The Honda Portal is on Vacation Until Feb. 01, 2009

I will be off to the Mayan Riviera, Mexico for seven days! See you when I get back!

Next Gen Honda Civic Hatchback?

This would look more like the Next Gen Euro Honda Civic more than anything that we'd get here in North America. Thought I'd pass it on.

Honda's Next Gen S2000 the Honda S3000 Speculation

With all the talk of the Honda S3000 being back on track, I figured it would be nice to post a couple of pictures floating around as to what the car might look like.

Enjoy!

A Look Back at Honda and the 2007 Tokyo Auto Show

This was out before I started this blog, and once in a while when news is light, I'll dig up some of the older stuff.

Honda Fit-Daily-Active-Concept

Honda Stream Exclusive Concept

Honda Stream-Hyper-Sport-ConceptHonda Motor Co., Ltd. announced today it will display three concept cars developed by Honda Access Corporation, a wholly owned subsidiary manufacturing genuine Honda aftermarket products, at the Tokyo Auto Salon 2007 with NAPAC(1), to be held Friday to Sunday, January 12-14, 2007 at Makuhari Messe in Chiba Prefecture, Japan. Headlining the Honda display will be the Fit Daily Active, Stream Hyper Sport, and Stream Exclusive concept automobiles.

Based on the theme, “Be Cool, Be Chic”, Honda’s exhibit this year will feature new products that add a touch of class to getting around. The concept models introduced represent some new ideas from Honda on how to make motorcycles and cars more personal, adding new dimensions to mobility and new meaning to customization.

Also on display will be a racing version of the Civic Hybrid, and customized Modulo(2) versions of the Airwave, Stream, CR-V, and Odyssey Absolute along with a varied lineup of genuine Honda accessories ranging from navigation to audio systems.

Concept Vehicle Display Overview

Fit Daily Active Concept Vehicle
A small car designed to respond to the needs of today’s portable telephone and video game-oriented youth and add a touch of excitement to everyone’s lives. Cameras and sensors are fitted on the exterior of the vehicle to help reduce blind spots. LED daytime running lights on the bumpers and lower skirts provide increased visibility from other users on the road. On the inside, welcome lighting and a 3-mode illumination system that allows occupants to select interior lighting color from three choices add to the relaxed atmosphere.

The vehicle can also be equipped with a portable, ‘go-anywhere’ AVN(3) entertainment system combining navigation, game, inter-communication and audio-visual functions for use inside and outside the vehicle. This AVN can fit on the instrument panel or on the front seat headrests. An aroma diffuser is also available to add personalized scent to the interior.

Stream Hyper Sport Concept Vehicle
This medium-sized minivan combines an exciting driving experience with an interior full of entertainment features. Formed around a ”Sculpted by the Wind” theme, the exterior has been designed for optimum aerodynamic performance. The vehicle is also equipped with a mobile communication-compatible AVN driving information system and an individual entertainment system allowing each passenger to enjoy personalized audio and visual entertainment, for even more enjoyable travel.

Stream Exclusive Concept Vehicle
This medium-sized minivan offers a glimpse of what ‘premium’ could mean in the near future. The exterior has been designed to portray the image of an uptown cruiser. An overall design made of contrasting shapes, the clever use of molds and the play of light on body lines combine to give a modern feeling of refinement and quality. The interior has been designed into an airy lounge space with the rear two rows of seats replaced by a single one for increased space and comfort. LED-illuminated full leather lounge seats, 17-inch-wide screens and a high quality sound system together provide an exceptionally comfortable and stimulating audio and visual experience.

Source;
http://auto.moldova.org/news/three-concept-cars-honda-at-tokyo-auto-salon-2007-23220-eng.html

The Honda Navigation Explained

The Pilot Touring is equipped with Honda's Satellite-Linked Navigation System™ with Bilingual Voice Recognition Off-Road Tracking and Rear View Camera. This highly capable system is designed for intuitive and quick operation.

Feature Summary
-8-inch screen for clear viewing
-Interface Dial is centrally located to provide simple control of system and is accessible to driver and front seat passenger
-Bilingual voice recognition function with 832 commands allows control of most audio, climate and navigation features
-Bilingual voice recognition system recognizes city and street names as spoken words
-Seven million points of interest are stored on an updatable DVD
-Audio system automatically mutes for turn-by-turn voice guidance in either male or female voice (which can be turned off at any time)
-Destination memory includes current trip addresses, previous destinations, a stored "home" location, selecting locations on the map and user address books
-Directory categories include restaurants (searchable by type of cuisine), lodging, shopping, airports, hospitals, recreation areas and more
-Zagat Survey® restaurant guide provides detailed information and reviews on select restaurants in database, which can be read on-screen or spoken over the audio system by a synthesized voice
-Split-screen mode features a simultaneous "map view" and selective "3-D" route visualization showing details of your next turn
-Make calls to on-screen points of interest with Bluetooth® HandsFreeLink™
-User selectable day/night screen or display off modes and automatic screen brightness control
-Trip routing can include up to five user-chosen way points
-Trip routing can avoid user-selected areas
-Exit list shows which businesses are available at a given highway exit
-On-screen picture of highway interchanges indicates lanes to use to stay on route

