Friday, April 29, 2011
Honda Will Launch the All-New 2012 CR-V this Fall
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/
Thursday, April 28, 2011
Honda stays ahead of compact pack with 2012 Civic
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
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
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
Tuesday, April 26, 2011
Car and Driver: 2011 Chrysler Town & Country vs. Honda Odyssey, Nissan Quest, Toyota Sienna - Comparison Tests
Really comprehensive article with a ton of pics (follow the links) that take you right there....
Family Planning: Minivans throw fashion to the wind. But nothing can match their kid-hauling utility.
BY MICHAEL AUSTIN, PHOTOGRAPHY BY MARC URBANO April 2011
Guess what? Minivans are still uncool. Automakers know this. Even the latest ads for the Honda Odyssey and the Toyota Sienna acknowledge the squareness of the segment. Sales have stabilized at about 500,000 units per year since tragically hip moms and dads fled to crossovers.
As a mature segment with little potential for growth, minivans are getting comfortable with their squareness. For evidence, we direct your attention to the new Nissan Quest, which not only acknowledges its one-box silhouette but drapes a metaphorical trench coat over the whole thing.
So minivans are cool with being uncool. Can we move on? The premise remains the same as before: Maximize people and cargo space, and forget about the styling. Driving dynamics get second billing. The point is to get you and your kids (or, for aging boomers, your dogs) to and from every destination with the least amount of hassle and the most comfort.
The newest in our assembled quartet is the Nissan Quest, back after a two-year hiatus. Now based on the company’s D platform (shared with the Altima, Maxima, and Murano), the Quest is similar to the Japanese-market Elgrand. For 2011, the Chrysler Town & Country (and its sibling, the Dodge Grand Caravan) gets freshened exterior and interior styling, a retuned suspension, and—most important—a new 283-hp V-6 mated to a six-speed automatic, which replaces all three previous powertrain offerings.
The Odyssey and the Sienna are also new for the 2011 model year, but both offer carry-over engines lashed to new six-speed automatics (available only in Touring trim on the Honda).
There’s a lot of common ground among this set. All four are powered by 24-valve V-6 engines, with only 35 horsepower separating the strongest (Chrysler) from the weakest (Honda). In the top-of-the-line trims we specified for our test group, each minivan comes with power side doors and a power rear hatch. They all offer some sort of flat load floor when the seats are folded and/or removed.
It’s worth noting that although the vans tested here all ring in at about $40,000, each can be had for closer to $30,000. The price of the Sienna, the highest in this test, drops as low as $25,370 for a base four-cylinder model.
In light of the targeted use of these vehicles, we focused on the passenger compartments as much as we did on behind-the-wheel impressions. We watched Team America: World Police multiple times in an effort to evaluate the rear-seat entertainment systems. We also wore a pregnancy-simulation vest while examining each minivan for ease of child-seat installation. And yes, we left some small part of our dignity behind these sliding doors.
4th Place: 2011 Toyota Sienna Limited
Highs: Barcalounger second-row seat, two glove boxes, parking-lot friendly.
Lows: Cheesy-looking fake wood, light on refinement, bland as a Camry.
The Verdict: Looks great on paper but fails to inspire in person.
Full review of the Toyota;
http://www.caranddriver.com/reviews/comparisons/11q1/2011_chrysler_town_country_vs._honda_odyssey_nissan_quest_toyota_sienna-comparison_tests/2011_toyota_sienna_limited_page_2
3rd Place: 2011 Nissan Quest LE
Highs: Funky styling, tight turning radius, comfortable front seats.
Lows: Low-rent center-console plastics, only one 12-volt power port in front.
The Verdict: Not the Holy Grail of minivans but headed in the right direction.
For the full review on the Nissan;
http://www.caranddriver.com/reviews/comparisons/11q1/2011_chrysler_town_country_vs._honda_odyssey_nissan_quest_toyota_sienna-comparison_tests/2011_nissan_quest_le_page_3
2nd Place: 2011 Chrysler Town & Country Limited
Highs: Sporty steering, balanced chassis, high level of refinement.
Lows: Underwhelming engine power, dowdy exterior styling.
The Verdict: Chrysler fixed everything that was wrong and kept everything that was right.
For the full review on the Dodge;
http://www.caranddriver.com/reviews/comparisons/11q1/2011_chrysler_town_country_vs._honda_odyssey_nissan_quest_toyota_sienna-comparison_tests/2011_chrysler_town_26_country_limited_page_4
1st Place: 2011 Honda Odyssey Touring Elite
Highs: Excellent ergonomics, seating for eight, trick folding third row.
Lows: Slow and numb steering, contrived exterior styling.
The Verdict: Good for drivers, great for passengers.
For the full review on the Honda;
http://www.caranddriver.com/reviews/comparisons/11q1/2011_chrysler_town_country_vs._honda_odyssey_nissan_quest_toyota_sienna-comparison_tests/2011_honda_odyssey_touring_elite_page_5
Family Planning: Minivans throw fashion to the wind. But nothing can match their kid-hauling utility.BY MICHAEL AUSTIN, PHOTOGRAPHY BY MARC URBANO April 2011
Guess what? Minivans are still uncool. Automakers know this. Even the latest ads for the Honda Odyssey and the Toyota Sienna acknowledge the squareness of the segment. Sales have stabilized at about 500,000 units per year since tragically hip moms and dads fled to crossovers.
As a mature segment with little potential for growth, minivans are getting comfortable with their squareness. For evidence, we direct your attention to the new Nissan Quest, which not only acknowledges its one-box silhouette but drapes a metaphorical trench coat over the whole thing.
So minivans are cool with being uncool. Can we move on? The premise remains the same as before: Maximize people and cargo space, and forget about the styling. Driving dynamics get second billing. The point is to get you and your kids (or, for aging boomers, your dogs) to and from every destination with the least amount of hassle and the most comfort.
The newest in our assembled quartet is the Nissan Quest, back after a two-year hiatus. Now based on the company’s D platform (shared with the Altima, Maxima, and Murano), the Quest is similar to the Japanese-market Elgrand. For 2011, the Chrysler Town & Country (and its sibling, the Dodge Grand Caravan) gets freshened exterior and interior styling, a retuned suspension, and—most important—a new 283-hp V-6 mated to a six-speed automatic, which replaces all three previous powertrain offerings.
The Odyssey and the Sienna are also new for the 2011 model year, but both offer carry-over engines lashed to new six-speed automatics (available only in Touring trim on the Honda).
There’s a lot of common ground among this set. All four are powered by 24-valve V-6 engines, with only 35 horsepower separating the strongest (Chrysler) from the weakest (Honda). In the top-of-the-line trims we specified for our test group, each minivan comes with power side doors and a power rear hatch. They all offer some sort of flat load floor when the seats are folded and/or removed.
It’s worth noting that although the vans tested here all ring in at about $40,000, each can be had for closer to $30,000. The price of the Sienna, the highest in this test, drops as low as $25,370 for a base four-cylinder model.
