops to zip through city traffic. This model introduces a new electric power-assist steering system (EPAS), the next-generation vehicle-stability control, improved aerodynamics and a stiffer body for improved handling. Tuning on the steering will be important as EPAS can sometimes create a numb feeling that leaves a driver disconnected from the road.
Additionally, the performance-oriented Si model features a new 2.4-liter, four-cylinder engine that generates 201 horsepower. It's only four more ponies than the 2-liter engine, but tuners around the world can rejoice that their beloved Si now has peak horsepower over 200. (The Si also features a lower height, a limited-slip front, and 17-inch aluminum wheels that all could add to the driving experience.)
It's Honda's 1.8-liter, four-cylinder engine that will do most of the heavy-duty work for the brand, and even this engine has undergone a number of improvements to make it more efficient.
It produces 140 horsepower and provides gas mileage from 28 mpg in the city and 36 mpg on the highway for a DX sedan with a five-speed manual transmission to 41 mpg on the highway for the HF model.
One disappointment with the new Civic comes with the lack of a six-speed automatic transmission, though Honda says this five-speed is more refined and updated. Nearly every competitor has one now, as six-speeds have become the industry norm. It will be interesting to see whether that missing gear hinders its performance in any way.
Exterior styling: While many new compact cars offer extravagant styling, the new Civic does not look dramatically different than the previous generation. But don't mistake this car as simply a refreshed vehicle; it has been redesigned throughout. At first glance, there doesn't seem as dramatic a difference between generations.
Many of the exterior changes were devised to improve the Civic's aerodynamics. They include new mirrors, wipers pushed below the hood line and other changes you can't see at first glance, such as underbody aero panels.
This seems to be a closely followed plan by Honda, which only dramatically changes the Civic's styling every other generation. How much that will affect the Civic will be told over the next year.
Honda's conservative approach to styling follows the lines of the Cruze, whereas the Elantra and Focus are more dynamic.
The winner here is the consumer, who now has a clear choice between dramatic good compacts and more familiar small cars.
Interior styling: The Civic evolves its interior design from the previous generation, with a new two-tiered instrument panel and entertainment system, known as i-MID. Honda has nailed one of the most important parts of any new system by giving it a nonsensical name that starts with a standalone lowercase vowel — i or e — and a full-color screen to display all of the information.
More importantly, the Civic adds more volume inside, increased by 3.7 cubic feet. The previous-generation Civic was comfortable; this one should be even a little more so.
Civic's biggest selling point still reliability
So from the sounds of it, the new Civic is improved inside and out. Whether that adds up to this vehicle becoming the next benchmark will be decided by consumers.
The compact car segment has drastically changed the past 12 months, and everyone wants an edge over everyone else. The real edge for the Civic coming out of the gate is that it's a Honda, which to many consumers means it's as reliable as a late spring in Michigan.
That wasn't always the case for the Civic. Thirty-nine years ago, when the little Civic arrived, Honda had to issue a recall because rusting was so bad the cars were considered unsafe in accidents. Now, Civics are among the safest choices of any car picked.
The competition certainly has gotten stiffer, but to sneer at this Civic too early would be a serious miscalculation. No one should do that.
Source;
http://detnews.com/article/20110423/OPINION03/104230361/Honda-stays-ahead-of-compact-pack-with-2012-Civic#ixzz1KpJ7Sjxy
2012 Honda Civic Review: 2012 Honda Civic: Put to the test
6:49 AM
rin
April 27, 2011By Denis Duquet
The Honda Civic has been the best-selling car in Canada for 13 years running, which is – you have to admit – no small feat in a very competitive environment. Needless to say, the task of updating this model wasn’t easy. When a car is as universally acclaimed as the Civic, the margin for error is relatively low. If you change the car too drastically, you’re going to disappoint a lot of people. Then again, if you don’t change it enough, the car will end up looking the same.
Honda unveiled new generation Civic concept cars at the Detroit Auto Show in January and the reactions were decidedly mixed. The main criticism was that its shape hadn’t changed enough, though this was influenced by the fact that this car was supposed to be introduced months earlier. The delay created an expectation that more significant changes had been made. Alas, this was not the case, and the production models unveiled last week are almost identical to the concept vehicles.
Actually, the approach is hard to criticize in a way. Indeed, a little like at Porsche, Honda chose to make a succession of refinements, improvements and technical revisions to already impressive performance and reliability features. And the same goes for the body, which is a very mild evolution of the 2011 version.