System Operation

Based on positioning data from up to 12 orbiting Global Positioning Satellites (GPS), the Honda Satellite-Linked Navigation System™ locates the vehicle's position. If the GPS antenna is blocked by a tunnel, tall building or parking garage, an internal gyroscopic system and a speed sensor track the location of the vehicle to help keep the mapping information current and reliable until satellite reception is restored. A DVD database is located in the system's ECU. Updated DVD data discs are available on an annual basis on-line or by calling a toll-free number. The navigation system can be controlled by voice, or by the multifunctional Interface Dial. For voice operation, the driver simply presses the "Talk" button on the steering wheel and says any of a number of preset command phrases. The system responds to 832 command phrases, as well as to spoken city and street names. Sophisticated bilingual voice recognition technology allows the driver to simply speak city and street names aloud, and the system responds by displaying matches from the available database.

When the "Talk" button is pressed, the audio system is automatically muted, and an overhead microphone receives the command from the driver. Commands can be given in plain English, like "Display gas stations," "Find nearest hospital," or "Find nearest Chinese restaurant." You can choose to display points of interest on the map (such as restaurants, or As, for example), or have the system provide turn-by-turn navigation – all by voice. The extensive point-of-interest database includes phone numbers that can be dialed by using the Bluetooth® HandsFreeLink™ system and the driver's compatible Bluetooth® cell phone.

The navigation system can also be controlled via the multifunctional Interface Dial by choosing menu options or spelling out a word (e.g., an address, business name or place) using the multifunctional Interface Dial much like a computer mouse to select characters from an on-screen keypad. The Pilot navigation system also has the ability to track vehicle position in areas not covered by DVD map data by means of dots on the screen – especially helpful when driving off-road.

Source;

Honda Canada

Temple of VTEC; New Spy Shots of the Accord-based CUV

Nice find from www.vtec.net ....
For the second time in several months, we've caught a development vehicle for an ALL-NEW Honda Accord-based crossover! This vehicle program has been rumored for quite a while now and these pics are the first proof the project has finally been green-lighted.

At first glance, this vehicle may look like nothing more than the European Honda Accord Tourer. Closer inspection reveals that is not the case. For starters, the U.S. market Honda Accord front end has been grafted onto the body. While most of the body on this mule is non-production, this front end may actually be close to the final design of the nose we see on the production CUV.

We can also see fender flares that have been tacked onto the body and covered with tape that matches the color of the paint. These flares indicate that the wheel track has been widened slightly. Looking directly behind the rear doors, it quickly becomes apparent that a few extra inches of sheet metal and glass have been added to the body, suggesting the final product will be a few inches longer than the current European Accord Tourer. This development vehicle is also riding higher than a standard Accord Tourer and actually resembles and Audi allroad in person.

Based on the Honda Accord chassis, this all-new crossover vehicle will start production in the 4th quarter of 2009 at the Marysville or East Liberty factory. The Accord CUV will slot in-between CR-V and Pilot and will look to do battle with Toyota's new Venza CUV.

For more on the Priddy article, follow the link;
http://www.vtec.net/news/news-item?news_item_id=810703

Here is a link to my previous posts on the subject;
http://thehondaportal.blogspot.com/2009/01/hondas-next-crossover-vehicle-expected.html

http://thehondaportal.blogspot.com/2008/11/car-driver-2010-accord-cuv-pics-from.html

50,000 Vistors to the Honda Portal!

Well, it's been a little over a year and I am thankful to announce that TheHondaPortal has had 50,000 visitors. To all vistors (& future visitors), thank you for following.

Honda Releases Details on Insight Aero Kit and Interior Accessories

Honda published details and photos of the optional exterior and interior accessories that will be available on the European version of its dedicated hybrid model.

No word on whether or not these will be a part of the North American packages

Source;
http://carscoop.blogspot.com/2009/01/honda-releases-details-on-insight-aero.html

2009 Honda Accord: What's best for you? Four cylinders or six?

Do I really need the big engine?

It’s one of the serious questions a new-car buyer must answer because many models come with a choice. In the less expensive cars, it usually boils down to four-cylinders or six. In the premium brands, it’s a matter of six or eight and, sometimes, even 12.

Sales statistics show that when it’s time to sign, buyers most often choose the car with the smaller engine.

With that in mind, I spent some time behind the wheel of the latest Honda Accord EX-L sedan with leather upholstery, navigation system, automatic five-speed automatic transmission and a four-cylinder engine.

Although the top-of-the-line car I drove is not the biggest seller, it has essentially the same powertrain as the less expensive models that shoppers most often choose.

What did I learn? Simple answer: You don’t need a V-6 engine. Complicated answer: Nothing’s ever that simple. Before I explain, let’s take a look at what you get to go along with those four cylinders.

Using Honda’s tried and true growth formula, the new front-wheel-drive Accord sedan is three inches longer (194.1 inches), about an inch wider (72.7 inches), about an inch taller (58.1 inches, and about 160 pounds heavier than the previous model. The result is an extra three cubic feet of interior room, which translates to a bit more elbow room and a bit more leg room. It also moves the Accord, technically, into the large-sedan category.