In light of the targeted use of these vehicles, we focused on the passenger compartments as much as we did on behind-the-wheel impressions. We watched Team America: World Police multiple times in an effort to evaluate the rear-seat entertainment systems. We also wore a pregnancy-simulation vest while examining each minivan for ease of child-seat installation. And yes, we left some small part of our dignity behind these sliding doors.
4th Place: 2011 Toyota Sienna Limited
Highs: Barcalounger second-row seat, two glove boxes, parking-lot friendly.
Lows: Cheesy-looking fake wood, light on refinement, bland as a Camry.
The Verdict: Looks great on paper but fails to inspire in person.
Full review of the Toyota;http://www.caranddriver.com/reviews/comparisons/11q1/2011_chrysler_town_country_vs._honda_odyssey_nissan_quest_toyota_sienna-comparison_tests/2011_toyota_sienna_limited_page_2
3rd Place: 2011 Nissan Quest LE
Highs: Funky styling, tight turning radius, comfortable front seats.
Lows: Low-rent center-console plastics, only one 12-volt power port in front.
The Verdict: Not the Holy Grail of minivans but headed in the right direction.
For the full review on the Nissan;
http://www.caranddriver.com/reviews/comparisons/11q1/2011_chrysler_town_country_vs._honda_odyssey_nissan_quest_toyota_sienna-comparison_tests/2011_nissan_quest_le_page_3
2nd Place: 2011 Chrysler Town & Country Limited
Highs: Sporty steering, balanced chassis, high level of refinement.
Lows: Underwhelming engine power, dowdy exterior styling.
The Verdict: Chrysler fixed everything that was wrong and kept everything that was right.
For the full review on the Dodge;
http://www.caranddriver.com/reviews/comparisons/11q1/2011_chrysler_town_country_vs._honda_odyssey_nissan_quest_toyota_sienna-comparison_tests/2011_chrysler_town_26_country_limited_page_4
1st Place: 2011 Honda Odyssey Touring Elite
Highs: Excellent ergonomics, seating for eight, trick folding third row.
Lows: Slow and numb steering, contrived exterior styling.
The Verdict: Good for drivers, great for passengers.
For the full review on the Honda;
http://www.caranddriver.com/reviews/comparisons/11q1/2011_chrysler_town_country_vs._honda_odyssey_nissan_quest_toyota_sienna-comparison_tests/2011_honda_odyssey_touring_elite_page_5
WSJ: Honda Motor:Expect Domestic Plants To Return To Normal By Year-End
TOKYO (Dow Jones)--Honda Motor Co. (7267.TO) said Monday that it expects its domestic auto plants to return to production levels planned before the March 11 earthquake by the end of the year.The car maker's domestic plants will remain at half the initially planned volume until the end of June, though production levels after July are still unclear and will depend on parts supplies. The outlook for overseas factories also remains uncertain, Honda said.
Plants in North America, the U.K., Turkey and the Philippines are operating at 50% of their initially planned levels, while the company has also reduced output volumes at factories in China and Thailand, the car maker said.
The quake and tsunami disrupted the company's parts supply chain and a parts shortage has kept production at reduced levels.
Toyota Motor Corp. (7203.TO) said last Friday that it doesn't expect its domestic and overseas factories to be back to normal until November at the earliest.
Source;
http://online.wsj.com/article/BT-CO-20110424-702114.html
Mugen’s Latest Honda CR-Z Adds Supercharger, Offers 197 Horsepower
We first heard about Mugen’s Honda CR-Z project last month, which was welcome news for those who were disappointed with the stock CR-Z’s “sporty” performance. At that point, details on the project were mostly speculation, but we now have new info on Mugen’s plans to improve the CR-Z’s performance credentials.First off, a supercharger has been stuffed under the hood. While it doesn’t provide the 200+ horsepower Mugen claimed last month, the blower does increase the stock 1.5-liter four-cylinder i-VTEC engine’s horsepower output from 112 to 184 horsepower. Torque increases from 107 to 123 foot-pounds. MUGEN states that the Integrated Motor Assist electric motor will remain untouched and will continue to put out 13 horsepower and 58 foot-pound of torque. Combined, that’s 197hp/181 lb-ft compared to stock engine’s output of 125hp/165 lb-ft.
To ensure transitions between electric and gasoline power remain smooth, Mugen has developed a mysterious system it dubs iCF system. Mugen reps have shied away from offering a clear answer to the system’s workings or purpose, but it appears iCF staggers the electric motor’s torque delivery in a way to provide a smooth, seamless wall of torque. Mugen Euro’s Colin Whittamore suggests the system “gives a smooth and integrated powerful driving experience,” but until we actually staggers the and complementary electronics allow us to very neatly map the IMA to the extra power and torque of the engine in a unique package, giving a smooth and integrated powerful driving experience,” said Colin Whittamore from MUGEN Euro.
We first tested the CR-Z last year and were somewhat disenchanted with its handling, which felt far more hybrid than hot hatch. Luckily, handling is one of Mugen’s specialties, and the latest take on the CR-Z wears 5-step adjustable dampers, an increase in track width, and lightweight 17-inch forged Mugen GP aluminum wheels.
The bad news? MUGEN still claims this is only a prototype, and at this stage, there are still no firm plans for production. Still, the fact they have continued to work on the CR-Z project and have released some solid performance figures leaves us hopeful that this hopped-up hybrid may eventually — perhaps even soon — become reality.
Source;
http://rumors.automobilemag.com/mugen-continues-work-honda-cr-project-42719.html
Why Do Subcompacts and Compacts Get Such Similar Mileage?
No longer is 40 mpg only the province of the hybrid.With four new members from the New York International Auto Show — the Honda Civic, Hyundai Accent, Kia Rio and Mazda3 — the crop of 40-plus mpg, non-hybrid gasoline cars available will creep into the double digits by the end of the year. You don’t necessarily have to downsize to get the best mileage: The 2012 Ford Focus SFE will be rated 28/40 mpg city/highway, while the pint-sized Ford Fiesta SFE gets 29/40 mpg. The entry-level Accent gets 30/40 mpg; the Elantra, its larger sibling, is rated 29/40 mpg. The stick-shift Chevy Cruze Eco gets 28/42 mpg, and GM expects the forthcoming Sonic to secure a 40 mpg highway rating.
In most cases, the compact cars are significantly larger, heavier and more powerful than their subcompact siblings. Why then is their gas mileage so similar? At the auto show, I posed the question to automakers and analysts. The simple answer: aerodynamics.
“Keep in mind that technology will help both [highway and city mileage], but not at the same rates,” said Mike O’Brien, Hyundai’s vice president of product planning. “The city number is going to be the bigger difference when you go a class up in car size.”
Conversely, the fight for better highway mileage goes against what O’Brien calls “road load,” a combination of the vehicle’s frontal size, tire friction and drag.
In some cases, it’s actually harder to eke out better highway mileage in a subcompact car, said IHS Global Insight analyst Aaron Bragman.
“When you have a B-segment [subcompact] car, it’s very hard to make it aerodynamic, given how short it is and how many of them end abruptly,” Bragman said.
