Thursday, April 24, 2008

Honda Designing Cars for Hotwheels

Since American toy maker Mattel introduced the first Hot Wheels die cast car in 1968, very little has changed except one major item - the design. The iconic success of the 1/64th scale cars is due to the innovative designs over the years, and to celebrate the brand's 40th Anniversary, Mattel invited auto manufacturers to participate in the Hot Wheels Designer's Challenge.

Debuting at last year's Specialty Equipment Market Association (SEMA) show, designs from Chevrolet, Dodge, Ford, Honda, Lotus and Mitsubishi were selected and Honda's Racer car will be the first to hit stores in May."The Honda Racer combines the excitement of Honda's racing heritage with Hot Wheels' reputation for speed, power, performance and attitude," says Guillermo Gonzalez, senior designer of Honda R&D Americas, Inc., and designer of the Honda Racer. "The core concept is built around our idea for an 'ultimate racecar' and leverages the design freedom made possible by a scale model car."Key design features (real and imagined) include the Honda “H” body shape which places driver and navigator on either side of the gullet gulping 20.0-liter (yes, you read correctly – that is 2.0-liters per cylinder) Honda V-10 VTEC engine with twisted Medusa exhaust pipes flying out the rear. Other exterior design elements are inspired by Honda's early participation in Formula 1 racing with the livery from its 1967 RA 273(TM) racecar. The only required element of the design brief was that the car had to fit on the Hot Wheels orange track and perform a loop.

More pic's here;
http://www.worldcarfans.com/9080422.008/new-hot-wheels-car-designed-by-honda

Tuesday, April 22, 2008

Honda Announces New Li Nian Marque for China

Honda and their Chinese partner Guangzhou Honda Automobile have this weekend announced an entirely new brand for the Chinese market. The Li Nian marque will launch in 2010 but Honda has debuted the brand's first concept car at the Beijing 2008 Auto China.

Li Nian roughly translates to English as 'idea' and is based on Guangzhou Honda's desire to create a new brand by Chinese and for China. Li Nian hopes to pursue lofty ideals with a challenging spirit, or an affordable car with dynamics and stylishness.

The Li Nian Concept was designed entirely by Guangzhou Honda Automobile Research & Development, and even though Honda HQ in Japan is supporting the effort, Guangzhou Honda will take all initiatives and eventually sell the new brand through their existing dealer network.

As a final note, Li Nian is the pronunciation of the Chinese brand name; therefore, it will not appear on any product and is included here for reference only.

Source: http://www.worldcarfans.com/9080421.002/honda-announces-new-li-nian-marque-for-china

Monday, April 21, 2008

The Honda "FREED"

Well, alot of us in North America have been waiting for Honda to release a smaller van like the Honda Stream, but it looks like Honda may be switching gears a little bit. This is the Honda Freed, based on the newly redesigned Honda FIT. It appears that the vehicle may come in 2 different seating configurations, one with 2nd row bucket seats seating up to 6 (or 7?) and one with a 2nd row bench seating for up to 7 (or 8?). No word on what engine they would put in it, though it seems unlikely that they'd leave the 1.5 litre 109hp FIT engine. Could this be the 1.8 litre that the Civic gets?

Tuesday, April 15, 2008

Honda's 2009 Pilot Spec's

For all us Canadians, keep in mind that the gas mileage numbers are in US gallons, the mileage if it is 1mpg better should look like this, 21mpg city/29mpg hwy. Eh.