Designed by engineers
When Honda Canada introduced its new Civic, five engineers (none of whom had a hand in designing the car) were invited from Japan. Maybe my conclusions are way off, but I got the impression that the engineers were the ones who took the lead on the whole shebang. All the stylists had to do was follow their instructions, which undoubtedly explains why the front end of the sedan and the coupe are almost unchanged. However, you have to admit that the car was elegant to begin with. In fact, the main changes were made to the tail end, while the lights are completely new, helping you identify the new generation. But for many, this just isn’t enough...
The engineers dedicated a great deal of time to improving the car’s drag coefficient. This meant tilting the windshield significantly toward the back. Its aerodynamics are excellent, but since the base of the windshield is a lot lower than the edge of the hood, there’s at least 5 cm where leaves, debris, snow and ice will undoubtedly collect. Let’s hope that the front windshield wipers motors are robust. A minor detail, you say? Well, this car seems to lose points in the details. This junction between the hood and the windshield is a compromise that suggests they were trying to avoid a complete makeover of the entire front end. At least, that’s how I see it.
The sharp incline of the windshield does wonders for the Civic’s best-in-category drag coefficient, but because it’s so sharply angled, the front seats had to be pushed back so that no one would bump their head on the windshield. The result is a very deep dashboard. That in itself isn’t a flaw, since several other interesting cars are set up like this, but the fact that this dashboard is made of hard plastic with an unimpressive texture is less forgivable. On the other hand, the ergonomics are good, the optional navigation system display screen is excellent and the layout of the controls is simple and efficient. The driving position is also good.
The two-level dashboard offered on the previous generation has been revised. Wanting to offer more information, they decided to widen the upper section. It’s not very elegant, but thanks to a command button on the steering wheel, you can access a multitude of information. Up to this point, it’s practically fantastic. However, I don’t know if it was my driving position, my view or something else, but when I was driving in the middle of the day with the sun at its brightest, it was very difficult for me to see the indicator dials, odometer and other small information screens.
Good news, it’s now roomier, thanks mainly to the 75-mm increase in the vehicle’s width. In back, the occupants benefit from 40 mm more legroom, which is quite impressive considering that the wheelbase is 30 mm shorter while the overall length remains identical.
Improved mechanics
While the shape and the interior presentation leave us wanting, I must mention that the car’s mechanical components have been refined or even greatly improved, especially when it comes to safety and fuel consumption. The base version of this ninth generation Civic is powered by the same 1.8-litre four-cylinder engine that produces 140 horsepower. But a bunch of internal improvements help reduce fuel consumption by 12%. That’s noteworthy now that gas prices are on the rise. The engineers managed to reduce fuel consumption with the help of things like reduced-friction brakes, low-resistance tires and a lower-than-average drag coefficient for the category. A six-speed automatic transmission would have produced better results, but it still has a five-speed instead.
The Civic Hybrid is back, and its all-wheel drive has been updated and improved. For starters, it calls on lithium-ion batteries for more power and to reduce the vehicle’s weight. The electric motor’s power has been increased from 15 to 20 kW. What’s more, the CVT has been refined, as have the climate control system and the energy regeneration brakes, which allow Honda to promise fuel economy of 4.4 L/100 km in town and 4.2 L on the highway. However, Honda’s engineers remain faithful to the IMA system that consists of a small electric motor installed between the transmission and the combustion engine. Although this technology is a little less cutting-edge, its average fuel consumption is still impressive. But you’ll have to drive in fuel saving mode to derive its benefits.
On a sportier note, the sedan and the Si coupe are now powered by a 2.4-litre engine that produces 201 horses, four more than the previous version. The six-speed manual is the only transmission available. This model also features two other exclusives: front and rear deflectors and very nice alloy rims.
Still a good car
Despite the fact that some people are disappointed with how few changes were made to its appearance and by the decision to skimp on some of the materials in the passenger compartment, this car remains one of the most interesting to drive. Indeed, during the new Civic presentation, I had the chance to drive all of the models available. And while none of the test drives were exhaustive, at least I was able to take each of the configurations for a short spin. Overall, besides the underwhelming dashboard and the difficulty seeing some of the dials, it remains a good tourer and that can squeeze into traffic easily. On the highway, it has all the same qualities and all the same limitations as before. The engine is responsive and the handling is good, but the soundproofing leaves something to be desired. Note that the new steering wheel is elegant and the information management buttons are within reach and user-friendly.