That’s not to say carmakers aren’t trying. Cars like the Accent and Fiesta use technologies commonly reserved for luxury models — a direct-injection engine in the Accent’s case and a dual-clutch six-speed automatic in the Fiesta’s.
At Ford’s auto-show stand, marketing manager Robert Parker noted the incremental nature of this technology.
“Our engineers like to say fuel economy is about hundreds of little things,” Parker said. “All of those hundreds of little things add up to a tenth [of a mpg] here and a tenth there.”
Put another way, major increases in mileage — 30-mpg pickup trucks or 50-mpg commuter cars — will take more than slipstream aerodynamics or six-speed automatics.
“A lot of these countermeasures are low-hanging fruit,” Bragman said. “Long-term, you’re looking at a different powertrain, a different type of propulsion method, to get to the next level of fuel economy.”
The real question isn’t technology, Hyundai’s O’Brien said. “There’s always more technology,” he said. The real question is who will pay for it.
“You can have the cleanest car in the world, but unless someone buys it, you can’t be clean,” he said. “It’s really a tipping-point discussion.”
Source;
http://blogs.cars.com/kickingtires/2011/04/why-do-subcompacts-and-compacts-get-such-similar-mileage.html
Monday, April 25, 2011
Report: Honda NSX development soldiers on
Automotive News reports that the long-dead NSX is back under development after its spiritual successor was sent to the round file in 2008. We've heard an increasing chorus of rumours that the project has been taken off the shelf, but this is the first time we can recall reading direct quotes from higher-ups within Honda confirming its existence. Takanobu Ito, Honda's President, reportedly disclosed that his company is currently working on a successor that will be both entertaining to drive and efficient, which likely means buyers can expect to be met with a hybrid drivetrain when the supercar launches. When will that be? Ito didn't give specific details on when the new-generation NSX will land, though he did say that the racer will be the brawnier bigger brother of the company's CR-Z hybrid.That means that we can kiss the luscious V10 mounted in the old HSV-010 goodbye. That vehicle was intended to be the most recent take on the NSX, but was scrapped after the auto market at large began circling the drain back in 2008. While fans of the Japanese supercar were up in arms over the fact that the HSV-010 abandoned the mid-engine, rear-wheel-drive finesse of the original NSX for an all-wheel drive platform, we have to imagine many NSX loyalists might not have kind words for a hybridized version of the bruiser.
[Source: Automotive News – sub. req.]
Thursday, April 21, 2011
2012 Honda Civic Information Links
Here are the direct links to Honda's Press Releases;2012 Honda Civic Overview
http://hondanews.com/channels/corporate/releases/2012-honda-civic-overview
2012 Honda Civic Safety
http://hondanews.com/channels/corporate/releases/2012-honda-civic-safety
2012 Honda Civic Body and Chasis
http://hondanews.com/channels/corporate/releases/2012-honda-civic-body-and-chassis
2012 Honda Civic Powertrains
http://hondanews.com/channels/corporate/releases/2012-honda-civic-powertrains
2012 Honda Civic Interior
http://hondanews.com/channels/corporate/releases/2012-honda-civic-interior
All-New 2012 Honda Civic Si Adds Power and Features
Civic Si Coupe and Sedan models increase peak torque by 22 percent
The all-new 2012 Civic Si Coupe and Civic Si Sedan prioritize the performance potential of the Civic platform with a 201–horsepower i-VTEC® 4-cylinder engine, a sport-tuned suspension and exclusive features for the enthusiast driver.
"The Civic Si represents the sporty flagship of the Civic series," said John Mendel, executive vice president of American Honda Motor Co., Inc. "The broadened torque band of the 2012 model increases its appeal as a daily driver while adding a new dimension of mid-range performance."
More powerful than the 2.0-liter engine in the previous generation Civic Si, the new 2.4-liter engine produces 201 horsepower @ 7000 rpm and 170 lb-ft. torque @ 4300 rpm, an improvement of 4 horsepower and 31 lb-ft. of torque compared to the previous model. A sport-oriented six-speed manual transmission sends power to a helical-type limited-slip differential (LSD). The LSD helps the Civic Si accelerate powerfully and confidently when exiting corners as both wheels can deliver more equal torque distribution to the road compared to a conventional open-type differential.
Exclusive Civic Si exterior features include 17-inch alloy wheels with 215/45R17 tires (summer tires available on the coupe), a body-color deck lid spoiler with an LED center brake light, fog lights and a chrome exhaust finisher. Inside is an exclusive aluminum shift knob with leather, textured aluminum pedals and firmly bolstered perforated cloth sport seats with suede-like trim and red stitching. The steering wheel is leather-trimmed with red stitching. The new "intelligent" Multi-Information Display (i-MID) on the Civic Si includes an exclusive Power Monitor (as one of its screens) that can indicate the percentage of total horsepower generated by the engine. In addition, a Sequential Rev-limit Indicator located on the upper instrument panel can show when the i-VTEC high-lift camshaft profile is engaged and incrementally when the engine redline is approached and reached.
2.4-liter i-VTEC 4-cylinder Engine and 6-Speed Manual Transmission
The Civic Si engine is designed to provide spirited acceleration with low exhaust emissions and good fuel economy for a compact vehicle. The 2.4-liter inline 4-cylinder engine is constructed of lightweight aluminum and features a valvetrain system that incorporates dual overhead camshafts (DOHC) and four valves per cylinder (16 valves total). A performance version of Honda’s i-VTEC system pairs Variable Valve Timing and Lift Electronic Control (VTEC®) with Variable Timing Control™ (VTC™). The Civic Si i-VTEC system allows for the production of both low-rpm torque and high-rpm horsepower, which can be a distinct benefit compared to conventional engine designs with fixed valve timing. A high-volume intake manifold and a high-flow, low-backpressure exhaust system elevates the sporty demeanor and aggressive sound of the Civic Si. Dual balance shafts provide exceptional smoothness for a 4-cylinder engine.
Compared to the previous generation, the 20-percent-larger engine displacement contributes to peak power production at 7000 rpm instead of the previous engine’s 7800 rpm peak. The increased displacement also contributes to a substantial 22-percent increase in peak torque, now occurring at 4400 rpm, a substantial 1700 rpm lower than the previous engine’s 6100 rpm. The result is stronger and more immediate acceleration in a typical city driving environment.
The EPA-estimated city/highway/combined fuel economy rating1 of 22/31/25 miles per gallon is 1 mpg higher in the city and 2 mpg higher on the highway compared to the 2011 model. The Civic Si engine also meets stringent Ultra Low Emission Vehicle (ULEV-2) tailpipe emissions standards.
In keeping with the performance enthusiast mission of the vehicle, a 6-speed manual with a short-throw shifter is the only transmission available. Compact and lightweight, the transmission provides firm and direct shift action. The Civic Si also has a lightweight, high-capacity clutch utilizing a pedal assembly optimized for both low-effort actuation and a broad, smooth engagement band.
