2013 Toyota RAV4 Rendered

 

BY ALEXANDER STOKLOSA

What It Is: The next generation of Toyota’s RAV4 crossover. We’ve already spotted camouflaged prototypes during testing; this rendering incorporates many of the key changes expected for Toyota’s ubiquitous small SUV, including a more carlike look with smoother styling. 

Why It Matters: The RAV4 still is a hot item in Toyota showrooms, despite the current model being long in the tooth. It’s also growing out of step with the crossover mainstream (it still offers an old-school-SUV-style tailgate-mounted spare tire, for example), so this latest iteration needs to fall in line with the rest of the segment. That means a less-truckish appearance, as well as improved fuel economy. 

Platform: The next RAV4 should sit on a variation of the current model’s platform. But it will look like a new animal, thanks mostly to a smoother snout, a more steeply raked windshield, and the absence of an exterior-mounted spare tire. Our artist’s rendering applies Toyota’s latest design language to the shape of the prototype RAV4s we’ve seen. Basically, imagine a current-gen RAV4 mixed with the latest Camry sedan, and you’ve pretty much got it. Although this rendering speculates styling that’s something of a departure from that of the contemporary RAV4, it’s not too far off from what the European RAV4 has looked like for some time now. 

Powertrain: Buyers should again be able to spec their RAV4s with either front- or all-wheel drive, as is customary throughout the small-crossover arena. We expect the outgoing RAV4’s four- and six-cylinder engines to largely carry over to this new one; however, Toyota likely will upgrade to six-speed automatic transmissions for both engines. (Currently, the four-cylinder RAV4 gets an ancient four-speed auto and the brawny V-6 model gets a five-cog slushbox.) 

Competition: Chevrolet Equinox, Ford Escape, GMC Terrain, Honda CR-V, Hyundai Santa Fe, Kia Sportage, Mazda CX-5. 

Estimated Arrival Time and Price: If this new RAV4 is to make the 2013-model-year cutoff, it’ll probably appear late this summer or in the fall; otherwise, it could debut sometime early next year as a 2014. Pricing shouldn’t budge much from the current RAV4’s base of $23,460. View Photo Gallery

Source;
http://www.caranddriver.com/news/2013-toyota-rav4-rendered-news

Honda unveils new turbocharged 1.6 litre race mill

Honda has announced the introduction of a new direct-injection turbocharged 1.6 litre mill to be plonked into a Civic, but don’t get too excited – the engine is a racing unit meant for the Civic taking part in the FIA World Touring Car Championship.

The HR412E, as it’s called, is a completely bespoke unit fully conforming to FIA regulations for the WTCC. Developed at Honda’s R&D centre in Tochigi, Japan, the engine has been delivered to the Honda Racing Team JAS workshop in Milan, Italy, where the Civic WTCC is being developed.

“The HR412E heralds a new generation of high performance racing engines from Honda. We believe the innovations that have led to this revolutionary engine will also lead to benefits beyond the race track, helping us to further increase the efficiency of our road car engines,” said Daisuke Horiuchi, WTCC Development Project Leader at Honda R&D.

Whether this will translate into turbocharging making its way into the company’s road-going cars like the supposed new Type R hatch being bandied about remains to be seen.

Meanwhile, the Civic WTCC is set to take part in three races this season, with ex-F1 driver Tiago Monteiro behind the wheel, starting at Suzuka in October. Honda is set to compete in the full FIA World Touring Car Championship in 2013.

Source;
http://paultan.org/2012/07/30/honda-unveils-new-turbocharged-1-6-litre-race-mill/

Inside Line: 2013 Ford Escape vs. 2012 Honda CR-V Comparison Test

Here's a good read comparing two very good vehicles....

Baseless Brawn vs. Principled Pragmatism

By Josh Jacquot, Senior Editor | Published Jul 16, 2012 

Let's face it: The battle for diaper-hauling supremacy is raging in America.

In a time when four-dollar-per-gallon fuel is as common as soccer moms, the crossover SUV is the vehicle of choice for many practitioners of the domestic arts. Whether it's toddler toting or simple commuting, small utility vehicles frequently pull rank over midsize sedans because of their all-weather utility, flexible cargo space and superior visibility. And since 2008, the two best-selling compact SUVs in the country have been the Ford Escape and Honda CR-V.

So if you've got diapers to haul and need new wheels to haul them, the simultaneous redesign of these two crossovers is hugely significant. Despite their common goals, the 2013 Ford Escape and 2012 Honda CR-V take very different approaches. Which approach is better? That's what we're here to find out.

Different Strategy, Same Mission
Ford's strategy for the Escape includes a choice of three different four-cylinder engines: two of them direct-injected and turbocharged and one normally aspirated, all of which are mated to a six-speed automatic transmission. They all drive the front wheels but all-wheel drive is optional. Our Escape tester was a top-of-the-line Titanium version with all-wheel drive, which comes standard with the most powerful engine, a turbocharged 2.0-liter that cranks out 231 horsepower and 270 pound-feet of torque.

Honda's CR-V follows a more traditional formula under the hood. Only one engine is available — a 2.4-liter four-cylinder that produces 185 hp and 163 lb-ft of torque. It relies on port fuel injection, atmospheric aspiration and a five-speed automatic transmission to drive the front wheels. All-wheel drive is available with every trim level and — following Honda's usual price structure — navigation is the only other option.

We tested fully loaded versions of each vehicle. With the Escape that meant $3,185 in options on top of the Titanium's base price of $32,945 for a final price of $36,130. There are no such add-ons for the CR-V, so our EX-L with navigation rang in at $30,825.