As though it were asking buyers to forgive the Civic for its lack of dazzling changes, Honda cooked up a very competitive price range. Regardless of the model you choose, 2012 Civic buyers benefit from generous equipment and downward-adjusted pricing. According to Honda, discounts will range from $2,600 to $3,950, depending on the model. You have to admit that this will persuade many people to overlook certain shortcomings. Money talks, and Honda is making sure that buyers will listen. Sure, maybe the company cut costs awkwardly in some areas and the shape could have been refreshed a little more, but this car’s intrinsic value – its refined mechanics and pleasant ride – has been preserved.
Source;
http://www.carguideweb.com/articles/11193/
Wednesday, April 27, 2011
Autos.net: A Close Look at the 2012 Honda Civic
6:44 AM
rin
Here's a really comprehensive article on the 2012 Civic by Paul Williams out of Autos.ca (the new version of Canadian Driver)....
The next generation 2012 Honda Civic is finally here, and those who don’t like change will be very happy indeed. Not that there isn’t anything new about the new Civics, but from a visual standpoint, consumers will be hard-pressed to tell the outgoing 2011 model from the incoming 2012.
The big news about the 2012 Civic is not so much about appearance; it’s more about the pricing, which has dropped substantially. A base Civic DX can now be bought for $14,990, which is $2,000 lower than the price one-year ago.
Granted, not many sedan-only DX models will be ordered (likely because they’re not available with an automatic transmission), but the popular LX and EX models are also boasting smaller MSRPs, a trend among all manufacturers now that the Korean makers Hyundai and Kia have entered the market with bright new products at bargain-basement prices. As well, there are impressive new compact cars from Ford (Focus), Chevrolet (Cruze) and Volkswagen (Jetta) with which to compete.
But the Civic has been and continues to be Canada’s top-selling car, so the company’s response to the new competition is likely a wise one: don’t mess with success, but make the Civic more affordable.
All the Civic models have been re-priced — Sedan, Coupe, Si and Hybrid — with the LX Sedan starting at $17,490 (down $2,090), the EX starting at $19,490 (down $2,290), the top-line EX-L entering at $24,390 (down $490), the LX Coupe starting at $17,990 (down $2,090) and the sporty Si a more Gen-Y-friendly $25,990 (Coupe and Sedan). Hybrid pricing has not yet been announced.
Although the new Civics look much the same as the generation that debuted in 2006, there are subtle exterior and interior changes and, depending on the model, more significant changes under the skin.For the Sedans and Coupes, the rear of the car is obviously different, with a smoother look and revised lights, while the front also receives new lights and bumper treatment.
Honda says 90 per cent of the sheetmetal is replaced and that all Civics are more aerodynamic.
The A-pillars are 12 per cent thinner, and an extra window has been inserted at its base to improve outward visibility. From the driver’s seat, that’s very noticeable and appreciated.
Interior space in the Sedan is increased by 105 litres, with more front shoulder room and additional front and rear hip room, although exterior dimensions remain unchanged from the previous model. Trunk space is also up 4.2 per cent to 352 litres. Civic Coupe owners will enjoy 30 mm more front shoulder room.
The drivetrain is mechanically the same: a 1.8-litre four-cylinder single-overhead camshaft engine making 140-horsepower, and five-speed manual or five-speed automatic — but the engine has been refined to produce a significant 12 per cent improvement in fuel economy. City/highway fuel consumption drops to 7.2/5.0 L/100 km for a combined rating of 6.2 L/100 km when equipped with the automatic transmission. Additionally, all models feature new “motion-adaptive” electric power steering technology and next-generation vehicle stability assist.
The interior also looks very much like the outgoing models, although the front seats have been redesigned to provide more support and the steering wheel is smaller. Bluetooth is standard on all models except the DX.
The distinctive bi-level instrument panel featuring a digital speedometer and gauge array carries over, and a new 12.5-cm i-MID colour display allows the driver to rotate through audio, trip and vehicle information screens. An Econ-mode is standard on all models (except the Si) to maximize fuel economy, but your particular driving style will determine by how much.
The Civic Si (still available in Sedan and Coupe versions) features a new 2.4-litre dual-overhead camshaft powerplant that makes 201 hp (up by four-hp) at 7,000 rpm (down by 800 rpm) through the short-throw six-speed manual transmission and limited slip differential. The engine’s 178 pound-feet of torque represents a 22 per cent improvement, and is available at 4,400 rpm, which is 1,700 rpm lower than the previous model. The Civic Si is very much a performance-oriented car, with more robust acceleration off the line and a slick-shifting gearbox in the Honda performance tradition. Fuel consumption is rated at 10.0/6.2 L/100 km, city/highway.