Coupe and Sedan Body Styles
Designed with a sleek windshield rake, a sweeping roofline and a new interpretation of the previous model’s "one-motion" profile, the lines of the 2012 Civic Sedan suggest a sophisticated and athletic appearance. The Civic Coupe with its shorter length and unique front and rear styling result in a more aggressive and dramatic styling demeanor. Both vehicles feature a low and wide stance that contributes to a distinctive visual presence, while thinner A-pillars stretch further toward the front of the vehicle than before to improve visibility and the perception of interior space. The C-pillars also stretch further toward the rear of the vehicle compared to the previous generation to better complete the flowing one-motion appearance. Adding to the extensive 2012 Civic color palette, the Civic Si Coupe and Civic Si Sedan models add the availability of a new Sunburst Orange Pearl paint color that change in appearance depending on sunlight conditions, further amplifying the dramatic bodylines.
The 2012 Civic embraces Honda’s tradition of making its vehicles fun to drive by continuing to use a fully independent suspension design, a premium and exceptional feature in the entry compact segment. The front MacPherson strut and rear multi-link suspensions are tuned for sporty driving fun, yet provide refined ride comfort. Ride and handling improvements are made possible by a 10-percent more rigid unit-body structure resulting from enhanced structural designs and increased use of high-strength steel (55 percent on the sedan compared to 50 percent on the previous model).
The Civic Si receives exclusive suspension tuning compared to the Civic Sedan and Coupe. Front and rear spring rates are increased, sport-tuned damper settings are used front and rear, and Civic Si models have a 0.4-inch lower ride height. Front and rear stabilizer bars are larger, measuring 18 mm in the front and 15 mm in the rear. The Civic Si Coupe and Civic Si Sedan have a 17.7:1 steering ratio, identical to the other 2012 Civic models. The Civic Si has 4-wheel disc brakes with11.8-inch vented front rotors (up from 10.3 inches on all other Civic models) and 10.2-inch solid rear rotors.
Safety
For safety, a wide variety of standard equipment includes Honda’s exclusive Advanced Compatibility Engineering™ (ACE™) body structure for enhanced frontal collision energy management and vehicle-to-vehicle crash compatibility. ACE enhances frontal collision energy management through a network of load bearing structures in the front of the vehicle. Standard safety equipment includes VSA that integrates with the new Motion Adaptive EPS system; dual-stage, multiple-threshold front airbags; front side airbags with occupant position detection system (OPDS); side curtain airbags; and a 4-channel anti-lock braking system (ABS) with Electronic Brake Distribution (EBD) and Brake Assist.
Driver-Oriented Interior with Advanced Technology Features
Exclusive driver-oriented Civic Si Coupe and Civic Si Sedan interior features include firmly bolstered front sport seats and a special Civic Si interior color scheme with red ambient interior lighting. The front seats increase lateral support with firmer side bolsters compared to the other models. As with other Civic models, both of the Civic Si front seats manually recline, and the driver’s seat features a manual height adjustment control. Both Civic Si models likewise offer versatile 60/40 split fold-down rear seatbacks, which allow multiple configurations for passenger seating and cargo storage. A rear-seat center armrest with two beverage holders is included on the Civic Si.
The two-tier instrument panel in the Civic Si exclusively has red-backlit instrumentation. The new Sequential Rev-limit Indicator is located to the left of the speedometer display close to the driver’s line of sight, and also includes an i-VTEC indicator. The i-VTEC indicator illuminates when the VTEC system shifts from low to high-rpm cam profiles, and the rev-limit indicator’s array of six lights illuminate sequentially as engine speed rises. The first four lights are orange, and the last two are red. The engine is producing maximum power when the second of the two red lights illuminates. The second red light indicates that the maximum rpm of the engine has been reached. An additional feature within the i-MID is the Power Monitor screen, which displays a graphic of the engine and its power output as a percentage ranging between 0 and 100 percent. An instant fuel-mileage indicator also lets drivers keep tabs on fuel economy on a real-time basis.
Both Civic Si models include an AM/FM/CD Premium Audio system with 360 watts total of power and seven speakers, including a pair of front tweeters and an 8-inch subwoofer located in the rear window shelf. The system includes WMA/MP3 audio-file reading capability, on-screen CD and album information, steering-wheel mounted audio controls, speed-sensitive volume control (SVC), XM® Radio capability, an auxiliary input jack, a USB audio interface for compatible devices and Bluetooth® audio streaming. In addition, the standard Bluetooth HandsFreeLink® telephone interface is designed to work with compatible mobile phones. Mobile phone audio files can also be streamed wirelessly.
The available Honda Satellite-Linked Navigation System has a 6.5-inch display and 16 GB of flash memory in place of the DVD-based system used in the previous generation. The new system allows for simple, intuitive operation and provides more than 10 million points of interest. The navigation system can now overlay FM Traffic data on its maps, a free public resource available in participating major metropolitan areas for traffic congestion, incidents and construction zones.
The voice activation is capable of recognizing numbers, street names and city names, and it can control the audio system.
Manufacturing and Warranty
More than 95 percent of the Civics sold in the United States are currently produced and assembled2 in the United States and Canada. The Civic Si Coupe and Civic Si Sedan models are produced and assembled at the Honda of Canada Manufacturing plant in Alliston, Ontario. All 2012 Civics are covered by a 3-year/36,000-mile new car limited warranty, a 5-year/60,000-mile powertrain limited warranty, and a 5-year/unlimited-mile corrosion limited warranty.
Source;
http://hondanews.com/channels/corporate/releases/all-new-2012-honda-civic-si-adds-power-and-features
The all-new 2012 Civic Si Coupe and Civic Si Sedan prioritize the performance potential of the Civic platform with a 201–horsepower i-VTEC® 4-cylinder engine, a sport-tuned suspension and exclusive features for the enthusiast driver."The Civic Si represents the sporty flagship of the Civic series," said John Mendel, executive vice president of American Honda Motor Co., Inc. "The broadened torque band of the 2012 model increases its appeal as a daily driver while adding a new dimension of mid-range performance."
More powerful than the 2.0-liter engine in the previous generation Civic Si, the new 2.4-liter engine produces 201 horsepower @ 7000 rpm and 170 lb-ft. torque @ 4300 rpm, an improvement of 4 horsepower and 31 lb-ft. of torque compared to the previous model. A sport-oriented six-speed manual transmission sends power to a helical-type limited-slip differential (LSD). The LSD helps the Civic Si accelerate powerfully and confidently when exiting corners as both wheels can deliver more equal torque distribution to the road compared to a conventional open-type differential.
Exclusive Civic Si exterior features include 17-inch alloy wheels with 215/45R17 tires (summer tires available on the coupe), a body-color deck lid spoiler with an LED center brake light, fog lights and a chrome exhaust finisher. Inside is an exclusive aluminum shift knob with leather, textured aluminum pedals and firmly bolstered perforated cloth sport seats with suede-like trim and red stitching. The steering wheel is leather-trimmed with red stitching. The new "intelligent" Multi-Information Display (i-MID) on the Civic Si includes an exclusive Power Monitor (as one of its screens) that can indicate the percentage of total horsepower generated by the engine. In addition, a Sequential Rev-limit Indicator located on the upper instrument panel can show when the i-VTEC high-lift camshaft profile is engaged and incrementally when the engine redline is approached and reached.