Sizing Them Up
Dimensionally it's clear these two utes are targeting the same clientele. Only 0.2 inch separates their overall length while the 2013 Ford Escape is 0.8 inch wider and 1.2 inches taller. Its 105.9-inch wheelbase is also marginally longer than the CR-V's 103.1-inch wheelbase.

Once inside, however, Honda pulls a clever switcheroo by producing more interior space from slightly smaller exterior dimensions. Partially this is thanks to the Escape's rising waistline and sloping roof line, which look great but compromise overall roominess. Despite producing additional volume, the CR-V's load-in-the-shorts styling won it few fans.

Speaking of loaded shorts, the CR-V's physics-defying interior is also better for installing rear-facing infant seats, which consume a disproportionate amount of space. With the driver seat set to accommodate a 5-foot-9-inch driver, the Escape's seatback rested against the front of an infant seat. In the CR-V there was a small space left over between the seatback and infant seat.

A quick look at each SUV's cargo area hints at what the SAE's objective measures verify: The Honda is easily the better of the two when it comes to cargo volume. Although cargo room behind the CR-V's second row is only 2.9 cubic feet more than the Escape, it measures larger in every single dimension. Drop the seats and the CR-V's advantage continues (68.1 cubic feet vs. 70.9).

Dropping those seats is significantly easier in the Honda, too. It can be accomplished from the cargo area by pulling a handle on either side. The Escape's seats fold completely flat, but the CR-V's fold flat enough to minimize the compromise in utility. Liftover heights, at 27 inches for the CR-V and 27.5 inches for the Escape, are similarly low.

Jump In, Look Around
Inside, the Ford looks more modern than the new-but-still-familiar Honda design. We found the driver seat in both amply comfortable, but the CR-V's greater sense of space is undeniable. More than one tester commented on the CR-V's roominess, while others noted the Escape's more confined interior space.

Honda's use of space remains unparalleled when it comes to small-item storage, too. There's unexpected volume in the center console that stretches the length of the CR-V's seat bottoms and is nearly as deep as the seats are tall. There's also a perfectly flat floor in the backseat, while the Escape's foot room is invaded by a center hump.

Ford regains some ground by installing center-mounted HVAC vents for the rear passengers — a comfort feature kids in back will certainly appreciate.

Feature Central
There's no ignoring the fact that the Escape's cabin reeks of genuine technological innovation, while the 2012 Honda CR-V packs its features into a familiar but dated-looking package.

Both SUVs have dual-zone climate control, front seat heaters, navigation systems with traffic data, rearview cameras and sunroofs. The Escape adds a self-parking feature, blind-spot monitoring, keyless entry/start, HID headlamps and 19-inch wheels (the CR-V has 17s).

The Escape's power-operated tailgate also opens via the key fob, a button on the liftgate or by passing your foot underneath the rear bumper when the key fob is in your pocket — a feature that is undeniably useful for perpetually full-handed mothers.

Also worth noting is the fact that the Escape's MyFord Touch user interface for the phone, climate, audio and navigation system doesn't use the infuriatingly ineffective touchpad buttons found in the larger Explorer. Both SUVs were also relatively easy to pair with our smartphone and managed to remember it every time we climbed inside.

Punch It, Mommy
It's worth noting that the 2013 Ford Escape, despite being nearly identical in size to the 2012 Honda CR-V, is 361 pounds heavier. That's a considerable difference for a small SUV, yet there's a promptness to the Escape's responses that is sorely lacking in the CR-V.

This is largely due to its significant power advantage, but gearing and transmission calibrations also play a role. Fourth and 5th gears in the CR-V are overdrive ratios and it seeks them out often to maximize mileage. Not since driving the GMC Terrain have we witnessed such a profound case of upshiftitis.

The Escape, blessed with one additional cog in its transmission and sufficiently motivational torque, is neither confused nor reluctant when its throttle is opened. It just goes. Engine braking is more easily accessible than in the Honda, which might seem like a small thing until you descend a steep hill in both. What's more, if we had to perform light towing, the Escape's 3,500-pound tow rating makes it an easy choice, as the CR-V is only rated to tow 1,500 pounds.

When it comes to objective measures of acceleration the Escape mops the floor with the CR-V. Sixty miles per hour arrives in 7.4 seconds (7.2 seconds with 1 foot of rollout as at a drag strip) in the Escape. That milestone requires 9.4 seconds (9.1 seconds with rollout) in the CR-V. The Escape's 15.5-second quarter-mile time at 87.5 mph is a full 1.3 seconds and 4.5 mph quicker than the CR-V's 16.8-second pass at 83 mph.

Both SUVs utilize electric-assist steering but the Ford's ratio is quicker, which partially explains its snappier responses. Handling tests, unsurprisingly, fell in favor of the Ford's quicker reactions. It circled the skid pad at 0.82g — significantly better than the CR-V's 0.76g. At 62 mph it also slalomed faster than the CR-V (60.7 mph). Some 124 feet were required to stop the Escape from 60 mph — 5 feet shorter than the CR-V.

Efficiency Matters
It's possible you've heard the one about there being no free lunch. It's never been truer than in the power/fuel consumption compromise we observed in this test. According to the EPA, the Escape's fuel mileage ratings (21 city/28 highway mpg) are slightly lower than the CR-V's 22 city/30 highway mpg.

Forget that for a moment, because in the real world, the world where the Escape's responsive turbocharged engine makes 107 lb-ft more torque than the Honda's engine, your mileage will vary. Ours certainly did.

During 1,328 miles of mixed driving we observed 20.5 mpg in the Escape. Driven largely on the same roads during the same period of time by the same drivers, the CR-V delivered 27.7 mpg over 1,520 miles. It's a difference that's hard to ignore.