The Civic Hybrid also features a new engine (now 1.5L), a more powerful motor, and perhaps most significantly, a new battery — now Lithium-Ion rather than the Nickel-Metal-Hydride battery pack used since 2003. The new battery is lighter, more compact and more energy dense than the battery it replaces, enabling the Civic Hybrid to operate in full Electric Vehicle (EV) mode for 73 seconds at full load. Fuel consumption is rated at 4.4/4.2 L/100 km, city/highway, for a combined rating of 4.3 L/100 km.
Unfortunately, the Civic Hybrid’s battery is still located behind the rear seat, preventing the seat from folding or the fitment of a pass-through for long objects like skis or hockey sticks. Unlike the non-hybrid Civics, the drive mode defaults to “Econ,” although the driver can select a more responsive mode at the press of a button.
On the road, the Civic EX-L Sedan and LX Coupe are smooth and quiet, and also familiar if you’ve driven the previous-generation car. Unlike some competitors, interior panels (dash, centre console, doors) are hard plastic, which looks like a cost-cutting measure and may be prone to marking more easily than a soft-touch product. In the new Hyundai Elantra, for instance, it’s all soft-touch.
The bi-level digital instrument panel is an intelligent design; the speedometer and secondary gauges easy to read and positioned almost like a Head-Up Display. But the large, analogue-style tachometer seems like a waste of space in this digital environment, especially in a car with automatic transmission.
The instrument panel is highlighted by red, blue and green illumination that changes depending on engine load. You can use these subtle colour changes to modulate your driving style and reduce fuel consumption. Every little bit helps, right?
The overall impression behind the wheel is of driving a modern, bright and spacious car, despite its compact, although by no means diminutive, exterior dimensions.
Driving the Si is a decidedly sportier experience compared with the standard Sedan and Coupe; everything is more responsive, more immediate, more engaging. The steering and braking is sharper, suspension is firmer, power from the engine is right there, and the exhaust note under acceleration will be music to the ears of enthusiast drivers, especially as the engine shifts from low to high-rpm camshaft profiles (which also lights a red indicator on the dash). The Si looks good, but may benefit from larger wheels (17-inch are standard), or by lowering the suspension to fill in the wheel wells a little more.
The Hybrid’s improved IMA (Integrated Motor Assist) system seems to operate more smoothly in the 2012 Honda Civic Hybrid, especially under braking. This car is only available with the CVT automatic transmission, and benefits from standard automatic climate control and standard navigation system with satellite radio. Other than its 15-inch alloy wheels, trunk lip spoiler and LED brake lights, there’s very little difference, both inside and out, between the Civic Hybrid and gasoline-powered Civics. The key difference, of course, is the hybrid drive-train, which in our brief test drive provided a genuine 25 per cent improvement in fuel economy compared with the non-hybrid Civics.
The ninth-generation 2012 Honda Civic model line-up is not a radical redesign, but more an evolution from the previous generation. This is to be expected. Having sold 1.6 million Civics in Canada since the model’s introduction here in 1973, Honda has the basic recipe well in hand, and expects the 2012 Civic to retain its current owners, and with its more competitive pricing, attract new buyers to the “Honda Nation.”
Honda Civics are built in Alliston, Ontario (except for Hybrid models) and the new cars will see their official launch at New York Auto Show. Sales will begin in late April, 2011.
Verdict: More of the same from Honda, but when it comes to the Civic, “the same” represents a very high standard. Although billed as “Civic: The Next Generation,” I would like to have seen Honda boldly go a little further when it comes to interior execution and exterior design.
Source;
http://www.autos.ca/first-drives/first-drive-2012-honda-civic
The next generation 2012 Honda Civic is finally here, and those who don’t like change will be very happy indeed. Not that there isn’t anything new about the new Civics, but from a visual standpoint, consumers will be hard-pressed to tell the outgoing 2011 model from the incoming 2012.The big news about the 2012 Civic is not so much about appearance; it’s more about the pricing, which has dropped substantially. A base Civic DX can now be bought for $14,990, which is $2,000 lower than the price one-year ago.