2.4-liter i-VTEC 4-cylinder Engine and 6-Speed Manual Transmission
The Civic Si engine is designed to provide spirited acceleration with low exhaust emissions and good fuel economy for a compact vehicle. The 2.4-liter inline 4-cylinder engine is constructed of lightweight aluminum and features a valvetrain system that incorporates dual overhead camshafts (DOHC) and four valves per cylinder (16 valves total). A performance version of Honda’s i-VTEC system pairs Variable Valve Timing and Lift Electronic Control (VTEC®) with Variable Timing Control™ (VTC™). The Civic Si i-VTEC system allows for the production of both low-rpm torque and high-rpm horsepower, which can be a distinct benefit compared to conventional engine designs with fixed valve timing. A high-volume intake manifold and a high-flow, low-backpressure exhaust system elevates the sporty demeanor and aggressive sound of the Civic Si. Dual balance shafts provide exceptional smoothness for a 4-cylinder engine.
Compared to the previous generation, the 20-percent-larger engine displacement contributes to peak power production at 7000 rpm instead of the previous engine’s 7800 rpm peak. The increased displacement also contributes to a substantial 22-percent increase in peak torque, now occurring at 4400 rpm, a substantial 1700 rpm lower than the previous engine’s 6100 rpm. The result is stronger and more immediate acceleration in a typical city driving environment.
The EPA-estimated city/highway/combined fuel economy rating1 of 22/31/25 miles per gallon is 1 mpg higher in the city and 2 mpg higher on the highway compared to the 2011 model. The Civic Si engine also meets stringent Ultra Low Emission Vehicle (ULEV-2) tailpipe emissions standards.
In keeping with the performance enthusiast mission of the vehicle, a 6-speed manual with a short-throw shifter is the only transmission available. Compact and lightweight, the transmission provides firm and direct shift action. The Civic Si also has a lightweight, high-capacity clutch utilizing a pedal assembly optimized for both low-effort actuation and a broad, smooth engagement band.
Coupe and Sedan Body Styles
Designed with a sleek windshield rake, a sweeping roofline and a new interpretation of the previous model’s "one-motion" profile, the lines of the 2012 Civic Sedan suggest a sophisticated and athletic appearance. The Civic Coupe with its shorter length and unique front and rear styling result in a more aggressive and dramatic styling demeanor. Both vehicles feature a low and wide stance that contributes to a distinctive visual presence, while thinner A-pillars stretch further toward the front of the vehicle than before to improve visibility and the perception of interior space. The C-pillars also stretch further toward the rear of the vehicle compared to the previous generation to better complete the flowing one-motion appearance. Adding to the extensive 2012 Civic color palette, the Civic Si Coupe and Civic Si Sedan models add the availability of a new Sunburst Orange Pearl paint color that change in appearance depending on sunlight conditions, further amplifying the dramatic bodylines.
The 2012 Civic embraces Honda’s tradition of making its vehicles fun to drive by continuing to use a fully independent suspension design, a premium and exceptional feature in the entry compact segment. The front MacPherson strut and rear multi-link suspensions are tuned for sporty driving fun, yet provide refined ride comfort. Ride and handling improvements are made possible by a 10-percent more rigid unit-body structure resulting from enhanced structural designs and increased use of high-strength steel (55 percent on the sedan compared to 50 percent on the previous model).
The Civic Si receives exclusive suspension tuning compared to the Civic Sedan and Coupe. Front and rear spring rates are increased, sport-tuned damper settings are used front and rear, and Civic Si models have a 0.4-inch lower ride height. Front and rear stabilizer bars are larger, measuring 18 mm in the front and 15 mm in the rear. The Civic Si Coupe and Civic Si Sedan have a 17.7:1 steering ratio, identical to the other 2012 Civic models. The Civic Si has 4-wheel disc brakes with11.8-inch vented front rotors (up from 10.3 inches on all other Civic models) and 10.2-inch solid rear rotors.
Safety
For safety, a wide variety of standard equipment includes Honda’s exclusive Advanced Compatibility Engineering™ (ACE™) body structure for enhanced frontal collision energy management and vehicle-to-vehicle crash compatibility. ACE enhances frontal collision energy management through a network of load bearing structures in the front of the vehicle. Standard safety equipment includes VSA that integrates with the new Motion Adaptive EPS system; dual-stage, multiple-threshold front airbags; front side airbags with occupant position detection system (OPDS); side curtain airbags; and a 4-channel anti-lock braking system (ABS) with Electronic Brake Distribution (EBD) and Brake Assist.
Driver-Oriented Interior with Advanced Technology Features
Exclusive driver-oriented Civic Si Coupe and Civic Si Sedan interior features include firmly bolstered front sport seats and a special Civic Si interior color scheme with red ambient interior lighting. The front seats increase lateral support with firmer side bolsters compared to the other models. As with other Civic models, both of the Civic Si front seats manually recline, and the driver’s seat features a manual height adjustment control. Both Civic Si models likewise offer versatile 60/40 split fold-down rear seatbacks, which allow multiple configurations for passenger seating and cargo storage. A rear-seat center armrest with two beverage holders is included on the Civic Si.
The two-tier instrument panel in the Civic Si exclusively has red-backlit instrumentation. The new Sequential Rev-limit Indicator is located to the left of the speedometer display close to the driver’s line of sight, and also includes an i-VTEC indicator. The i-VTEC indicator illuminates when the VTEC system shifts from low to high-rpm cam profiles, and the rev-limit indicator’s array of six lights illuminate sequentially as engine speed rises. The first four lights are orange, and the last two are red. The engine is producing maximum power when the second of the two red lights illuminates. The second red light indicates that the maximum rpm of the engine has been reached. An additional feature within the i-MID is the Power Monitor screen, which displays a graphic of the engine and its power output as a percentage ranging between 0 and 100 percent. An instant fuel-mileage indicator also lets drivers keep tabs on fuel economy on a real-time basis.
Both Civic Si models include an AM/FM/CD Premium Audio system with 360 watts total of power and seven speakers, including a pair of front tweeters and an 8-inch subwoofer located in the rear window shelf. The system includes WMA/MP3 audio-file reading capability, on-screen CD and album information, steering-wheel mounted audio controls, speed-sensitive volume control (SVC), XM® Radio capability, an auxiliary input jack, a USB audio interface for compatible devices and Bluetooth® audio streaming. In addition, the standard Bluetooth HandsFreeLink® telephone interface is designed to work with compatible mobile phones. Mobile phone audio files can also be streamed wirelessly.
The available Honda Satellite-Linked Navigation System has a 6.5-inch display and 16 GB of flash memory in place of the DVD-based system used in the previous generation. The new system allows for simple, intuitive operation and provides more than 10 million points of interest. The navigation system can now overlay FM Traffic data on its maps, a free public resource available in participating major metropolitan areas for traffic congestion, incidents and construction zones.
The voice activation is capable of recognizing numbers, street names and city names, and it can control the audio system.