Certainly the 231-hp Ford's advantage in response, drivability and outright speed is nice to have and we certainly enjoy its capabilities. But that kind of performance isn't mission-critical for most families. Fuel economy, however, is at the top of the list. That's probably why Ford offers two smaller, more efficient engines in the Escape, including the 1.6-liter EcoBoost engine, which Ford expects to be the crossover's volume engine. Of course with this smaller 173-hp power plant, the Escape acceleration isn't as brisk, but its fuel-efficiency ratings are more in line with the Honda's and in some cases better. Still, in this contest, the Escape was clearly out mpg'd.

The Take-Away
Here we have two very different crossover utility vehicles — one defined by what its powertrain does and one defined by what its powertrain does not do. With ample power, a modern, obedient transmission and superior handling, the 2013 Ford Escape is unquestionably the more enjoyable vehicle to drive. Its features, too, sift it out of the crossover crowd — even if you have to pay more for them. Combined, though, they're still not enough to pull off a win.

It's possible that the Escape's smaller, 1.6-liter EcoBoost engine might have reversed our decision here, but that's another test for another time.

It's not performance or features that draw most buyers to this segment. And beyond those, we're hard-pressed to find meaningful reasons to choose the Escape over the CR-V. Fuel economy and practicality are what sell small SUVs and those qualities endure prominently in the 2012 Honda CR-V. Sure, the CR-V doesn't break a lot of new ground in the segment, but it does honor the primary reasons people are drawn to small SUVs in the first place. Its combination of respectable fuel economy and a large, flexible interior is a potent one.

So if you're practicing the domestic arts, the 2012 Honda CR-V is the diaper hauler you'll likely prefer as a partner.

The manufacturers provided Edmunds these vehicles for the purposes of evaluation.

Source;
http://www.insideline.com/honda/cr-v/2012/2013-ford-escape-vs-2012-honda-cr-v-comparison-test.html     

Inside Line: Next-Generation Nissan GT-R Might Not Happen

NOOOOO!!!!

By Scott Oldham, Editor in Chief | Published Jul 26, 2012 


Just the Facts:

• The next-generation Nissan GT-R (R36) may not be officially approved at Nissan.
• A source tells Inside Line that Nissan CEO Carlos Ghosn has not yet given the go-ahead to design and engineer the car.
• Nissan officially has no comment on the subject.

SANTA MONICA, California — A source close to the project tells Inside Line that the next Nissan GT-R has not yet been approved for production. Company CEO Carlos Ghosn, we're told, has not given the go-ahead to design and engineer the car. And he may never give it the green light.

In other words, it's possible that the Nissan GT-R in its modern form is a one-hit wonder.

Five years ago, the GT-R created a global phenomenon due to its combination of extreme performance, high technology and low price. Since then, Nissan's engineers have been slowly refining the R35 with subtle changes to its styling, suspension and engine output.

But all that time we assumed an all-new, fully redesigned model was in the works, possibly for the 2014 model year. There has even been speculation that the next-generation GT-R would get a hybrid drivetrain to keep it on the good side of the efficiency scale.

Now, it's increasingly looking like that's not going to happen. At first, rumors began to circulate that the next GT-R (R36) was delayed to the 2018 model year and it would receive another face-lift in 2013 to try to keep the car fresh for longer. Then we dug a little deeper and found out that development of the R36 hasn't even started yet.

Inside Line called Nissan for an official comment on the topic and received this brief e-mail reply from a company spokesman. "I cannot comment on that speculation and cannot comment on future product plans for the GT-R."

Although Ghosn was a champion for the GT-R project back in 2009, his new pet project, the all-electric Nissan Leaf is on the other side of the automotive spectrum. Ghosn approved the original GT-R only after being assured that it would make money for the company even at low volumes. Since its introduction, GT-R sales in the United States have added up to just 5,914 units and they have slowed recently to just 583 this year.

Add into the equation that the R35's chief engineer Kazutoshi Mizuno recently retired and it's easy to see why the next GT-R in in jeopardy.

Inside Line says: Come on, Carlos. Let them build it!

Source;
http://www.insideline.com/nissan/gt-r/next-generation-nissan-gt-r-might-not-happen.html

Honda Accord Crosstour on Vossen Wheels

Wow.... Very nice.

It’s extremely rare that you find an original idea in the automotive world when everybody is stuck making the same cars. This unsuccessful but very interesting Honda is different from all other cars on the road.

It’s the Accord Crosstour and it’s supposed to combine elements of coupe, crossover and sedan. Normally, that would spell out Frankenstain’s monster, but in white, with huge wheels, it’s pretty awesome.

The huge wheels in question are the 20-inch CV3 concave ones from Vossen. These completely change the look of the car in combination with a lowered ride hight and what appears to be increased camber.

Notice the aggressiveness of this setup, how the concave rims extend all the way to the wheel lips. That’s what we call bagging a car. This Crosstour is equipped with Ksport coilovers using parts from various Accord sedan/coupes and is lowered around 4-4.5 inches.

Source;
http://www.autoevolution.com/news/honda-accord-crosstour-on-vossen-wheels-photo-gallery-47836.html

Advantages of natural gas cars lost in buzz for electrics

Very interesting article....

Peggy McGuire, uses the quick release connection to fill up her natural gas Honda Civic.

By Julie Wernau, Chicago Tribune reporter

Four years ago President Barack Obama unveiled his vision of 1 million plug-in vehicles on U.S. roads by 2015, pumping about $5 billion in federal funding into electric cars.