Car and Driver's First Impressions of the 2009 Honda Pilot

Well the reviews are starting to pour in on the 2009 Honda Pilot, and most what they have to say has been positive. Here goes;
2009 Honda Pilot - First Drive Review
Honda reskins and rethinks its brilliantly packaged eight-passenger SUV.
BY DAVE VANDERWERP April 2008


When the Pilot launched in 2002 as an ’03 model, it was a little ahead of its time. Back then, trucky, body-on-frame SUVs such as the Ford Explorer were the big sellers, and fuel economy wasn’t in the forefront of anyone’s mind. The Pilot’s innovative beginnings on the Odyssey minivan’s unibody architecture weren’t due to Honda’s superior foresight, however; the company simply didn’t have a body-on-frame platform to start with. So the Pilot launched by default as what is, in today’s vernacular, a crossover.
An intelligently packaged three-row, eight-passenger SUV, the Pilot was lighter and more efficient than the competition, as well as a smooth on-road driver, grabbing the large-SUV award at our annual 5Best Trucks competition six years in a row.
The competition took notice, and recently there has been an influx of competitors that have squarely targeted the Pilot: specifically, the Mazda CX-9 and GM’s quartet of large utes, the GMC Acadia, the Saturn Outlook, the Buick Enclave, and the Chevy Traverse.
Our current large-SUV champ in this ever-growing three-row class is the sporty CX-9, which knocked the Pilot off the podium for 2008. Naturally, Honda has rethought and updated the Pilot for 2009 to stay in the hunt.
Sticking to Its Sensibilities
This isn’t a radical redesign, as Honda had the formula pretty well nailed from the start. However, its customers clamored for some additional space, particularly in the third row and the cargo area. To that end, the ’09 Pilot gets a 2.9-inch stretch to both wheelbase and overall length and a one-inch gain in width and height, but it’s still about nine inches shorter than the CX-9 and the GM utes.
The new Pilot gets a bolder front end—anything is bolder than the current wallflower—that doesn’t look as awkward in person as it does in some of the photos. But this ute is all about function. It forgoes the recent trend of sportier, on-road-only SUVs and retains a high roofline to maximize headroom and cargo space, and it has a blocky shape that enables the rear cargo hold to accept four-foot-wide sheets of plywood. Ground clearance remains at eight inches to enable the light off-roading Honda says its customers demand. All Pilots come with a trailer hitch, and four-wheel-drive models can tow 4500 pounds (3500 for two-wheel-drive models). This practical approach leaves the similarly sized Acura MDX for buyers willing to pay more and sacrifice functionality for style, says Honda.
A redesigned interior features a see-through gauge cluster as well as a button-intensive center stack. The available navigation runs on a sharp eight-inch screen, but we think it’s a step backward to ditch friendly touch-screen controls for the corporate multifunction knob that’s spreading throughout Honda’s lineup.
Overall, we were unimpressed with the quality and fit and finish of the new Pilot’s interior, especially considering Honda representatives assured us that the preproduction cars we drove were very close to production intent. The dashboard plastics and the climate-control buttons come across as low-cost, and there are more cut-lines and larger gaps between panels than expected. This leaves a general impression that Honda is trying to squeeze a few bucks out of the interior.
The driver’s seat slides back farther than before—a welcome addition for this six-foot-five test driver who can now find complete comfort—and the steering wheel telescopes in addition to tilting.

The spacious second row benefits from an additional 1.1 inches of legroom and 0.8 inch of shoulder room that, Honda says, enables it to accommodate three car seats. It also slides forward farther to ease access to the way back.

The third row grows the most, with an additional 1.9 inches of legroom and a seat that’s positioned higher than before to better accommodate larger passengers. As far as third rows go, it’s a good one, but people much over six feet still won’t want to do much time back there.