Manufacturing and Warranty
More than 95 percent of the Civics sold in the United States are currently produced and assembled2 in the United States and Canada. The Civic Si Coupe and Civic Si Sedan models are produced and assembled at the Honda of Canada Manufacturing plant in Alliston, Ontario. All 2012 Civics are covered by a 3-year/36,000-mile new car limited warranty, a 5-year/60,000-mile powertrain limited warranty, and a 5-year/unlimited-mile corrosion limited warranty.
Source;
http://hondanews.com/channels/corporate/releases/all-new-2012-honda-civic-si-adds-power-and-features
All-New, More-Refined 2012 Honda Civic Improves with Purposeful Technology for Personalization, Safety and Efficiency
The all-new, ninth-generation 2012 Honda Civic, arriving at dealers nationwide starting on April 20, debuts with a new, sleek style and a fuel-efficient, technologically advanced lineup."The all-new Civic builds on the tremendous popularity of the previous generation with a complete technology makeover and a higher level of refinement and style," said John Mendel, executive vice president of sales for American Honda Motor Co., Inc. "Only the Civic provides the most diverse car lineup in the industry to best meet the needs and preferences of individual customers."
The Civic range consists of sedans and coupes powered by conventional gasoline, high-performance, hybrid, and compressed natural gas engine choices. Technology and features new to the Civic include an available "intelligent" Multi-Information Display (i-MID), an available Eco Assist™ system and a new Motion Adaptive Electronic Power Steering (EPS) system that works in conjunction with Vehicle Stability Assist™ (VSA®), included as standard equipment on all models. All Civic models achieve higher EPA fuel economy ratings1 compared to the 2011 models, up by as much as 8 percent on the highway in Civic Sedans and Coupes equipped with automatic transmissions.
For 2012, the Civic Sedan and Coupe continue to be available in trim level choices of Civic DX (basic features), LX (popular features), EX (full features) and EX-L (luxury features). The new i-MID on Civic LX-and-above models provides a convenient platform for integration of vehicle information and compatible personal electronics with a driver-oriented 5-inch color LCD display and intuitive steering wheel controls. All 2012 Civic models, except the Civic Si, receive Eco Assist™ technology, an innovation that can enhance efficient vehicle operation at the touch of a button while also providing visual feedback to promote or confirm an efficient driving style.
With the best city, highway and combined EPA-estimated fuel economy rating1 for any currently available sedan (44 mpg), the Civic Hybrid introduces the latest generation of the fuel-efficient Integrated Motor Assist (IMA®) system – now with a lithium-ion battery for the first time on a Honda hybrid vehicle. Plus, an entirely new model, the Civic HF, debuts as a value-oriented, high fuel-economy sedan with the best highway fuel economy rating1 (41 mpg) for a conventional, gasoline-only powered vehicle with an automatic transmission. The Civic Natural Gas (previously named Civic GX) remains the only manufacturer-built, natural gas-powered car currently available in the United States and is now available with a navigation system that includes public refueling stations for compressed natural gas (CNG) vehicles. The performance enthusiast-inspired Civic Si Coupe and Civic Si Sedan, each with a larger 2.4-liter engine with 201 horsepower and 22 percent more peak torque than before, debut as the most powerful production Civic Si models ever introduced.
The 2012 Civic represents another important milestone for Honda's best-selling compact vehicle, and reconfirms the company's commitment to excellence with efficient i-VTEC 4-cylinder engine technologies for economy and performance, along with an engaging driving experience and advanced standard safety features. Notable traits include its distinctive "one-motion" aerodynamic exterior styling from front to rear bumper and a functional, spacious interior.
The i-MID provides access to multiple information screens and customizable features. Compatible music players attached through a USB audio interface can display available track information and artwork on the i-MID, with album and track selection possible through steering wheel controls.
Futuristic "One-Motion" Profile
Designed with a sleek windshield rake, a sweeping roofline and a new interpretation of the previous generation's "one-motion" profile, the lines of the 2012 Civic Sedan suggest a sophisticated and athletic appearance. The Civic Coupe with its shorter length and unique front and rear styling result in a more aggressive and dramatic styling demeanor. Both vehicles feature a low and wide stance that contributes to a distinctive visual presence, while thinner A-pillars stretch further toward the front of the vehicle than before to improve visibility and the perception of interior space. The C-pillars also stretch further toward the rear of the vehicle compared to the previous generation to better complete the flowing one-motion appearance.
The 2012 Civic embraces Honda's tradition of making its vehicles fun to drive by continuing to use a fully independent suspension design, a premium and exceptional feature in the entry compact segment. The front MacPherson strut and rear multi-link suspensions are tuned for sporty driving fun, yet provide refined ride comfort. Ride and handling improvements are made possible by a 10-percent more rigid unit-body structure resulting from enhanced structural designs and increased use of high-strength steel (55 percent on the sedan compared to 50 percent on the previous model).
For safety, a wide variety of standard equipment includes Honda's exclusive Advanced Compatibility Engineering™ (ACE™) body structure for enhanced frontal collision energy management and vehicle-to-vehicle frontal crash compatibility. ACE enhances frontal collision energy management through a network of load bearing structures in the front of the vehicle.
Standard safety equipment includes VSA that integrates with the new Motion Adaptive EPS system; dual-stage, multiple-threshold front airbags; front side airbags with occupant position detection system (OPDS); side curtain airbags; and a 4-channel anti-lock braking system (ABS) with Electronic Brake Distribution (EBD) and Brake Assist. The Civic's hood and front fender areas are designed to deform if contacted by the head of a pedestrian in a frontal collision.
Advanced Interior Design
The Civic's 5-passenger interior is a careful blend of form and function, with an intuitive "two-tier" layout that prioritizes frequently referenced instruments like the speedometer up high in the driver's line of sight with less frequently referenced information positioned down lower. A "smart interface" approach divides the vehicle controls into smartly grouped zones for audio, air conditioning and vehicle controls. Ergonomically shaped dials, buttons and the gear shifter operate with solid precision and have a tactile feel. Building on the successful packaging of the previous generation, the 2012 Civic Sedan passenger volume of 94.7 cubic feet (Civic LX Sedan) increases by 3.7 cubic feet, and gains have also been made in front shoulder room (+2.9 inches) and rear legroom (+1.6 inches).
Civic LX and above models are equipped with audio systems that range from a 160-watt AM/FM/CD unit (Civic LX, EX Sedan, EX-L Sedan, HF and Hybrid) to a 360-watt AM/FM/CD unit with a subwoofer (Civic EX Coupe, EX-L Coupe, Si). Standard audio features include WMA and MP3 audio file capability, Radio Data System (RDS), Speed-Sensitive Volume Control (SVC), an audio input jack and a USB audio interface. The Civic EX and above models add Bluetooth® HandsFreeLink® and audio streaming, front tweeters, and the availability of the Honda Satellite-Linked Navigation System™ with voice activation and a 6.5-inch TFT color touch display. The navigation system can now overlay FM Traffic data on its maps, a free public resource available in participating major metropolitan areas for freeway congestion, collisons and construction zones.