Styling is a subjective matter, but I think it’s fair to say that the 2008 Accord has a bolder look than its predecessor, one that makes it stand out from, rather than disappear into a crowd. I give it a thumbs-up.

Inside, the Accord EX-L looks and feels more luxurious than its family-car mission would suggest. With bigger and more supportive seats covered in quality leather, upscale trim and a new sense of roominess, the Accord feels as if it has left its middle-class home and gone to live on an estate with the premium sedans.

The EX sedan’s upgraded 2.4-liter, four-cylinder engine generates 190 horsepower and 162 pound-feet of torque, an increase of 24 horses and 2 pound-feet over last year’s powerplant. The bottom line: 0-60 mph drops about a second to 8.2, EPA-estimated fuel mileage drops by 3 in both categories to 21 city/31 highway, and tailpipe emissions get a top PZEV rating. A less powerful, 177 horsepower engine is available only in the entry-level LX models.

Rounding out the 2008 Accord driver’s package are variable assist, power rack-and-pinion steering; four-wheel independent suspension; and antilock four-wheel disc brakes (vented in front, sold at rear).

Not surprisingly, this Accord retains the sporty demeanor that makes it more fun to drive than some of its competitors. The suspension is taut without being annoying, the steering is responsive and communicative and the brakes are strong. For those who are really into driving, it can be purchased with a six-speed manual transmission.

It also is a leader in safety features, with front and side airbags for front-seat passengers, side curtain airbags, active head restraints, automatic stability control, brake force distribution and emergency brake assist.

Now, let’s get back to the engine and why my simple answer might not be the right one for everybody.

The four-cylinder engine is more than adequate for around-town and highway travel. If that’s where you spend your time, it will suit your needs admirably. And, with an active noise-cancellation system, harsh engine vibrations will not be felt inside the passenger cabin.

But, if you live in hilly terrain or spend a lot of time in two-lane territory you will encounter its weak spot. The four-cylinder Accord simply cannot scoot around slower traffic the way the 268-horsepower V-6 sedan does. Passing maneuvers take more planning and more space and that can be maddening when you are stuck behind a Sunday driver or a big garbage truck cruising along 10 miles an hour below the speed limit.

Compounding the conundrum is the fuel mileage. The four-cylinder engine’s EPA estimate of 21 mpg city/30 mpg highway really isn’t a whole lot different from the 19/29 estimate for the V-6 engine. For the record, the four-cylinder Accord I drove averaged between 22 and 27 mpg in mostly suburban and highway driving.

There is, however, a $2,300 price difference between comparable models and that could be enough to teach you a little patience. Here, again, there are decisions to be made. Skip the navigation system and its built-in accessories and you can have a V-6 Accord for nearly the same price as the car I drove.

In the end, sad to say, there is no single right answer. You simply have to pick the model that best suits your personal needs.

I have driven all of the Honda Accord models since the first one arrived in 1976 and have actually owned a few. Each generation has improved on the one before it and each has maintained Honda’s reputation for solid engineering and quality construction.

But, this time it seems that Honda has crossed some invisible line – from very good to excellent. The top-of-the-line Accord is exceptionally well appointed, big-enough to feel like a premium mid size sedan and competent enough to return an engaging driving experience.

And – for $28,605 – the 2009 Accord EX-L comes with all of the expected convenience features plus a voice-activated navigation system, Bluetooth hands-free telephone link, trip computer, satellite radio, dual-zone climate control and a seven-speaker, 270-watt sound system with Ipod connection.

With American manufacturers now building family cars that stack up well against the competition, overseas manufacturers may have a fight on their hands to maintain American market dominance.

The guess here is that Honda’s long-time success will continue.

Source;
http://www.examiner.com/x-2270-New-York-Autos-Examiner~y2009m1d17-2009-Honda-Accord-Whats-best-for-you-Four-cylinders-or-six

Edmunds; Comparison Test: 2010 Honda Insight vs. 2009 Toyota Prius

The Differences Are More Than Skin Deep

By Jason Kavanagh, Engineering Editor

Date posted: 01-18-2009

Psychologists have said that consumers have a three-week memory of fuel prices. If prices stay constant for more than three weeks, the buying public's decision-making ability becomes myopic and they act as though prices have never been different from what they are in the here and now.

And at this very moment, fuel prices have been below two bucks a gallon for about six weeks. Fuel is so cheap that we're considering igniting 55-gallon drums of the stuff in our front yards just for kicks.

Now, we don't know the hippocampus from a hippopotamus, but our instincts remind us that good times don't last forever. An increase in fuel prices in the near future is practically inevitable, and those who forget history are doomed to repeat it.

That's where the all-new 2010 Honda Insight and 2009 Toyota Prius fit in. By shopping for fuel misers like these while gasoline is still cheaper than designer-bottled sugar water, savvy shoppers will dodge long dealership queues in the future and avoid forking out a premium for such cars — like they did in the summer of 2008.