But then Natural Gas prices fell to roughly half the price of gasoline. Now a stodgy, undersubsidized horde of natural gas vehicles is catching on with everyday consumers despite a paucity of marketing or fueling infrastructure.

By year-end, 123,600 natural gas vehicles will be on U.S. roads, compared with 65,500 plug-in vehicles, Pike Research's Smart Transportation practice estimates.

Some experts wonder whether the U.S. chose the wrong technology to support.

"Hindsight is always 20-20," said Christopher Knittel, the William Barton Rogers Professor of Energy Economics at the Massachusetts Institute of Technology Sloan School of Management. "The drop in natural gas prices brings up an interesting issue, which is, which technology do we want to put our money behind?"

Right now, the money is behind electric vehicles, but that could change.

In February, the Obama administration proposed that the plug-in tax credit be increased to $10,000 from $7,500 and extended to other alternative fuel vehicles, including natural gas. It's a change experts say could make natural gas-fueled cars far more price competitive. In response to demand from motorists, the Honda Civic Natural Gas car is being displayed in showrooms nationwide for the first time since it was introduced in 1998.

This month, the Department of Energy, a strong promoter of electric vehicles, awarded $30 million in research and development funding aimed at reducing the costs of making natural gas vehicles and building natural gas filling stations. Several companies, including Lisle-based Navistar Inc., have announced massive filling station buildouts along major truck routes that would be available to the public.

The interest in plug-ins traces to at least 2008, when gasoline prices seemed headed to $5 a gallon.
The following year the federal government earmarked $2 billion in Recovery Act dollars for makers of batteries and other components for plug-in vehicles and another $400 million to build a charging infrastructure. The Department of Energy pitched in with $2.4 billion in loans to Nissan, Tesla and Fisker to support plug-in manufacturing.

In addition, consumers were enticed into buying electrics with a tax credit of up to $7,500.

While there is no federal tax credit for natural gas vehicles, some states have offered incentives. In Illinois, for instance, buyers of natural gas vehicles receive a credit of up to $4,000. A Honda Civic Natural Gas is priced about $5,650 more than a gasoline-powered Civic EX. The vehicles are less expensive than electric vehicles. The Ford Focus Electric is priced $22,700 above the gasoline version.

"Natural gas vehicles just don't have the cost challenges that electric vehicles do. You don't need that same level of incentive," said Dave Hurst, a senior research analyst at Pike Research, which studies the electric and natural gas vehicle markets. "I think the more interesting question is, why aren't there more incentives on the infrastructure side for natural gas?"

So far, public fueling stations for natural gas vehicles have not received the same support as charging stations, although some dollars have flowed to companies vowing to provide public access.

"In some ways it's pretty similar to the challenges we're seeing on the electric vehicle front," Hurst said. "Should infrastructure lead the vehicles, or should vehicles lead the infrastructure?"

To encourage sales of its new line of natural gas-powered heavy-duty trucks, Navistar is partnering with California-based Clean Energy  Fuels, which will build 150 natural gas fueling stations, all of which will be available to the public.

Pike estimates 1,358 natural gas refueling stations will be available in the U.S. by the end of the year, about half of them private. That number is about 1 percent of the 100,000 charging stations that Pike estimates will be up and running at year-end.

Why the discrepancy in stations serving electric versus gas vehicles?

Natural gas vehicle makers for years have focused on business owners and fleet operators, not average consumers, said Hurst.

"Electric vehicles are more well-suited to the consumer market," he said. "But when you start getting into these medium-duty and heavy-duty trucks, electric is never going to be a great solution for those. Those vehicles use a tremendous amount of fuel and (get) just a couple of miles per gallon."

In addition, natural gas filling stations, which require expensive compressors and massive highly reinforced storage tanks, are costly to build, roughly $500,000 to $1.5 million, compared with $200,000 to $400,000 for a traditional gasoline station or $50,000 for the most expensive charging stations.

The hunger for natural gas vehicles has put Honda in an enviable position. It offers the only sedan that's sold as a natural gas vehicle.

When it introduced its Natural Gas vehicle in 1998, 80 percent of sales were for fleet use, said Eric Rosenberg, assistant manager of sales and marketing for Civic Natural Gas. But when gasoline prices soared as natural gas prices fell, consumer interest perked up.

"When we passed $4, it was crazy," Rosenberg said. "We were selling cars like packs of
The car has never been featured in its own TV ad. But last year consumers accounted for 81 percent of sales. This year sales have been up an average of 30 to 40 percent each month from previous sales records.

"We're waiting to be the country's darling here," said Rosenberg, who said he has a small marketing budget that allows him to produce brochures for dealers and trade shows.

Tony Lindsay, director of research and development for the Gas Technology Institute in Des Plaines, said it isn't difficult to see why consumers are turning toward natural gas vehicles. New technology has opened up vast natural gas deposits in the U.S., and prices have fallen to around $2 to $3 per million British thermal units, a price that puts fueling costs at the pump at about two-thirds to half that of gasoline.

"It's affordable, American and abundant," Lindsay said. He added that natural gas is nontoxic, noncorrosive and noncarcinogenic. It also won't seep into the ground and contaminate groundwater, as can be the case with liquid fuels.

So why haven't natural gas vehicle sales been even more robust?

Rich Kolodziej, president of Natural Gas Vehicles for America, which promotes natural gas and biomethane as transportation fuels, said automakers produce what people want to buy or what they're forced to make. He said a movement started in California doesn't bode well for natural gas car sales.

Kolodziej said California will require that 15.4 percent of new vehicles sold there by model year 2025 have zero tailpipe emissions. Natural gas vehicles have significantly lower emissions than gasoline vehicles but would not meet California's mandate.