The Honda Satellite-Linked Navigation System debuting on the 2012 Civic features 16 GB of flash memory in place of the DVD-based system used previously. Like other Honda navigation systems, this new system allows simple, intuitive operation and has an extensive on-board database. The system features more than 10 million points of interest and the voice activation is capable of recognizing numbers, street names and cities. For ease-of-reference, the i-MID can display turn-by-turn directions in conjunction with the navigation screen.
Civic Sedan and Civic Coupe
The Civic Sedan and Coupe models are designed to provide an optimal balance of comfort, value and performance. The Civic Coupe with its 1.9-inch-shorter wheelbase than the Civic Sedan offers a more sporty character, although both share nearly identical chassis construction. The Civic Sedan and Coupe models are powered by a 1.8-liter inline 4-cylinder engine with a 16-valve i-VTEC valvetrain and a dual-stage intake manifold. The engine produces 140 horsepower at 6500 rpm and 128 lb-ft. of torque at 4300 rpm. Both models receive an EPA-estimated city/highway/combined fuel economy rating1 of 28/39/32 miles per gallon when equipped with an automatic transmission (standard on Civic EX Sedan and all EX-L models). A manual transmission is standard on the Civic DX and LX (automatic transmission available).
Civic HF
The Civic HF is a value-conscious "high fuel-economy" sedan positioned between the Civic LX and Civic EX. It is equipped with a 5-speed automatic transmission, exclusive 15-inch lightweight alloy wheels and aerodynamic enhancements under the body and an exclusive rear spoiler. The Civic HF Sedan is EPA rated for 41 miles per gallon2 on the highway – an additional 5 percent above a similarly equipped Civic Sedan's 39 miles per gallon.1
Civic Si
The Civic Si Coupe and Sedan models prioritize handling and performance with a sport-tuned suspension and a 2.4-liter i-VTEC 4-cylinder engine. More powerful than the 2.0-liter engine in the previous generation, the new engine produces 201 horsepower @ 7000 rpm and 170 lb-ft. torque @ 4400 rpm, an improvement of 4 peak horsepower and 31 lb-ft. of peak torque compared to the previous model. A sport-minded 6-speed manual transmission with a helical-type limited-slip differential (LSD) is standard. The LSD helps the Civic Si accelerate powerfully when exiting corners as both wheels can deliver more equal torque distribution to the road compared to a conventional open differential. The tall sixth-gear ratio allows for relaxed highway cruising. Unique Civic Si exterior features include fog lights, 17-inch alloy wheels with 215/45R17 tires (summer tires available), a body-color deck lid spoiler with an LED center brake light, and a chrome exhaust finisher. Inside is an exclusive aluminum shift knob with leather, textured aluminum pedals, and firmly bolstered perforated cloth sport seats with suede-like trim and red stitching. The steering wheel is leather-trimmed with red stitching. The i-MID on the Civic Si includes a new Sequential Rev-limit Indicator and Power Monitor.
Civic Hybrid
The 2012 Civic Hybrid uses the latest version of the company's IMA parallel hybrid system to increase efficiency using an electric motor placed inline between the engine and transmission. A continuously variable transmission (CVT) is standard equipment. For 2012, a larger 1.5-liter i-VTEC 4-cylinder engine, up from 1.3 liters in the previous generation, provides a broadened mid-range power band and the switch to lithium ion (Li-Ion) batteries from nickel-metal hydride results in enhanced IMA electrical power assist. The Civic Hybrid achieves an EPA-estimated city/highway/combined fuel economy rating1 of 44/44/44 miles per gallon. Compared to a 2012 Civic Sedan with an automatic transmission, the EPA fuel economy rating represents a city increase of approximately 57 percent and a highway increase of approximately 13 percent.
Combined, the engine and IMA produce 110 horsepower and 127 lb-ft. torque. The Civic Hybrid is available as an Advanced-Technology Partial Zero Emissions Vehicle (AT-PZEV).
Civic Natural Gas
Available nationally to qualifying Honda dealers, the Civic Natural Gas is powered by a dedicated natural gas variant of the 1.8-liter inline 4-cylinder engine similar to the one used in the Civic Sedan and Civic Coupe. The Civic Natural Gas engine produces 110 horsepower and 106 lb-ft. of torque. Compared to the previous generation, torque output below 4000 rpm has been increased for greater drivability. The Civic Natural Gas has an EPA-estimated city/highway/combined fuel economy rating2 of 27/38/31 miles per gallon and is equipped with an automatic transmission as standard equipment. The Civic Natural Gas is the only OEM-built, dedicated CNG passenger car assembled3 in America and the only vehicle certified by the EPA to meet both Federal Tier 2 Bin 2 and Inherently Low Emission Vehicle (ILEV) zero evaporative emission certification standards. The 2012 Civic Natural Gas will become available at the retail level in significantly more states than the current four (California, New York, Nevada and Utah) when it goes on sale in the fall. The increased availability of the Civic Natural Gas helps bring inherently clean-burning natural gas technology to an even broader audience while also supporting diversity in transportation energy resources.
Manufacturing and Warranty
Currently more than 95 percent of all Civics sold in the United States are produced3 and assembled in the United States and Canada using domestic and globally sourced parts. Civic Sedan and all Civic Natural Gas models are produced at Honda Manufacturing of Indiana (HMIN). Additional Civic Sedan and all Civic Coupe and Civic Si models are produced and assembled at the Honda of Canada Manufacturing plant in Alliston, Ontario. The Civic Hybrid is produced in the Honda Motor Co., Ltd., Suzuka, Japan manufacturing facility. The 2012 Honda Civic is covered by a 3-year/36,000-mile new car limited warranty, a 5-year/60,000-mile powertrain limited warranty, and a 5-year/unlimited-mile corrosion limited warranty.
1Based on 2012 EPA mileage estimates. Use for comparison purposes only. Do not compare to models before 2008. Your actual mileage will vary depending on how you drive and maintain your vehicle.2Preliminary EPA mileage estimates determined by Honda. Final EPA mileage estimates not available at the time of printing. Use for comparison purposes only. Your actual mileage will vary depending on how you drive and maintain your vehicle. 3Of domestic and globally sourced parts.
Source;
http://hondanews.com/channels/corporate/releases/all-new-more-refined-2012-honda-civic-improves-with-purposeful-technology-for-personalization-safety-and-efficiency
Tuesday, April 19, 2011
New Car Engine Sends Shock Waves Through Auto Industry
Despite shifting into higher gear within the consumer's green conscience, hybrid vehicles are still tethered to the gas pump via a fuel-thirsty 100-year-old invention: the internal combustion engine.
However, researchers at Michigan State University have built a prototype gasoline engine that requires no transmission, crankshaft, pistons, valves, fuel compression, cooling systems or fluids. Their so-called Wave Disk Generator could greatly improve the efficiency of gas-electric hybrid automobiles and potentially decrease auto emissions up to 90 percent when compared with conventional combustion engines.
The engine has a rotor that's equipped with wave-like channels that trap and mix oxygen and fuel as the rotor spins. These central inlets are blocked off, building pressure within the chamber, causing a shock wave that ignites the compressed air and fuel to transmit energy.