Follow the Follower

You might remember the original Honda Insight. When introduced in 1999, it was the first hybrid vehicle sold in the U.S.A., an affordable technical tour de force that achieved spectacular fuel economy by adding a battery-assisted electric motor to the powertrain. But as a diminutive two-seater, it certainly wasn't a car for the masses.

It took Toyota's introduction of the Prius to stamp the word "hybrid" into the public consciousness and swell the ranks of hypermiling wonks. Boasting an extra pair of doors and a rear seat compared to the early Insight, the Prius was a real car suitable for families. That it looked the part of a hybrid sealed the deal among the socially conscious, and Toyota has ridden this wave of success to new heights, selling 181,221 examples of the Prius in 2007 alone.

In response, Honda has retooled the Insight formula for 2010 into a four-door package that paints a target dead smack on the Prius' nerdy forehead. The Insight's sheet metal is said to be shaped by the wind tunnel, but the general proportions and detailing are far too Prius-like to be coincidental. Honda's intentions with the Insight appear obvious — scale the heights of hybrid sales success by following in the Prius' footsteps.

The Cars

Often found clogging up the passing lanes of freeways all over the country, the Prius is now a common sight on public roads. The 2009 Toyota Prius we tested will blend right in, as it is largely unchanged from earlier models, right down to its 110-horsepower powertrain with its 1.5-liter engine and sophisticated hybrid system comprised of two electric motors and planetary gearsets. (A revised Prius is on the horizon for 2010, but it remains under wraps.)

Our Prius boasted its fuel economy of 48 mpg city/45 mpg highway on its price sticker and it was equipped with the $3,280 Package #5 option, including a navigation system, premium audio, satellite radio capability, Bluetooth, a back-up camera, stability control, cruise control and a few other items. This car is well-equipped but not the most fully loaded Prius variant available and checks in at $27,643.

The all-new 2010 Honda Insight merges an updated version of Honda's Integrated Motor Assist (IMA) hybrid system with a 1.3-liter, eight-valve inline-4, and the powertrain produces a combined output of 98 hp and 123 pound-feet of torque. The IMA system slots a 13-hp electric motor between the engine and continuously variable transmission (CVT) and it is juiced by a nickel-metal hydride battery pack behind the rear seats. Lithium-ion batteries would have cut the space requirement in half, chief engineer Yasunari Seki says, but were quickly rejected on the basis of cost.

And cost is the Insight's trump card. Honda's hybrid system is more basic than the Prius' NASA-grade hardware, yet its more affordable cost is the key to delivering the Insight's dirt-cheap sticker price. At least, we think it's dirt cheap. Pricing hasn't been formally announced, so we're going on whispers and hints from the Honda brass. But you can count on the Insight's official EPA fuel-economy rating of 40 mpg city/43 mpg highway, plus the fact that the car will be formally released on Earth Day, April 22, 2009.

Our scrutiny of Honda's marketing data makes us pretty confident that the model we drove — a fully optioned Insight EX with navigation — will sticker for very close to $22,170 with destination. If we're wrong, then we only request that you wait at least three weeks before composing your hate mail.

Static Electricity

When you climb inside a Prius, you're confronted with a decidedly unorthodox dashboard layout. There are no conventional gauges; instead the speed readout and general operational information peek out from a narrow slot at the base of the windshield. The climate control, audio and navigation controls are all embedded in a single, centrally located multifunction screen. Even the "gear" selector sprouts from the dash immediately to the right of the steering wheel. The Prius is a hybrid, dammit, and it won't let you forget that fact.

The Insight, however, trades a little zoominess for much improved function. There's a real gauge cluster in front of the driver and non-virtual heating and ventilation controls that fall immediately to hand. The Insight's cabin also places you in a driving position that's more natural than that of the Prius, and this is further enhanced by the Honda's telescoping steering wheel and height-adjustable seat.

These two latter features aren't available in the Prius, yet it desperately needs both of them. The Toyota's driving position seems scaled to Japanese bodies, not corn-fed American ones, so you can never place the tilt-only steering wheel in quite the right place. Simply put, you sit on the Prius and in the Insight.

If you think this means the Insight has the superior cabin, you'd only be half right. Full-size humans can find space and comfort in the backseat of the Prius, whereas in the Insight they will find only cramps. Your knees have to splay to accommodate the front seatback, while the tumblehome of the Insight's roof eats up precious headroom. You could say that swelled heads fit better in the back of the Prius.

Behind the backseats, it's pretty much a draw in cargo capacity, although Honda claims a bit more volume by the numbers than the Prius. It can also claim more volume of the acoustic variety, as the Honda is noticeably noisier than the Prius, and it doesn't come close to isolating its occupants from road roar and wind hiss in the way that the Toyota does.

Hedonists take note: The Prius boasts a back-up camera, HID headlights and keyless ignition, and you can't find these goodies on any Insight.

Nothing's Shocking

Economy with speed is as common as gravy-flavored ice cream, and these cars proved no exception once we placed our testing equipment on them. The Prius' 110-hp combined output propels it from a standstill to 60 mph in 10.4 seconds (10.1 seconds with 1 foot of rollout like on a drag strip), followed by the Insight in 10.9 seconds (10.5 seconds with 1 foot of rollout like on a drag strip). Off the line, however, neither of these hybrids feels as glacial as these numbers suggest thanks to the boost in low-end torque provided by the electric motors.