Advocates argue that if the pollution caused by electricity production were added into the equation, natural gas would fare as a cleaner alternative to electricity. So far, however, 10 states and the District of Columbia have indicated they will follow California's lead.

Source;
http://articles.chicagotribune.com/2012-07-29/business/ct-biz-0729-natural-gas-cars-20120729_1_natural-gas-plug-in-vehicles-ford-focus-electric

Clean Diesel Technologies, Inc. Announces Honda Win

VENTURA, Calif., July 30, 2012 /PRNewswire/ -- Clean Diesel Technologies, Inc. (NASDAQ:CDTI) ("Clean Diesel" or the "Company"), a cleantech emissions control company, is pleased to announce that it has begun supplying catalysts for next-generation four- and six-cylinder Honda Accord models. The Company expects to announce additional model programs in 2013 as it continues close collaboration with Honda on other high-performance six-cylinder and hybrid vehicle applications.

Clean Diesel's latest catalyst offerings to Honda leverage its proprietary breakthrough MPC^© technology and include a high-performance catalyst which is designed to meet stringent California Air Resources Board ("CARB") Super Ultra Low Emissions Vehicle ("SULEV") emission standards. Clean Diesel will also supply a palladium-only ("Pd-only") catalyst that significantly reduces precious metal content when compared to competitive products that typically include more expensive and price volatile metals such as Platinum and Rhodium.

"We are proud to be Honda's catalyst supplier for the Accord — one of the best selling cars in North America — and we look forward to our catalysts being introduced on other new and exciting Honda vehicle models. Honda's confidence in our ability to consistently provide superior catalyst solutions is a clear indicator of our technology leadership. We believe that these latest product introductions highlight our strategy to grow sustainable OEM business through technological innovation which expands our footprint with existing customers and creates opportunities to selectively add new customers," said R. Craig Breese, Clean Diesel's President and Chief Executive Officer.

Clean Diesel's Catalyst Division began delivering catalysts to Honda in 2001 – offering a unique combination of high performance and low precious group metal content, resulting in significant economic benefits. Since then, Clean Diesel's catalysts have been sourced for new model programs that typically span four to five years, including the popular model years 2004 and 2008 Accord.

Source;
http://www.digitaljournal.com/pr/815255

Remarks for Rick Schostek, Sr. Vice President, Honda of America Mfg. Automotive Press Association Tour July 2012

I have highlighted the info on the new Accord below....

Rick Schostek

07/26/2012

Good afternoon everyone.  It's great to be with you.  We appreciate the opportunity to tell our story today.
As you know, six months ago … our global CEO, Takanobu Ito, announced at the North American International Auto Show in Detroit that our U.S. R&D and manufacturing teams would take on the development and production responsibility for the next-generation Acura NSX.  It was big news and even earned a few cheers … which was unusual for an auto show and a nice acknowledgment.

But inside Honda … the real news had come a few months earlier.  In Fall 2011 … at a meeting of our global management on our corporate campus in nearby Torrance, California … Mr. Ito told us that Honda was "at a crossroads."  He said it was time for our North American operations to step up and play an even larger role within global Honda.

In addition to the responsibility for the development and production of the NSX it was at this meeting that he asked those of us in the manufacturing area to take on a new, bigger, leadership role in North America … something I will explain in more detail later.

This challenge from our global CEO wasn't a reward … and it isn't simply a result of exchange rates.  We've been dealing with the ups and downs of global economic issues since the late 1970s.

Rather, in making these decisions, Mr. Ito was expressing his confidence in our capabilities in North America.  He noted that our U.S. plants were annually among the leaders in quality results … with our Indiana plant earning the top IQS Platinum award for 2011. And, last month, we followed that up with the Marysville Plant achieving the Silver Award in North America. 

Mr. Ito also reflected on the fact that Honda was approaching the 30th anniversary of auto production in America.  In his view, our associates have great experience and skills in both R&D and production … and it was time for us to take the turn in the road toward a new heightened level of responsibility.

In many ways this is a culmination of the investments Honda has made over the past three decades … not only in facilities and state of the art technology … but in our people.

The 30th anniversary of our Marysville Auto Plant in Ohio is coming in November.  And, of course, we are taking the opportunity to look back at this history … and the people who helped make it happen.  But we really view this as an important time to look to the future … and take bold action for the next 30 years of our operations in North America.

What's important is not a major milestone like three decades of auto production in Ohio, but what it represents.  Which is the vision Honda showed in establishing production operations here … and the commitment to associate involvement and teamwork to continue our original vision of 30 years ago -- achieving the highest levels of quality in America.

I came to Honda in late 1987 … just as the company was rolling out what we called our 5-Part Strategy for North America.  There are a few of you here today who were covering the auto industry back then.  So, you might remember that this led to a second auto plant in Ohio … expansion of U.S. R&D operations, including a new product development center in Ohio … a major increase in local parts content … the expansion of production engineering in America for creation of dies and tooling … and a plan to export U.S.-built Honda autos, including shipments to Japan, in 1988.

But one thing I remember clearly from my early days with Honda was how the industry quickly considered our operations to be the benchmark for auto production in North America.  We opened our doors to the leadership of factories from all of the Detroit automakers.  They wanted to tour our Marysville Plant to understand how we were building such high quality vehicles in the U.S. … with a high level of efficiency and flexibility.

After all, you couldn't say conventional wisdom led to our decision to build the Accord in Ohio.  One of Honda's advantages in the early '80s was the perception that products made in Japan were of higher quality.  Many experts thought it was a risky move to let Americans build Honda products. So, when we started building cars here in 1982, everyone … even some of our own dealers … were concerned that this would negatively impact Honda's reputation for building products of the highest quality.