Space behind the third row has grown by two cubic feet, three if you include the larger under-the-floor storage bin. That bin is even more useful now that the third-row headrests don’t have to be removed and stored there to fold the row flat.
Largely Unchanged Mechanicals
All Pilots are still powered by a 3.5-liter V-6, although it has received a few efficiency upgrades including a two-stage magnesium intake, a bump in compression ratio to 10.5:1, and a further evolution of the company’s cylinder deactivation technology. Power is up slightly to 250 horsepower and 253 pound-feet of torque, and the engine can operate on three, four, or all six cylinders (previously, it could only switch between three and six), which enables it to run in reduced-cylinder modes more often.
To fight vibrations that three- and four-cylinder operation produces, the Pilot gets new active engine mounts, noise-canceling vibes through the stereo system, and a torque converter with an additional damping spring. It’s smooth enough that the switching among modes is imperceptible.
The front and rear disc brakes are slightly upsized. The Pilot’s available full-time four-wheel drive, strut-front and multilink-rear independent suspension, and five-speed automatic are largely unchanged, although the shifter has been moved to a more out-of-the way dash location and still doesn’t feature manumatic control. When asked about the Pilot’s retaining a five-speed automatic while much of the competition is sporting six or more ratios, Honda answered “never say never” for the possibility of a six-speed transmission, but in the case of the Pilot, the company claims that adding ratios would reduce the time the engine spends in reduced-cylinder mode and wouldn’t boost fuel economy.
With the more-efficient engine, as well as lower-rolling-resistance tires (now 17s instead of 16s) and a slight improvement in drag coefficient, the ’09 Pilot boosts fuel-economy numbers by one or two to 17 mpg city and 23 highway for 2WD models and 16/22 for 4WD, and it runs on regular fuel. That’s impressive considering the size and weight gains. At 4350-to-4600 pounds, the ’09s are roughly 50 to 75 pounds heavier than the outgoing model.
Better Road Manners
Behind the wheel the new car is better in just about every way. Gone from the steering is the slight dead spot on-center, and the ride has been stiffened appropriately, getting rid of the previous car’s somewhat mushy-soft behavior. Acceleration feels similar (figure on 0-to-60 mph in the mid-seven-second range), there’s still some torque steer when accelerating vigorously out of corners (even in 4WD models), and the steering isn’t nearly as quick nor the tires as grippy as in such sporty wannabes as the Mazda CX-9. Is this a problem? Probably not, considering the Pilot’s mainstream, family-oriented buyers. The brake pedal is firm but forgiving. The Pilot might not be fun to drive in the thrilling sense, but knowing that you made a rational, intelligent choice is fun in its own right.
Safe, Safe, Safe
Honda expects to receive top ratings from all third-party crash testing, thanks to the Pilot’s beefed-up structure, and the Pilot comes with standard front-, side-, and three-row curtain airbags. Stability control, which includes traction control and anti-lock brakes, is also standard.
The model lineup is similar, starting with the base LX. The EX adds alloy wheels, three-zone automatic climate control, a power driver’s seat, and a six-CD changer. The EX-L trim adds leather, a sunroof, and a rear backup camera displayed in the rearview mirror. A new, top-of-the-line Touring model adds navigation, Bluetooth and iPod-friendly USB connectivity, and a previously unavailable power liftgate. Rear-seat DVD entertainment is available on the EX-L and Touring.
Honda plans to sell about 140,000 Pilots a year. They are built in its Lincoln, Alabama, facility and will arrive at dealers in May, starting at about $28,000 and stretching to $40,000 for the fully loaded Limited trim.
Copyright ©2007 Hachette Filipacchi Media U.S., Inc.
Here's the link to the article;

2009 Honda Pilot's First Drive at Autoblog

Well here it is, the first write up on the new 2009 Honda Pilot. I must admit, I haven't been as excited about this full model change up as I thought I would be, but having seen these photo's, I am starting to become a believer. Anyway, here is the write up from Autoblog;