The Wave Disk Generator uses 60 percent of its fuel for propulsion; standard car engines use just 15 percent. As a result, the generator is 3.5 times more fuel efficient than typical combustion engines.
Researchers estimate the new model could shave almost 1,000 pounds off a car's weight currently taken up by conventional engine systems.
Last week, the prototype was presented to the energy division of the Advanced Research Projects Agency, which is backing the Michigan State University Engine Research Laboratory with $2.5 million in funding.
Michigan State's team of engineers hope to have a car-sized 25-kilowatt version of the prototype ready by the end of the year.
Source;
http://news.discovery.com/tech/new-car-engine-sends-shockwaves-through-auto-industry-110405.html
Acura S.H.I.E.L.D. Agent Recruitment Center celebrating Marvel's THOR (4/21-24)
Here's something to pass along to those in the New York area....
Acura is the official vehicle of the upcoming film "Thor," Acura will open the S.H.I.E.L.D. Agent Recruitment Center for fans of Marvel's intelligence and security organization during the New York International Auto Show. The public is invited to Pier 83 for an exclusive look at the S.H.I.E.L.D. edition Acura TL loaded with custom features, including a sound cannon, smokescreen and extreme weather protection and will have a chance to make their own S.H.I.E.L.D. Agent ID badge on site.
Acura is the official vehicle of the upcoming film "Thor," Acura will open the S.H.I.E.L.D. Agent Recruitment Center for fans of Marvel's intelligence and security organization during the New York International Auto Show. The public is invited to Pier 83 for an exclusive look at the S.H.I.E.L.D. edition Acura TL loaded with custom features, including a sound cannon, smokescreen and extreme weather protection and will have a chance to make their own S.H.I.E.L.D. Agent ID badge on site.Acura S.H.I.E.L.D. Agent Recruitment Center for "THOR"
Recruitment Center: Pier 83, West 42nd Street at 12th Avenue, New York, NY 10036 (Take the 1, 2, 3, 7, 9, A, C, E, N, Q or R train to Times Square 42nd Street)
4/21: 9:30am – 7pm; 4/22-4/24: 10am-7pm
Open to the public; Free
Check in on Foursquare at the Pier 83 Recruitment Center for chance to win tickets to see "Thor" in theaters! https://foursquare.com/venue/19858130
Recruitment Center: Pier 83, West 42nd Street at 12th Avenue, New York, NY 10036 (Take the 1, 2, 3, 7, 9, A, C, E, N, Q or R train to Times Square 42nd Street)
4/21: 9:30am – 7pm; 4/22-4/24: 10am-7pm
Open to the public; Free
Check in on Foursquare at the Pier 83 Recruitment Center for chance to win tickets to see "Thor" in theaters! https://foursquare.com/venue/19858130
Future Tech Watch: Automakers Try To Sell Government On Fuel Cell Cars
Honda's fuel cell electric car, the FCX Clarity, can go about 240 miles on a tank of hydrogen fuel. Compared with gasoline, that's about 60 miles to the gallon. The only emission is water so pure you could drink it.The company has been building a limited number of these cars since 2005, so Honda was surprised when Secretary of Energy Steven Chu claimed it would take four technological miracles to make fuel cell cars viable in the marketplace.
"Simply put, he's wrong on those points. He has bad advice," Honda's Steve Ellis said at southeast Michigan's sole hydrogen fueling station. "Automakers are not foolish. We're not going to invest in technology that we see as a dead end."
The Clarity costs $600 a month to lease, but if you add in all of Honda's research and development costs, each one is probably worth tens of millions of dollars. Ellis says the costs are coming down, though — from the hydrogen fuel, which is made from natural gas, to the cost of the fuel cells. Producing them in volume will really bring the costs down, he says.
"Ten years ago, if we were looking under this hood, it would be like duct tape and baling wires," he says. "So it was all an engineering exercise. This car, we're handing the keys to customers, saying, 'Here's your car, see you in six months. Nothing to see here folks.' "
But the keys are being given only to people in southern California, where there's a cluster of hydrogen fueling stations, built with the help of state subsidies. Even if Chu changes his mind about the miracles, the price tag remains a problem.
Oliver Hazimeh of the management consulting firm PRTM says battery electric cars like the Volt and the Leaf are getting cheaper faster, which is why batteries are getting the nod from the government.
"By 2015, even five years from now, you will probably get a Nissan Leaf-type vehicle on the battery side for probably $25,000," he says. "That same vehicle in the fuel cell configuration will probably still be $45,000 to $50,000."
But fuel cell proponents say that's not a fair competition. The government spent more on battery electrics in just the past two years than it did on fuel cells over the past decade. James Warner, director of policy at the Fuel Cell and Hydrogen Energy Association, says cutting funding sends the wrong message to car companies developing fuel cell cars like Honda, GM, Toyota, Daimler and Hyundai.
"By all accounts, they are ready to commercialize these vehicles by 2015," he says.
Warner has a bigger worry than less federal funding. Under a continuing budget resolution, Chu has no mandate to spend anything at all on fuel cell technology.
"The secretary if he so chose could end these programs today," he says.
A statement from Chu suggests he is likely to stick with President Obama's proposed budget, which cuts research and development by about half, but eliminates funding for the commercialization of fuel cell cars. That means it could take even longer for people who don't live in southern California to get a hydrogen fuel cell car to drive.
Source;
http://www.npr.org/2011/04/19/135518929/automakers-try-to-sell-government-on-fuel-cell-cars
Honda altering production schedule in Alliston
Reducation expected to continue until May 6By Marg. Bruineman, the Barrie Examiner
Reduced daily production levels at Honda Canada's Alliston facility has been extended as a result of a parts shortage from the earthquake-ravaged Japan.
"Production adjustments continue until May 6, although adjustments vary," said Honda's Lori Van Valkenburg in Alliston. "All associates have the opportunity to work their entire shift and work is being provided for them."
They also have the option of taking vacation time or time without no pay with no penalty.
On Monday, she said, associates worked six hours in production in the weld department in Plant 2.
But the expectations are that everything will return to normal after that.
"We anticipate that additional production adjustments will continue after that date," the company announced in a press statement.
The car builder has reduced the number of cars it builds as a result of last month's devastating earthquake and tsunami in Japan. The natural disaster, which has claimed about 14,000 lives, impacted both the car builder and its suppliers in Japan.
Most of the cars supplied to the North American market are built in North America. And a majority of the parts are sourced here.
About 4,200 people work at Honda Canada's Alliston facility, which has two car-building plants and an engine plant.
The bulk of production are Honda Civics (sedan, coupe, and Si sedan & coupe) along with the Acura MDX, Acura ZDX, Acura CSX.
But some of the parts are shipped in from Japan, where several companies are struggling to get back to production. As a result, there's limited supply of parts available for car building in Alliston.
Honda's car building plants in Japan all resumed limited production last week, operating at about 50% capacity.
Source;
http://www.thebarrieexaminer.com/ArticleDisplay.aspx?e=3080274
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