It's not just in acceleration that the Prius pips the Insight. The Prius also brakes shorter, coming to a halt from 60 mph in 120 feet, 5 feet fewer than the Insight. It also produces a quicker slalom speed, 61.8 mph compared to the Insight's 59.3 mph. Despite the numbers, the Prius' brake pedal feels like a lumpy mattress underfoot as the transition from regenerative braking to pure mechanical braking is clumsy, while the electric-assist steering responds with all the enthusiasm of warm tapioca.

Ride quality is an area where the Prius gets the nod, as it glides over pavement compared to the choppy springiness of the Honda. The flip side of the Honda's firmer suspenders comes in routine handling maneuvers, where it is more alert than the Prius. Likewise, the Insight's quicker and more naturally weighted steering imparts lots of confidence even in everyday driving. This transparency in the feel of the controls paired with the more user-friendly driving position help give the Insight a thin edge in our scoring evaluation.

Fuelish Behavior

The numbers most relevant to these dromedaries relate, of course, to their frugality with fuel. To that end our two drivers hashed out a driving loop of nearly 100 miles, consisting of a mix of city and freeway driving conditions. They topped off the fuel tank of each car at the same fuel pump and drove the loop. Then they switched cars and drove the loop again. They then refilled them at the same fuel pump and recorded the dosage.

To make a long, boring story short, the Prius netted 54.4 mpg to the Insight's 51.5 mpg during our driving loops. These results are considerably better than the EPA estimates for each car since our driving style was conservative to minimize variables in performance and to ensure the cars remained nose-to-tail for the entire drive. Hard-core hypermiling wonks will undoubtedly top even these results.

Perhaps the most loudly voiced objection from both drivers is that the Insight's cruise control consistently undershot the target speed when in Eco-Assist mode. Like a nun armed with a switch, this mode modifies the Insight's behavior to favor fuel-efficiency over drivability and comfort. The Prius, which needs no such supplemental mode to achieve its stellar fuel economy, exhibited no such untoward tendencies.

When Being Green Reduces Your Green
Some of us will make a choice between these two cars based solely on superior fuel economy. But if you're really interested only in the contents of your wallet, some careful assessment of the cost/benefit equation will be illuminating.

It turns out the additional $5,473 required for the privilege of owning a Prius instead of an Insight can buy a lot of fuel. At today's fuel prices, the actual monetary savings earned by the Prius' edge in fuel economy is miniscule, working out to a paltry $70 per year. Paying off the Prius' extra tariff in sticker price with the savings in fuel purchases would require more than 75 years.

Even if fuel prices were to leap to $5 per gallon, a Prius owner would have to drive his car for nearly 413,000 miles just to break even. These calculations use the EPA combined fuel economy numbers — plug in the higher fuel-economy results we measured and the payoff period is measured in lifetimes.

This simple math exercise demonstrates how deceptive a 5-mpg difference can be. Among fuel-sippers like these, this is one occasion where it doesn't pay to be green. It turns out that the 2010 Honda Insight's emphasis on affordability as well as fuel economy puts more dollars in your pocket than the 2009 Toyota Prius.

There's a certain irony in the Insight's victory. In its desire to create a car that wears its hybrid-ness on its sleeve, Honda examined its rival to such a degree that the Insight and the Prius are nearly indistinguishable at a glance. Yet Honda's final product is no Prius clone, and its lack of hybrid-style compromises in the way it drives works to its advantage in this comparison.

Consider the Prius outsmarted. For now.

Source;

http://www.edmunds.com/insideline/do/Drives/Comparos/articleId=139686?tid=edmunds.il.home.photopanel..1.*#6

Look at all these Rumours, In front of me every day ....

At this point these are just rumours!


Here is a concept of the next gen Toyota Supra (V10 or V12 for 340k?!?)
They seem to think that the Next Gen Honda S2000 has been spared....

Nissan is apparently looking at bringing a 4 door GT-R to the market?!?

InsideLine's correspondent in Japan says that despite the global economic crisis that has caused the demise of the Acura NSX, there are plenty of good things on the way from Japan's top automakers.

Adding fuel to the rumormill fire, Peter Lyon reports that Nissan is hard at work developing two models based off the Nissan GT-R: the oft-rumored four-door Infiniti and a Porsche Cayenne-fighting SUV, a vehicle that has already been denied by Nissan. Naturally, he doesn't disclose his sources, nor does he go into detail about the automakers efforts, but both models are expected to be released sometime in 2011.

The rumored demise of the Lexus LF-A is also open to debate – yet again – and according to Lyon's logic, after Toyota made the decision to continue its Formula One campaign, the automaker "still wants to bring its first true supercar to market." The V10-powered luxo-coupe is supposedly 12 to 18 months off and pricing is expected to retail for close to $340,000.Two other vehicles on the chopping block that Lyon says have been spared are the Honda S2000 replacement, which could debut in late 2011 or early 2012, as well as Toyota's plans to bring back the Supra with V6 power in 2011. The all-new Subaru Legacy which debuted in Detroit is also slated to arrive in production form this May, with sales beginning sometime in the fall.