Written by: Sam AbuelsamidYpsilanti,

When the new 2009 Honda Pilot turned up as a concept at the Detroit Auto Show in January, most observers were decidedly underwhelmed. Unlike many other recent crossovers, notably the GM Lambdas, Honda chose to go with a decidedly more utilitarian look for the second-generation Pilot. As Honda officials explained when we gathered for a preview drive of the 2009 Pilot, they wanted to retain the "Utility" in CUV and a big part of that involved maximizing the useful interior volume within the Pilot's relatively modest exterior dimensions. That means a boxy shape that provides room for up to eight (at least as defined by the seat-belts) inside.
While the Pilot won't be challenging the Buick Enclave or Mazda CX-9 for style points, it isn't too painful on the eyes. It's more a case of being almost invisible. The greenhouse is actually strongly reminiscent of the first generation Jeep Liberty, only longer. In spite of the rather barn like shape, it's actually more aerodynamic than the original Pilot, resulting in substantially less wind noise. In fact, the Pilot has a whole range of improvements that reduce noise, which we'll explore a bit later. There are also some things that might be considered a step backwards.Let's cut to the chase. Setting aside the Pilot's appearance, the new unit is generally a much better vehicle than the 2008 model. Under the hood, propulsion still comes from a 3.5-liter V6 with a slew of upgrades. The new engine spins out 250 hp and 253 pound-feet of torque, increases of 6 hp and 13 lb.-ft. respectively. Fuel economy picks up 1 mpg across the board, thanks in part to a new version of Honda's variable cylinder management (VCM) deactivation system. Previously, VCM would simply shut off one bank of cylinders. The new version can run on three, four or six cylinders, with four-cylinder mode available by disabling one cylinder on each bank. The unibody has seen one of the most significant upgrades, with high strength steels growing from 13-percent of the body structure to 52-percent, resulting in seriously improved rigidity. Honda has also implemented what it calls Advanced Compatibility Engineering (ACE) into the structure. According to Honda, ACE provides better protection for occupants in the event of a crash involving vehicles with different bumper heights. The extra inch of body width on the new model also meant that Honda was able to fit a third LATCH position in the middle row for mounting child seats. A fourth kid seat can be mounted in the third row. The second row seats are split 60/40 and each can slide forward independently to provide some extra leg room for those relegated to the back forty. Speaking of that rear-most row, hip room in the back-back is only 48.4 inches. With the middle seat pulled forward, there's a reasonable amount of leg room, but using all three nominal seating positions will require either super model-thin passengers or some extreme coziness. The seat is mounted high off the floor, so passengers won't be sitting "knees up" like they do in the much larger Chevy Tahoe SUV. However, if you go back to the 48.4-inch hip dimension for a moment, you'll notice that is slightly more than four feet. That means if you fold the second and third rows of seats, you can lay the proverbial 4'x8' sheet of plywood flat.
As always, the prime seats are up front and here Honda shines. Just like the Accord, the Pilot's seats are wonderfully comfortable and supportive. The instrument cluster has an interesting new look. The gauges have transparent front faces and the needles are reminiscent of a vintage radio dial. The shift lever has moved from the steering column to the center stack, below and to the left of the audio system. Where the new Pilot falls down is the materials and assembly of the dashboard. The plastics are hard and the textures look cheaper than those in a Honda Fit. Perhaps worst of all is the fit and placement of some the seams. Compared to the current version, the new model looks distinctly cost reduced.
Fortunately, that's really the only area that feels cheaper. The driving experience is vastly improved, beginning with engine noise. The new Pilot has both active engine mounts and active noise cancellation. Combined with the much improved structure, the interior environment of the Pilot is downright serene in everything from the base model up to the new, top-end Touring model. Another advantage of a stiff structure is that it allows the suspension to work more efficiently. The Pilot feels more compliant, soaking up the heavily patched pavement in a controlled and compliant manner. In transient maneuvers, the 4,500-pound Pilot feels lighter and more responsive than the GM Lambda crossovers. That's because, in spite of increased dimensions and equipment, all that previously mentioned high strength steel allowed the weight of the body to be reduced and the overall heft held about even with the old model.
Acceleration feels adequate for the type of vehicle this is, but it certainly won't be confused with some of the more sporting crossovers like Audi Q7 TDI 4.2. On the other hand, the Pilot is skewed more toward the utility side of the equation and those looking for better performance might want to check out the Acura MDX that shares a platform with the Pilot. Still, even a family-oriented utility vehicle needs to be able stop quickly, and the new 13-inch brake rotors front and rear provide a claimed 11-percent reduction in stopping distance. The stability control on the Pilot also compares favorably with other Hondas we've tried. An informal lane change maneuver on a gravel road just off the official test loop showed the stability control to be extremely smooth and effective. The only dynamic issue we found with the Pilot was some torque steer on the front-wheel-drive model.
The test route we drove didn't provide an opportunity to try out the new hill assist system, so we'll have to wait for a longer evaluation period to play with it. Hill assist uses a longitudinal accelerometer to detect when the vehicle is on a hill. If you apply the brakes while the Pilot is stopped on an incline and then release the brakes, the traction control system will hold the pressure in the brakes until you hit the gas pedal. As soon as the throttle opens up the brakes are released.
Overall, the 2009 Honda Pilot isn't likely to set anyone's heart aflutter. It's designed for function, i.e. hauling a bunch of people and/or stuff around in relative comfort. For what this vehicle is supposed to be, it seems very capable. It's smoother, quieter and apparently more fuel efficient than its predecessor, and if you choose the new Touring trim level, equipped to be almost on par with its more expensive Acura sibling, the new Pilot is quite a bargain. If Honda would just take another look at the dashboard materials and the upright face, we'd probably be good to go.
Here's a link to the article with a few more pic's:

Thursday, April 10, 2008

2009 Honda Pilot Interior pic

The shifter is now located on the dash as opposed to on the steering column which is just more of an update than anything. I am glad that Honda didn't put the shifter in the middle console like alot of other vehicles, this leaves the Pilot with a full middle console. The Pilot also finally gets dual zone climate control and a auto day/night mirror.
I wonder if the Pilot will get the same rear view mirror with the backup camera as the odyssey like below.
The interior looks great so far.

More Shots of the 2009 Honda Pilot from Autoblog.com

One this last photo, it's nice to see dual exhaust finally make it's way to the Pilot.

Link;
http://www.autoblog.com/2008/04/09/spy-shots-2009-honda-pilot/

Wednesday, April 9, 2008

Car & Driver Snags First Photo's of the Production 2009 Honda Pilot

Here's a pic comparing the 2008 bodystyle (Right) to the new 2009 (left).

"BY ALISA PRIDDLE, PHOTOGRAPHY BY ADAM KOLINTROV April 2008

As Honda prepares to sell the second-generation of its eight-passenger workhorse this spring, we capture the crossover running around a suburb of Detroit and we like what we see.
The original Pilot offers burst onto the scene in 2002 as a 2003 model, and quickly won over buyers. But there are many more competitors this time around. To that end, the new Pilot was designed to offer more versatility and cabin configurability.
Under the hood is Honda’s refined V-6 engine with the same updated Variable Cylinder Management as found on the Accord's 265-hp, 3.5-liter V-6, enabling it to run on six, four, or three cylinders depending on conditions. Not only will the SUV be more fuel efficient, but we expect a bump in towing capability, as well.
The 2009 Pilot is the latest to be designed in accordance with Honda's Advanced Compatibility Engineering mandate, intended to facilitate better crash compatibility with automobiles large and small. In fact, Honda claims that the new Pilot will be nothing short of the best in class in the safety department but, once again, offered few details about exactly what it will offer.
As for the design, the production model doesn’t appear to have changed much from the concept. The beveled, bolt-upright windows add appreciable depth and intrigue, and the 3-D rear end is classy and simple. The front end is the only area of controversy, although it's suitably macho and flies in the face of the softer designs we've been seeing emerge on such crossovers as the Nissan Murano and Toyota Highlander. "

Here's the link;
http://www.caranddriver.com/reviews/hot_lists/car_shopping/suvs_family_haulers/2009_honda_pilot_spied