What Honda brought to the industry was a different approach that has eventually touched almost every automaker and supplier.  We introduced to North America just-in-time parts delivery and rolling model changes, for a seamless transition from old to new model production without a production shutdown.  We focused on a flexible and efficient approach to manufacturing … removing waste … with continuous improvement … and teamwork between Honda associates and suppliers to meet customer expectations for quality and value.

When consumers saw that Honda's American workers could build high-quality vehicles, eight other international companies followed us.  Additionally, the Detroit automakers improved quality and productivity to compete. Today, the quality of almost every vehicle produced in America has risen to the highest levels ever.

So, I think it speaks volumes that … 30 years later … the Marysville Auto Plant is still on the cutting edge.  It took home that Silver award … in this year's IQS rankings.   And this spring, after representatives of another respected automaker toured the Marysville Plant … they told us they consider it to be the benchmark auto plant in North America.  They were impressed with the high level of local content.  They were surprised at our focus on the skills of our associates, rather than automation … and by the high level of engagement of our people.

Through the years we have continued to invest in new technologies and processes to keep Marysville as a state-of-the-art plant. This includes major investments over the past decade in all-new weld, paint, assembly and stamping operations.  In fact, about the only thing that hasn't changed about the Marysville Auto Plant is that it still builds the Accord … the car that started it all back in 1982.   And, through it all, we've navigated through good economic times and bad without a single associate layoff.

This fall we will begin production in Ohio of the all-new ninth-generation 2013 Honda Accord.  As you will discover in a few short months, this new Accord is not one-dimensional.  It excels in all areas … advancing the Accord's outstanding fun-to-drive performance, high fuel economy and leading safety features … the same formula that has helped to make Accord a Car and Driver 10 Best pick for an unprecedented 26 of the last 28 years.
 
This new Accord is a special car befitting the 30-year milestone … a benchmark vehicle built in a benchmark auto plant.  And we are taking on a number of challenges in the Marysville Plant to make it happen. 

As one example, the current model has an instrument panel with a total of 16 seams and is assembled from four separates pieces.  For the new Accord, we will have a seamless, one-piece panel with an integrated airbag lid.  In addition to a beautiful design, this helps achieve a quieter cabin with better road insulation and less opportunity for rattles or squeaks that can occur with conjoined pieces.  

This is the first time the Marysville Plant will complete the entire instrument panel assembly process in-house.  It is a very challenging project that features a number of unique processes.  This includes a very precise ultra sonic knife to score perforations into the substrate and underside of the panel topcoat for airbag deployment … and construction of a new seismic floor – six feet deep into the plant floor – to eliminate vibrations that could cause variations in the perforation.  A new vibration weld machine also was added for the airbag hinge.  

The resulting soft-touch instrument panel is part of a stunning interior … that will help Accord stand out from the crowd.  

This generation of Accord also will feature multiple new powertrain technologies from our new Earth Dreams series … including an all-new 4-cylinder direct injection engine … new sporty CVT transmission … new 6-speed manual transmission … and a plug-in electric hybrid model.

Moreover, Accord's new powertrains … the new direct injection engine and V6 engine … and the CVT and 6-speed automatic transmissions … are being produced at our engine and transmission plants in Ohio.   It's a big responsibility …  and a major challenge.

We are investing more than $120 million in the Ohio transmission plant alone to add a new assembly line for CVT production … as well as additional aluminum casting operations to support the new line.  And in addition to producing the new 4-cylinder and V-6 engines … the Anna Engine Plant, which opened in 1985 ... is investing almost $100 million tp produce high-tech pulley components for the CVT transmission beginning next year.  I won't take you through all of the details, but these two powertrain plants have worked together for two decades … and these investments will ensure they continue to be the bedrock of our operations for decades to come.  

I've had something of a unique opportunity to be a part of the growth of many of these operations in America.  I started my career in Ohio … and I am back in Marysville again.  But I spent four years in Alabama … during the early days of that plant's growth.  I later moved to our plant in Greensburg, Indiana in 2008, as that plant began mass production.

In an industry pockmarked with plant closures, Honda's story in North America has been one of continued reinvestment in our existing facilities to keep them on the leading edge of quality, efficiency and flexibility … while also introducing the newest concepts for ergonomically friendly processes for our associates.

Today – we have seven auto plants in North America with nine assembly lines and an annual capacity of 1.63 million units.  This spring, we broke ground for a new plant in Mexico, which will build Fit-series sub-compacts and increase our capacity to 1.92 million in 2014.  This will help increase the percentage of our sales produced in North America from more than 85 percent last year to well above 90 percent in the coming years.

In addition to the new plant in Mexico, we are expanding and innovating our existing production operations in Ohio, Alabama and Indiana.  In total, an investment of about $2 billion dollars just over the past 18 months.

As I said, we are expanding our engine and transmission plants in Ohio to produce new, more fuel-efficient engines and transmissions.  And each of our plants is working to capacity.

In addition to the investments at the Marysville Plant that I've already mentioned … at our East Liberty Plant we're expanding the assembly line and adding new vehicle painting technologies.

In Indiana, we added a second production shift last year that doubled annual production volume to 200-thousand units.  This enabled the plant to add the all-new Acura ILX sedan and hybrid this spring to its existing lineup of Honda Civics. 

The Indiana plant also produces the Civic Natural Gas vehicle … the only mass-produced natural gas passenger car in America.  So, with production of hybrids and natural gas vehicles … there isn't another plant in the world that can boast this kind of production diversity.