We are not entirely convinced that any of these projects are sure things, so until we get confirmation from the individual automakers, we'll remain comfortably numb to the news.

Source (via Inside Line).

http://www.autoblog.com/2009/01/16/rumormill-nissan-gt-r-based-sedan-and-suv-in-the-works-lf-a-on/

Edmunds; Japan's Auto Industry Reeling, Shelving Acura V8 Sedan, Toyota-Subaru Sports Car

The proposed 2010 Nissan 200SX (240?!?) - DONE!
The proposed V8 RWD Acura - PUT ON HOLD!

The colaborrated Toyota/Subara Supercar - DONE!

TOKYO — Remember the shocking news in December that the worsening financial crisis had forced Honda to withdraw from F1 and shelve its long-anticipated V10-powered NSX supercar? That, it turns out, is just the tip of the iceberg for Japan's ailing carmakers. Inside Line's source in Japan says that just about every manufacturer is either canceling new-model projects or putting them on hold until market conditions improve.

One of the most anticipated collaborations of recent years was the joint R&D venture between Toyota and Subaru to build a new lightweight, cheap rear-wheel-drive sports car based on the Impreza's platform and drivetrain. That project has now been postponed for at least a year, with a new launch date to be expected no earlier than late 2012.

Nissan's rear-wheel-drive Nissan 200SX/Silvia replacement was one of the first future models to be axed — a car that was being built on a common platform shared with an upcoming hybrid sedan.

Another much anticipated makeover was the all-new V8-powered 4WD Honda Legend, currently under development in Japan. Or should we say, previously under development. As Honda's (Acura's) first V8-powered sedan, it was expected to do battle in the U.S. with Cadillac, BMW, Mercedes and Lexus. According to our source, that won't happen now.

First shown at the 2007 Tokyo Auto Show, the Daihatsu OFC-1 concept was destined to become the next-generation Copen, with at least two prototypes in existence. That plan has now been shelved, too.

And in the Mitsubishi lineup, the next-generation Pajero and Eclipse have also fallen on hard times and can expect a delay of at least two years from the planned 2010 debuts.

Source;

http://www.edmunds.com/insideline/do/News/articleId=139966#2

Canadian 2010 Honda INSIGHT Trim Levels, Colours and Information

There will be 2X Trim levels coming to Canada, my only guess is that we will mirror what will be going on in the US, LX and EX. Navigation will be available in the EX Trim level, as well as Bluetooth.


Here are the Colour choices available;


LX
Colour Code: NH700-MX TSilver
Colour Code: NH737M MGrey
Colour Code: NH731P Black
Colour Code: BG-53M CBlue
Colour Code: R-525P Red


EX
Colour Code: NH700-MX TSilver
Colour Code: NH737M MGrey
Colour Code: NH731P Black
Colour Code: BG-53M CBlue
Colour Code: R-525P Red
Colour Code: NH-756PX SWhite


Estimated city/highway fuel economy rating of 4.8/4.5 L/100 km


Launched at Honda dealers through Canada in April and will be priced below the Civic Hybrid.


40-litre fuel tank, estimated maximum driving range of more than 650 km

Honda NSX Mugen RR Concept at Tokyo Auto Salon

The Tokyo Auto Salon sees the public revelation of the Honda NSX Mugen RR Concept. The concept has been inspired by the Honda NSX sports car which was recently put on production hold by Honda. It features a new hood with new air vents, new side sills, a rear boot spoiler, an air vent at the back of the roof, a new rear apron with integrated exhaust system and air diffuser, and a new front lip spoiler.

Last month Honda announced that it had cancelled the 2010 NSX project amid cuts in funding for projects seen as too costly during these trying times in the auto industry.

From the see-through technical cutaways published the NSX was shown to have a naturally aspirated 5.0-litre V10 engine. It was expected to produce in excess of 500hp (378kW) and Honda bosses had demanded that it be faster than the Nissan GT-R.

No further details are yet available on the NSX Mugen RR Concept.

Source;
http://www.worldcarfans.com/9090112.017/honda-nsx-mugen-rr-concept-at-tokyo-auto-salon

Edmunds; 2010 Honda Insight EX Full Test

The Insight Goes Mainstream

By Dan Edmunds, Director of Vehicle Testing
Date posted: 01-11-2009

Let's address the elephant in the room first, shall we? Many who have seen early photographs of the 2010 Honda Insight Hybrid have dismissed it as nothing more than a carbon copy of a Toyota Prius.

These people would be wrong.

What "these people" are forgetting is what was said about the current Toyota Prius when it first debuted in the fall of 2003. "It looks like a four-door Honda CRX," they whined.

Honda Copied...Honda
Much of this finger-pointing stems from the nearly horizontal rear glass of the 2010 Honda Insight with its vertical, peekaboo rear window for enhanced rearward visibility.