Granted, not many sedan-only DX models will be ordered (likely because they’re not available with an automatic transmission), but the popular LX and EX models are also boasting smaller MSRPs, a trend among all manufacturers now that the Korean makers Hyundai and Kia have entered the market with bright new products at bargain-basement prices. As well, there are impressive new compact cars from Ford (Focus), Chevrolet (Cruze) and Volkswagen (Jetta) with which to compete.
But the Civic has been and continues to be Canada’s top-selling car, so the company’s response to the new competition is likely a wise one: don’t mess with success, but make the Civic more affordable.
All the Civic models have been re-priced — Sedan, Coupe, Si and Hybrid — with the LX Sedan starting at $17,490 (down $2,090), the EX starting at $19,490 (down $2,290), the top-line EX-L entering at $24,390 (down $490), the LX Coupe starting at $17,990 (down $2,090) and the sporty Si a more Gen-Y-friendly $25,990 (Coupe and Sedan). Hybrid pricing has not yet been announced.
Although the new Civics look much the same as the generation that debuted in 2006, there are subtle exterior and interior changes and, depending on the model, more significant changes under the skin.For the Sedans and Coupes, the rear of the car is obviously different, with a smoother look and revised lights, while the front also receives new lights and bumper treatment.
Honda says 90 per cent of the sheetmetal is replaced and that all Civics are more aerodynamic.
The A-pillars are 12 per cent thinner, and an extra window has been inserted at its base to improve outward visibility. From the driver’s seat, that’s very noticeable and appreciated.
Interior space in the Sedan is increased by 105 litres, with more front shoulder room and additional front and rear hip room, although exterior dimensions remain unchanged from the previous model. Trunk space is also up 4.2 per cent to 352 litres. Civic Coupe owners will enjoy 30 mm more front shoulder room.
The drivetrain is mechanically the same: a 1.8-litre four-cylinder single-overhead camshaft engine making 140-horsepower, and five-speed manual or five-speed automatic — but the engine has been refined to produce a significant 12 per cent improvement in fuel economy. City/highway fuel consumption drops to 7.2/5.0 L/100 km for a combined rating of 6.2 L/100 km when equipped with the automatic transmission. Additionally, all models feature new “motion-adaptive” electric power steering technology and next-generation vehicle stability assist.
The interior also looks very much like the outgoing models, although the front seats have been redesigned to provide more support and the steering wheel is smaller. Bluetooth is standard on all models except the DX.
The distinctive bi-level instrument panel featuring a digital speedometer and gauge array carries over, and a new 12.5-cm i-MID colour display allows the driver to rotate through audio, trip and vehicle information screens. An Econ-mode is standard on all models (except the Si) to maximize fuel economy, but your particular driving style will determine by how much.
The Civic Si (still available in Sedan and Coupe versions) features a new 2.4-litre dual-overhead camshaft powerplant that makes 201 hp (up by four-hp) at 7,000 rpm (down by 800 rpm) through the short-throw six-speed manual transmission and limited slip differential. The engine’s 178 pound-feet of torque represents a 22 per cent improvement, and is available at 4,400 rpm, which is 1,700 rpm lower than the previous model. The Civic Si is very much a performance-oriented car, with more robust acceleration off the line and a slick-shifting gearbox in the Honda performance tradition. Fuel consumption is rated at 10.0/6.2 L/100 km, city/highway.
The Civic Hybrid also features a new engine (now 1.5L), a more powerful motor, and perhaps most significantly, a new battery — now Lithium-Ion rather than the Nickel-Metal-Hydride battery pack used since 2003. The new battery is lighter, more compact and more energy dense than the battery it replaces, enabling the Civic Hybrid to operate in full Electric Vehicle (EV) mode for 73 seconds at full load. Fuel consumption is rated at 4.4/4.2 L/100 km, city/highway, for a combined rating of 4.3 L/100 km.
Unfortunately, the Civic Hybrid’s battery is still located behind the rear seat, preventing the seat from folding or the fitment of a pass-through for long objects like skis or hockey sticks. Unlike the non-hybrid Civics, the drive mode defaults to “Econ,” although the driver can select a more responsive mode at the press of a button.
On the road, the Civic EX-L Sedan and LX Coupe are smooth and quiet, and also familiar if you’ve driven the previous-generation car. Unlike some competitors, interior panels (dash, centre console, doors) are hard plastic, which looks like a cost-cutting measure and may be prone to marking more easily than a soft-touch product. In the new Hyundai Elantra, for instance, it’s all soft-touch.