Last week, we informed our associates in Indiana of plans to further increase production by another 50,000 units annually by early 2013 … with an investment of $40 million dollars and additional employment of almost 300 associates. This will bring our annual capacity in Greensburg, Indiana, to 250,000 units.  And early next year, we will add production of the Civic Hybrid in Indiana.

In Alabama, just last night, we informed a county commission in Alabama of our plan to invest $115 million dollars, expand our engine plant there, and increase employment by another 50 associates.  In total, this will bring our new investment in Alabama to almost $400 million dollars over the last 18 months … which also is helping us expand our auto plant and add a third stamping line that will increase capacity by 40,000 units.
Collectively, this expansion of our North American manufacturing operations speaks volumes about our confident outlook for the future.

When we began our operations in America, the foundation of the company was not on investment in buildings and equipment.  Rather, our foundation was built on how our associates learned to focus on customer satisfaction … with a high level of teamwork … a commitment to make the best use of resources … and a passion for overcoming challenges.  And this culture continues to serve as the foundation of our operations in North America and all over the world.

A recent news story referenced a 35 percent decline in U.S. manufacturing employment between 1998 and 2010.  During that same time period, Honda increased its U.S. manufacturing workforce by 35 percent … and by another seven percent since then. So, as Honda continued to invest in facilities, we've been investing in people as well.

Earlier this year, two Honda associates whom I met at Honda of America in the 1980s … ascended to key leadership roles within our U.S. operations.  Erik Berkman, who started his Honda career at the Marysville Auto Plant in 1982, was named president of Honda R&D Americas to lead our product development efforts here.  And Brian Newman … who started with Honda in 1979 at our Marysville Motorcycle Plant … was named president of Honda of South Carolina Manufacturing where we build all-terrain vehicles.  And last year, Tom Shoupe, who joined Honda about the same time I did in the late 1980s, was named president of Honda Manufacturing of Alabama.

This kind of organic growth in our leadership capabilities is key to our future.  Over the past decade, a number of Honda associates from Ohio and Canada have served as expert engineers for Honda factories in Alabama … South Carolina … Georgia … Indiana … and Mexico. They have shared their experience … in starting up or helping innovate these operations.

A moment ago I touched on some of the challenges our Indiana plant is undertaking in order to meet customer demand.  When we launched the new Acura ILX and ILX Hybrid in Indiana, it was an exciting environment … with an effective mixture of younger Honda veterans like Tom Hilfinger … who came over from Honda of America to provide leadership … and a talented group of younger associates … many hired straight out of Purdue University in Indiana.  Together, they've accomplished a lot in a short amount of time … including that Platinum Award in last year's IQS … and successfully rolling out multiple new products and technologies.

The exciting thing is that the communication is not one way.  While we send experienced managers to new operations to help teach the Honda Way … those operations often are the test bed for new ideas that are fed back to our more mature facilities.  It's one way Honda keeps its vitality and youthful spirit … and makes continuous improvement in quality, flexibility and efficiency.

For instance, all of our major plants have employed consolidation centers where parts are staged and re-packed for proper sequencing on our assembly lines. At our plants in Ohio and Alabama, the original consolidation centers were within ten miles of our plants.  Not a great distance, but it still required a number of trucks to shuttle back and forth each day between the center and the factory.

As part of our Green Factory initiative, when we built the Indiana plant, we integrated the consolidation center into the operational design of the plant … and constructed it right on site.  The concept was strong … the efficiency and flexibility such an advantage … that over the past five years we've been applying the concept at all of our other auto plants.  On-site consolidation centers have been constructed in Alabama … and at both auto plants and our engine plant in Ohio.  The centers are being completed at Anna and East Liberty this year.

Several years ago … while working in Alabama … I was talking with an associate who had joined our engine plant from another automaker.  He observed that at his former company, whenever a new project began everyone received explicit instructions … "here's how to build a forging line, follow this blueprint."  However, this associate was surprised that when he received a new assignment at Honda … his instruction was simply -- "go to the Anna Engine Plant in Ohio, see what they have done, and make it better."

The reality is that there is no cookbook at Honda.  No set way of doing things that would dampen our associates' initiative, creativity … and personal growth.  This makes the Honda Way a bigger challenge … certainly … but it also creates a bigger opportunity in terms of innovation and the growth and maturity of people.  This has been our path in North America.

It's also been our way that achievement is met with new challenges.  Which is why last fall our CEO, Ito-san, decided to challenge our manufacturing facilities in North America to step up to a new and larger responsibility.   In the coming years, our associates will play an unprecedented role for an international automaker.  We will have the lead role in taking production know-how for key global models and transitioning it to other Honda plants throughout the world.

As you know, our operations in North America have had exclusive launch responsibilities for many light truck models that are developed and built here … including the Honda Odyssey, Ridgeline and Pilot … and the Acura MDX.  But this new responsibility calls on our North American operations to set a benchmark when it comes to production processes and capabilities for key global models that also are produced in other Honda plants around the world.

To give you an understanding of what this means … historically, our production associates in North America went to our global New Model Center in Japan to learn how to launch new models.  Along with associates from other Honda plants, they would gain the know-how and refine the processes used to build those global models.  Now much of this activity will occur in North America.

So, our associates will need to deeply understand and then share the production know-how that is needed to build these global platforms.  We also must understand the capabilities and process needs of each plant around the world building that model.

Based on this leadership role, we also will be further increasing automobile and parts exports from North America to markets around the world.  This fall, Honda will reach the one million mark in total automobile exports from the U.S. to global markets.  And, by the way, this doesn't include shipments to Canada, which are a part of NAFTA.  These one million U.S.-made vehicles were sent to Japan, China and many other markets in Latin America, Europe and the Middle East.