The vertical glass panel allows the Insight to fully exploit the widely recognized aerodynamic principles of Wunibald Kamm, who discovered that if one abruptly chopped the tail end off a teardrop, the most streamlined of shapes, most of the low-drag goodness would remain. A Kamm back, they call it.

Yes, the Toyota Prius has this very arrangement. But so did the 2000-'06 Honda Insight and the 1988-'91 Honda CRX before it. That the 2010 Insight looks this way is no accident, because Yasunari Seki, chief engineer for the 2010 Honda Insight, made his name at Honda while working on the CRX HF.

And that's just what the 2010 Honda Insight is, more or less: a hybrid version of the late Honda CRX HF, but with four doors, room for five passengers, up-to-date safety features and modern conveniences.

With respect to the 2010 Honda Insight, Honda is guilty of copying no one but itself.

The Honda Hybrid Approach
The trouble with hybrids is that they don't seem to pencil out. We've compared many to their non-hybrid counterparts, but the cost to buy one is never offset by the fuel savings realized.

Of course, the reasons to purchase a hybrid extend beyond saving money at the gas pump, and that's why Toyota Prius owners are likely to be well-heeled early adopters more interested in the philosophical benefits of going green than the financial ones.

But Honda wants the 2010 Insight to be affordable enough for almost anyone. And it wants the Insight to be the kind of hybrid that provides measureable benefits without introducing day-to-day eccentricities. To these ends, Honda has not developed an all-new hybrid system with dual electric motors and a complex series-parallel arrangement, like a Prius.

Instead, Honda has stuck to an approach that has worked for its hybrid cars before: Integrated Motor Assist (IMA), a simple system consisting of an efficient gasoline engine, a conventional continuously variable transmission (CVT) and a thin, brushless electric motor sandwiched between the two. The battery pack is of the tried-and-true nickel-metal hydride (NiMH) variety.

Official pricing is not due until we get closer to the new Insight's release date of April 22, 2009 (yes, that's Earth Day). But the base LX model's price is expected to come in well under $18,000. We figure that this fully optioned 2010 Honda Insight EX-Navi (EX with navigation) should cost less than $22,500 — at least $5,000 below a comparable Prius.

Output Specifics
The engine in this case is a 1.3-liter inline-4 derived from the Honda Civic Hybrid. Changes for the Insight application include two spark plugs per cylinder and reduced internal friction.

The VTEC variable valve-timing system is also less elaborate. Instead of three VTEC modes, there are but two: a standard cam profile for everyday running and a zero-profile round cam that prevents any valves from opening and creating pumping losses when the Insight runs in full-electric mode.

By itself, this engine makes 88 horsepower and 88 pound-feet of torque. But it seldom runs alone. The IMA electric motor provides up to 13 hp and 58 lb-ft of torque. It's a smaller setup than the 20-hp electric motor found in the Civic Hybrid, because the Insight weighs some 150 pounds less than a Civic. Our test Insight registers 2,736 pounds on our scales.

All told, the combination is good for 98 hp at 5,800 rpm and 123 lb-ft of torque from 1,000-1,500 rpm. On our test track, this produces a run to 60 mph from a standstill in 10.9 seconds (10.5 with seconds with 1 foot of rollout like on a drag strip) and does the quarter-mile in 17.9 seconds at 77.9 mph. That's a dead heat with the 2009 Fit Sport we recently tested and a trouncing of the 2009 Civic Hybrid by 2 seconds.

That MPG Thing
Mileagewise, the 2010 Honda Insight is expected to be EPA rated at 40 mpg in the city and 43 mpg on the highway. By comparison, a Honda Fit Sport is rated at 27 mpg city and 33 mpg highway. The Civic Hybrid is rated at 40 mpg and 45 mpg, respectively.

Some might complain that the 1991 Honda CRX HF, a non-hybrid, was rated at 40 mpg city and 47 mpg highway (in 2008 terms). What have we gained? Well, how about safety, room for five and a host of power accessories, for starters? Lest you forget the 1991 CRX HF was a stripped two-seater that carried 800 fewer pounds.

We couldn't measure fuel economy on our customary test loops at home, but we devised a 197-mile substitute in Arizona. This suburban loop had more rural two-lanes in it than our usual Orange County course, but we're still impressed by the 51.5-mpg result our 2010 Honda Insight EX achieved.

Suspension Fitness
The 2010 Honda Insight borrows heavily from the strut-based Honda Fit, and in fact the entire chassis and suspension from the firewall forward is pure Fit. The spring and damper calibrations are specifically optimized for the Insight, of course, but the geometry and many of the hard parts are identical.

The rear suspension isn't a direct carryover, but the twist-beam rear axle is the same. The resulting gap between the rear wheels afforded by this layout is filled here with the Power Control Unit (PCU) and a 100.8-volt battery pack with a 5.75 amp-hour capacity. These components are slim enough that a temporary spare tire can perch atop them and still leave 15.9 cubic feet of space behind the seats — a bit more than a Prius.

Every Honda 2010 Insight rolls on 175/65R15 low-rolling-resistance tires. EX models like this one wear them on cast-aluminum wheels. The brakes are ventilated discs in front and drums in back, with additional drag coming from the IMA, which feeds electrons into the system backward to generate electricity when slowing.

