General Motors to Close Roughly Half of its Canadian Dealerships

R.I.P. Birchwood Pontiac Buick GMC. Wow, I never thought I'd see this day. I used to be a lot jockey and my dad had spent 25+yrs there. Sad day. My thoughts are with all of the families affected by this.
Following last Friday's announcement on the closure of 1,100 dealerships across the U.S. by fall 2010, General Motors is now telling approximately 42 percent of its Canadian dealers that they will lose their franchises next year. The U.S. automaker said that it has already started to notify some dealers sales and service agreements would not be renewed following expiry in October 2010. GM claimed in a prepared statement that the company's goal is to "accomplish this reduction in an orderly, cost-effective and customer-friendly way."

"Due to the unique aspects of our Canadian dealer network, we have focused our network rationalization efforts on key urban markets in an effort to achieve a viable network configuration all across Canada," GM said.

Source;
http://carscoop.blogspot.com/2009/05/general-motors-to-close-roughly-half-of.html

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TOV: Honda 4 Door Coupe?!?

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

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

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

- expect it for 2010 (calendar year).

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

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

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

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

Source;

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

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2009 Honda FIT Video Review

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New Transformers 2 Revenge of the Fallen Trailer

This movie looks like it's going to be great!

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Australia's Honda Odyssey Review

Here's a review on a vehicle that we'll probably never see here, this is a Australian Odyssey (also sold in Japan), basically it is what the Odyssey would have been had it stayed a small, 4cyl van like the 1995-1998 North American model.
Honda's latest Odyssey is an instant love-it or hate-it proposition. Either you see the swoopy cabin styling as funkily Starship Enterprise - or as irredeemably naff.

Naff, and too focused on everyone but the driver. But we're getting ahead of ourselves.
This fourth-generation follows the same long, lean, low-slung format that allows Honda to pitch it as a super-wagon rather than a traditional MPV. It's broad, too, and that combination of wide track and low height imparts a pleasing on-road stability. Mind you, the handling's still comfort-oriented. It's compliant enough, but there's moderate roll and brisk drivers may as well relax, for Odyssey doesn't encourage a keen approach to the wheel - or to the throttle for that matter.
My hilly, semi-rural commute netted a 11.8l/100km thirst. That's well above the claimed 9.3 and almost double the 6.7 Honda alleges for an Auckland to Taupo run in this $56,000 top-spec L.

Remember that run is virtually all motorway, so not a realistic comparison with daily driving.
Presumably despite a 13 per cent boost in power the 2.4-litre four and this transmission - both filched from the lighter Accord Euro - are working hard to punt this 1665kg car around.

Otherwise the Odyssey's practical format works rather well. The engine proved keen enough for a car like this, although the auto was slow to change on demanding uphills. But then it isn't a sports car, it's a family hauler.

Hence the ride, which is comfortably plush and impressively compliant, albeit rolling more than I'd like through bends, which corrupts the handling a tad if you're pressing on.
My advice would be to take it easy and relish the ride.

Enjoy the way you can tuck so many kids back there, too.

The spacious third row is easy to access via the tip-fold-slide second row, or folds under the boot floor at the touch of a button.

The centre pew is a wide armrest or narrow seat, but kids should have few complaints; there are even cubbies for each row, and the back of the car gets its own air-con zone.

Up front there are two spacious pews with adequate side support, and a less-useful-than-it-looks central storage tray that folds away so you can easily reach the kids behind you.

Our top-spec test car had heated leather seats and an electrically operated sun roof, too.

Odyssey feels spacious, it feels a little special - but the ergonomics aren't good. The temperature controls are a minor stretch but worse, it initially arrived without steering wheel-mounted controls for the radio, which was a hefty reach away.

HONDA ODYSSEY L
We like
Useful seats-boot arrangement; safe, almost car-like handling.

We don't like
Poor driver ergonomics; odd wiper pattern distracts.

Powertrain2.4-litre dohc i-VTEC, 133kW at 6500rpm, 218Nm at 4300rpm.
Performance0-100km/h not available, 9.2l/100km 91 octane.
SafetyVehicle stability assist, ABS brakes, six airbags.
What it's got17-inch alloys, climate control air, leather seats, sun roof, parking sensors front and rear, six-disc CD.
Vital stats4810mm long, boot volume 245/708/1056 litres, 65-litre tank.

Source;
http://www.nzherald.co.nz/motoring/news/article.cfm?c_id=9&objectid=10572820

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Road Test: 2009 Honda CR-V EX

When the compact sport-utility vehicle (a.k.a. cute-ute) craze began, Honda and its compact CR-V was one of the first players to market. Back in 1997, it was an ungainly looking box that arrived with an anemic 128-horsepower engine, four-speed automatic transmission and the bare basics in terms of standard equipment. Since those early days, the CR-V has evolved into a comfortable crossover that is offered with as many or as few amenities as any potential owner might want or need.