The bi-level digital instrument panel is an intelligent design; the speedometer and secondary gauges easy to read and positioned almost like a Head-Up Display. But the large, analogue-style tachometer seems like a waste of space in this digital environment, especially in a car with automatic transmission.
The instrument panel is highlighted by red, blue and green illumination that changes depending on engine load. You can use these subtle colour changes to modulate your driving style and reduce fuel consumption. Every little bit helps, right?
The overall impression behind the wheel is of driving a modern, bright and spacious car, despite its compact, although by no means diminutive, exterior dimensions.
Driving the Si is a decidedly sportier experience compared with the standard Sedan and Coupe; everything is more responsive, more immediate, more engaging. The steering and braking is sharper, suspension is firmer, power from the engine is right there, and the exhaust note under acceleration will be music to the ears of enthusiast drivers, especially as the engine shifts from low to high-rpm camshaft profiles (which also lights a red indicator on the dash). The Si looks good, but may benefit from larger wheels (17-inch are standard), or by lowering the suspension to fill in the wheel wells a little more.
The Hybrid’s improved IMA (Integrated Motor Assist) system seems to operate more smoothly in the 2012 Honda Civic Hybrid, especially under braking. This car is only available with the CVT automatic transmission, and benefits from standard automatic climate control and standard navigation system with satellite radio. Other than its 15-inch alloy wheels, trunk lip spoiler and LED brake lights, there’s very little difference, both inside and out, between the Civic Hybrid and gasoline-powered Civics. The key difference, of course, is the hybrid drive-train, which in our brief test drive provided a genuine 25 per cent improvement in fuel economy compared with the non-hybrid Civics.
The ninth-generation 2012 Honda Civic model line-up is not a radical redesign, but more an evolution from the previous generation. This is to be expected. Having sold 1.6 million Civics in Canada since the model’s introduction here in 1973, Honda has the basic recipe well in hand, and expects the 2012 Civic to retain its current owners, and with its more competitive pricing, attract new buyers to the “Honda Nation.”
Honda Civics are built in Alliston, Ontario (except for Hybrid models) and the new cars will see their official launch at New York Auto Show. Sales will begin in late April, 2011.
Verdict: More of the same from Honda, but when it comes to the Civic, “the same” represents a very high standard. Although billed as “Civic: The Next Generation,” I would like to have seen Honda boldly go a little further when it comes to interior execution and exterior design.
Source;
http://www.autos.ca/first-drives/first-drive-2012-honda-civic
2011 dodge RAM Review Highlights & Features
3:12 AM
rin
2011 dodge ram review Highlights & Features
You can now purchase top quality performance parts for the Dodge Ram car; the most recent performance parts for Dodge Ram are constructed with uniquely designed and therefore are durable. They range from the exhaust parts and also the engine performance parts.
For the car to work effectively all of the performance chips should be well placed.
You can now purchase top quality performance parts for the Dodge Ram car; the most recent performance parts for Dodge Ram are constructed with uniquely designed and therefore are durable. They range from the exhaust parts and also the engine performance parts.
New Mercedes Benz GL320 preview and prices
3:10 AM
rin
New Mercedes Benz GL320 preview and prices
Upcoming 2012 dodge Car News: http://car-wheelx.blogspot.com/search/label/dodge%20cars
The GL320CDI is the only full-sized luxury SUV with unit-body construction, which results in an exceptionally strong, lightweight, and rigid body structure. This, plus load-leveling suspension with adjustable ride height and air springs, makes the trip out to the peaks as smooth and comfortable as the ride to preschool.
The GL-Class is also the first full-sized luxury SUV to offer a 7-speed automatic transmission, helping to increase fuel economy and lower emissions.
Upcoming 2012 dodge Car News: http://car-wheelx.blogspot.com/search/label/dodge%20cars
The GL320CDI is the only full-sized luxury SUV with unit-body construction, which results in an exceptionally strong, lightweight, and rigid body structure. This, plus load-leveling suspension with adjustable ride height and air springs, makes the trip out to the peaks as smooth and comfortable as the ride to preschool.
2011 Infiniti G37x Awd review and wallpapers with prices
3:07 AM
rin
2011 Infiniti G37x Awd review and wallpapers with prices
2011 Upcoming Buick Cars specification: http://car-wheelx.blogspot.com/2011/04/2011-buick-lacrosse-cars-prices-and.html
2011 Upcoming Buick Cars specification: http://car-wheelx.blogspot.com/2011/04/2011-buick-lacrosse-cars-prices-and.html