On the road, the 2010 Honda Insight feels more nimble and put together than other hybrids. Some hybrid brake systems feel clumsy because of the regenerative system that's overlaid, but this is not the case here. The fuel-saving electric-assist power steering doesn't feel as precise as that of the Fit when you're going straight down the road, but it responds well and the effort is just right while cornering. In short, the Insight goes where it's pointed, feels secure and doesn't display the compromises we've noticed in previous hybrids.

At the track, our EX stops smartly from 60 mph in 125 feet. Its 0.79g performance on the skid pad is respectable for an economy car on skinny tires. But the slalom performance of 59.3 mph required our test-driver to conquer a bit of oversteer with the stability control turned off — something worth noting because the Insight LX does not have stability control.

Looking Inward
To enhance fuel economy, the Insight features a comprehensive Eco-Assist driver coaching system. A Civic-style two-tiered instrument layout is used, and the background of the high-mounted digital speedometer changes from blue to green to indicate how efficiently we're driving.

An Eco-Guide page in the multi-information display grows leaves to indicate our performance over a trip and frames a bar graph that encourages gentle use of throttle and brakes. When the Insight's key is removed, an eco score lingers to indicate how we've done over the life of the car.
They've managed to turn the 2010 Honda Insight into a rolling fuel-economy video game, but without making it distracting.

An "ECON" mode button (green, of course) makes it easier to score higher and improve fuel economy. Engaging it desensitizes the throttle pedal, re-optimizes the CVT and IMA control programs for thrift, increases the time that the air-conditioning compressor is disengaged and makes the cruise control less aggressive in sustaining speed. In short, the Insight becomes more sluggish.

The Insight's overall dash design is nodular and busy, but the major controls are close at hand and the fit and finish is good. We find the front seats roomy and comfortable. And, unlike in the Toyota Prius, the steering wheel telescopes and the driver seat adjusts for height, so our tallest tester settled in with no trouble.

The same cannot be said for the backseat. Those approaching 6 feet in height will feel the roof and wish for more legroom. The Insight's 100.4-inch wheelbase needs an additional inch or two. This, above all, reminds us that the Insight is indeed a compact car. It will not make a good eco-taxi.

Final Insights
Power windows and mirrors are standard equipment for every Insight, as are automatic climate control and an MP3 jack. Must-have techie features like shift paddles, Bluetooth and an integrated iPod and USB connection are standard on EX models.

So even though the Insight is a compact hybrid that gets very good fuel economy, the equipment list won't make you feel cheated. And there's nothing weird about it; the Insight drives like a regular Honda.

All told, the 2010 Honda Insight hits much more than it misses. And the pricing makes it a compelling choice that just may pencil out. So what if some people insist it looks like a Prius?
Edmunds attended a manufacturer-sponsored event, to which selected members of the press were invited, and the manufacturer provided Edmunds this vehicle for the purposes of evaluation.
2010 Honda Insight Buzz Station

Source;
http://www.edmunds.com/insideline/do/Drives/FullTests/articleId=139246?tid=edmunds.il.home.photopanel..5.*#2

By The Numbers: 2010 Toyota Prius Vs 2010 Honda Insight

Here's a nice little article from jalopnik....

The 2010 Toyota Prius and 2010 Honda Insight take very different paths to the same answer: fuel economy. Lets take a look at how the two stack up.

We already have had a chance to get behind the wheel in our 2010 Honda Insight review and we've already done a design dissection of the 2010 Toyota Prius, we haven't yet seen how the two stack up against each other. For starters, it’s difficult to make this comparison as neither automaker's released full specs yet. However, we're still able to make some initial observations and in cases where we don't have all the details, we've tried to provide some good guesstimates.

Price: In both cars’ cases, we’re waiting on price. It’s rumored the Insight will retail for $18,500 while the current Prius goes for $22,000. The new one is larger, has a bigger engine and fancier technology. Will it cost more money? Advantage: Insight.

Size: The Insight is and entry-level vehicle, the Prius a mid-size. While the Insight is noticeably smaller, there’s less difference once you’re inside than you’d think. Nearly the same space in a smaller package? Advantage: Insight.

"Fun" Factor: Neither of these cars is going to drive like a Lotus Exige, but, believe it or not, the Insight is actually kind of fun and rewarding. We haven’t driven the 2010 Prius, but “fun to drive” is hardly a hallmark of Toyota’s current range. Advantage: Insight.

Fuel Economy: The Prius kills the Insight dead in estimated EPA fuel economy numbers, returning 50 MPG combined to the Honda’s 41 combined. Since both are estimates, we wouldn’t be surprised to see one or both of the cars rise or fall by a MPG or two when they’re officially certified. Advantage: Prius.

Just for fun, we’ve put together a chart to walk through all the salient details between the two "green" machines. We've also tossed in some other putatively green competitors — the Ford Fusion Hybrid and the 2009 VW Jetta TDI.

Source;http://jalopnik.com/5129333/by-the-numbers-2010-toyota-prius-vs-2010-honda-insight