Swing the CR-V's door open and there's a mechanical theme to the interior - the door pulls look like oversized con rods and there's some brushed metal-like trim on the doors, dash fascia and centre stack. The EX tester also came with most of the modern conveniences, everything from the usual power toys and air conditioning to a power sunroof and a 160-watt AM/FM/six-disc CD audio system. Mind you, if you want to plug in your iPod, it will cost $340 for the i-Linc accessory, not a bright idea when most other manufacturers offer it - along with Bluetooth - as standard equipment.

The CR-V driver's lot in life is hunky-dory. The manual seat height and tilt and telescopic steering wheel adjustments make it a snap to establish a comfortable driving position. The large side mirrors then eliminate the usual blind spots, which give the CR-V better than average sightlines. The combination makes piloting a CR-V through today's cramped urban environment a painless venture.

One of the most significant improvements in the new CR-V - and there are plenty of noteworthy upgrades - is the fact that the cargo door (which was hinged on the wrong side of the vehicle on the last- generation version) has been replaced by a proper liftgate that comes with a much needed washer and wiper. That might not seem like much, but not having to negotiate that dumb door whenever loading or unloading the vehicle curbside makes a big difference. The unspoken benefit is that when the liftgate is open it provides some welcome shelter from the elements.

The rest of the back end has been equally thought through. There's plenty of space - 35.7 cubic feet with the 60/40-split/folding rear seats upright and 72.9 cu. ft. with them flat - a flat floor, tie-downs to secure cargo and a handy privacy cover-cum-tray. The latter is a privacy cover when put in one position, and it allows two-tier storage when put in another. The CR-V would greatly benefit from an independently opening back glass and a fold-forward front passenger seat.

The CR-V comes with an invigorated 2.4-litre four- cylinder engine. Using Honda's i-VTEC system, it puts 166 horsepower and 161 pound-feet of torque at the driver's disposal. When fired through the five-speed automatic transmission, there's more than enough power to deliver a decent turn of speed. The CR-V clips off 100 kilometres an hour in 10.3 seconds and turns the 80-to-120-km/h passing move in 8.7 seconds. The transmission certainly helps matters as it keeps the free-revving engine in its sweet spot where it is happy to dish out its all. The fact the shifts are impeccable is a bonus.

From here, power reaches the road through Honda's optional Real Time four-wheel-drive system ($2,000), the one item in the CR-V that would benefit from an upgrade. While it is reasonably proficient at divvying up the power and sending it to where it can best be put to use, the initial wheelspin needed to initiate the transfer of power means the electronic traction/stability control system steps in too often.

Ride and handling in the CR-V is about as good as it gets in its segment. The amount of body roll is limited to a few degrees and, as soon as the front MacPherson struts and rear multi-link suspensions take a set, the CR-V rides out a fast on-ramp with little drama. Likewise, the feel and feedback afforded by the steering is very good. At slow speeds, its light effort makes it easy to get into a tight spot, while at speed it delivers the right sort of feel and feedback.

The same applies to the anti-lock brakes. In the past, Honda's system has tended to dive in way too early. Now, the system only steps to the fore when needed. The system also provides short 41.8-metre stops from 100 km/h. The oversized P225/65R17 tires and the grip they deliver rounds out a decent package.

If capacity, comfort and utility are the prime drivers behind a potential purchase, the CR-V EX nicely fits the bill. There is a ton of usable space, plenty of comfort and most of the right toys. It also handles well, has plenty of pep and delivers surprisingly good fuel economy - my test average for the week averaged 10.2 litres per 100 km.

The Specs:
Type of vehicle: Four-wheel-drive compact SUV
Engine: 2.4L DOHC four-cylinder
Power: 166 hp @ 5,800 rpm; 161 lb-ft of torque @ 4,200 rpm
Transmission: Five-speed automatic
Brakes: Four-wheel disc with ABS
Tires: P265/65R17
Price: base/as tested: $27,790/$32,690
Destination charge $1,560
Transport Canada :fuel economy L/100 km: 10.7 city, 7.8 hwy.
Standard features: Manual air conditioning with filtration, power locks,

windows and heated mirrors, steering wheel-mounted cruise control, cloth upholstery, manual driver's seat height adjustment, tilt and telescopic steering wheel, power sunroof, rear washer/wiper, trip computer, outside temperature and average fuel consumption readouts, privacy glass, retractable centre tray table, under-seat storage bin, remote entry, engine immobilizer and anti-theft alarm, tire pressure monitoring system, electronic stability control system.

Source;
http://autos.canada.com/news/story.html?id=1596278

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Prius vs. Insight: A clash of corporate cultures

TOKYO--Few cars better embody the wide divergence in the corporate cultures of Toyota and Honda than these two hybrids.

In one corner is the Honda Insight--a case study in utilitarian expedience. It's powered by a simplified four-banger with an electric motor adding just enough oomph to cut down on trips to the pump. It sports a plasticy, no-frills interior and poaches parts from sister models.
In the other corner is the redesigned Toyota Prius--a paragon of engineering excellence. It pushes the envelope with an ingenious planetary gear transmission, outstanding fuel economy and snazzy options such as solar panels. The car that made hybrids famous carries a first-class sticker price to match.

For better and worse, the redesigned Prius and Insight exude the distinct corporate identities that gave them birth. The result is as much a battle of the automakers' business philosophies as a two-car rivalry.

Faultless Toyota Motors reached new technological heights but drifted into cost creep, a risky trend in a recession. Penny-pinching Honda Motors did a lot with a little, churning out a low-budget hybrid that can't match its rival's specifications.

Pricing policies
The redesigned 2010 Toyota Prius goes on sale in the United States in late May with a base price of $22,750, including freight. The price of the top-trim Prius will be $28,020. Later this year, a stripped-down base model will be offered for $21,750.

The Insight, by contrast, starts at $20,470 and climbs to $23,000, fully loaded. Toyota's aggressive pricing of the third-generation Prius may pressure margins again. Says Takaki Nakanishi, an auto industry analyst at JPMorgan: "It will be difficult to make a profit at the lower grades."

Honda and Toyota share a reverence for the principles of kaizen--or continuous improvement--and just-in-time manufacturing. But their subtle differences are best summed in Honda's pragmatism versus Toyota's perfectionism.

Pragmatism versus perfectionism
"Honda always has to prioritize what they can and can't do because they just don't have the resources of Toyota," says Tatsuo Yoshida, an auto analyst with UBS Securities in Tokyo. "If they tried to follow Toyota on development, it would be like committing suicide."
Take mileage. Honda was satisfied with a respectable EPA rating of 40 mpg city/43 highway for the Insight. But the Prius reached for and attained an eye-popping 51/48.

Honda got there by simplifying an existing 1.3-liter engine to two modes of variable valve timing, instead of three. It chose a one-clutch drivetrain instead of a two-clutch version. That reduced the efficiency of regenerative braking but was cheaper.

The lowest trim-level Insight lacks such staples as cruise control and stability control.
In aerodynamics, the Insight has a 0.28 drag coefficient. Good, but not even as good as the Honda Civic's. Yasunari Seki, the chief engineer, was ordered to poach body structure from the Honda Fit compact, a move that limited aerodynamic improvements and also resulted in ho-hum styling. In fact, attention to styling is such an afterthought at Honda that the company doesn't have a companywide design chief.

The pursuit of expedience is echoed in Honda's aversion to full-sized trucks and V-8 Acura offerings. Honda can't be all things to all people so it compromises with the car-based Honda Ridgeline and a V-6 Acura. They may not be best-in-class, but they leverage Honda's strengths.
"We believe it fits with the culture of our company, where we want to build environmentally friendly cars that get good gas mileage," says Dick Colliver, who retired recently as executive vice president of sales at American Honda Motors "You don't have to have a V-8 engine to be Tier 1."

High-tech luxury
Meanwhile, Akihiko Otsuka, Toyota's chief engineer, was striving to make his Prius the world's greenest car. The solution was cutting-edge.

Otsuka used a bigger engine to get better mileage at high speeds. He eliminated drive belts for the air conditioning compressor and water pump, making them electric. He devised an exhaust-heat recapture system to help keep the engine operating at optimal efficiency.

Otsuka also improved drag to 0.25, from 0.26. The new Prius was the world's slickest production car until Mercedes unveiled its new E-class coupe at 0.24.

The Prius brims with luxury features, most famously the gimmicky solar panels whose sole task is to run a ventilation system to cool the cabin when the car is parked in the sun.

Toyota's approach mirrors the whole-hog ambition that thrust it into the full-sized pickup segment with the Toyota Tundra and into premium sedans with the Lexus lineup.

"It's part of Toyota culture to always improve on what it's already done," says Chris Richter, of CLSA Asia-Pacific Markets. "It wants to position itself as higher end."

Honda re-engineered the Insight's hybrid system to cost 40 percent less than the previous-generation hybrid drivetrain, used in the current Civic Hybrid. Toyota was able to shave 35 percent off the costs of the current generation. But Otsuka missed the internal target of halving the cost.

(Source: Automotive News)

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