With this increased export role, Honda associates will need to learn even more about the requirements of other markets outside of North America … the needs of those customers and how we can exceed their expectations.  For this year, we will export about 100-thousand vehicles … with the expectation that this annual total will double in the coming years.

Further, we're expecting an almost 70 percent increase this year in the export of major parts to Honda plants in South America, Europe and Asia. This represents a substantial increase in business for many of our suppliers in North America … and as we informed our more than 600 suppliers this spring … these parts exports are going to grow even greater in the coming years.

This new responsibility will be an incredible challenge … but the key to our success is our people … and how we have worked to advance and utilize their skills and ideas.  This is one of the unique attributes of the Honda Way.

So, the bold challenge from our global CEO is something that our entire team in North America is very excited about.

We've known a lot of success over the past 30 years, and we intend to continue winning in the future.  In fact, I think it's a lot like our fortunes in IndyCar racing. We supported Indy for six years when no one other automakers were racing.  As part of our long history in America … and in racing … we looked at it as our responsibility to help maintain this important part of American culture … even during a tough time for business.  But it's also about the competition.

So, as much as we enjoy the return of engine competition to the IndyCar series, no one at Honda liked seeing the Bow Tie on the podium for the first few races. And it was interesting how quickly people counted us out after the first three races of the season.  But our engineers at Honda Performance Development were doing a lot of work behind the scenes with our U.S.-developed Indy engine.  And we restored order with the big win at the Indy 500 and with a couple of more checkered flags since then.  We're not going to win them all.   But we love competition … and our Racing Spirit is as strong as ever.

In the same way – we view our business as both a competition, and also as a shared responsibility to contribute to a strong U.S. auto industry.  The auto industry faces many challenges ahead … including ever-increasing demands for safety and environmental technologies … new information technologies… and global competition.  But we have learned so much … and gained so much … from our experience in America.

After 30 years of building cars in America … our challenging spirit … and the abilities of our associates are alive and well.  Now, we're ready to utilize these capabilities and leverage them against new challenges … in the effort to create new value for our customers and our industry.  And we look forward to the competition, too.  Thank you.

Source;
http://www.hondanews.com/channels/corporate-headlines/releases/remarks-for-rick-schostek-sr-vice-president-honda-of-america-mfg-automotive-press-association-tour-july-2012

Honda Details European 2012 CR-V

Honda is moving forward with presentation of the Euro-spec CR-V crossover. Obviously, the car is very familiar to us, and this is mainly because it’s already been available in the States since last year. However, the European CR-V has a different set of bumper, which we actually prefer. It also previews the car that will be available in Asia and Australia.

Getting back the ‘old’ continent, here the CR-V will replace the model that’s been sitting on dealers’ lots since 2007 (facelift in 2009). Interested buyers can expect to see it arriving in the early part of November.

New photos of the 2012 CR-V were just released, together with a walkaround video. Despite its funky exterior, the crossover is very versatile inside. Photos show that it can take two mountain bikes standing upright inside the boot with the seats folded flat.

Source;
http://www.autoevolution.com/news/honda-details-european-2012-cr-v-photo-gallery-video-47650.html

Below is from www.honestjohn.co.uk for spec's;


It looks bigger but at 4,570mm long and 1,650mm high the new CR-V is 30mm lower and 5mm shorter than the previous CR-V.

Volume production at Swindon starts mid August 2012 and there will eventually be a choice of seven drivetrain combinations:

A manual or automatic 2.2iDTEC four wheel drive.
A manual or automatic 2.0iVTEC four wheel drive.
A manual or automatic 2.0iVTEC two-wheel drive.
And a manual 1.6iDTEC two-wheel drive.

The first four go on sale from Autumn 2012, the two-wheel drive petrol from early 2013 and the two wheel drive 1.6 diesel from mid 2013.

Over the years, the Honda CR-V has morphed from the family funwagon we first saw in 1997. That was 6 months ahead of the first Land Rover Freelander, but 3 years behind the first Toyota RAV-4 and 6 years behind the car that started it all: the 1991 Vauxhall Frontera.

The second generation CR-V from 2001 shared some of the features of the first, including a lift-up rear window, side-hinged tailgate and walk-through cabin (assuming you went for the auto that had a column shift).

But neither first nor second generation CR-V had what a keen driver would call ‘handling’. That came with the third generation CR-V that soundly thrashed the contemporary Toyota RAV-4 in that department. I had one for 6 months and it not only handled almost as well as a Mazda CX-7, it was the most comfortable car I had ever driven. And, manual or automatic, it still had a walk-through cab, though no between seats access to the rear.

And, though very practical, it had stopped being a ‘Multi Activity Vehicle’, as suitable for surfing as for shopping. It had become a luxurious ‘Sport Utility Vehicle’.

The new CR-V takes that a stage further. It is even more car-like, modelled more like a junior Lexus RX than a LandRover Freelander.

In marketing terms, Honda sees it sitting above the Hyundai ix35, KIA Sportage, Land Rover Freelander and Toyota RAV-4, equal to a VW Tiguan, and nipping at the heels of the Audi Q5 and BMW X3.

Expect a decently equipped new 4WD CR-V to start at over £25,000 and top out at about £35,000.

Launch engines are the 2.2iDTEC with 150PS and 350NM torque. The manual with idle stop emits 149g/km CO2, same as a BMW X3 2.0 diesel, but the auto chucks out 174g/km, which is quite a lot more than the X3 auto.

The 2.0iVTEC now offers 155PS and 192Nm torque. It emits 173g/km in manual form with idle stop and 175g/km as an auto. But in 2WD manual form emissions drop to 168g/km.

It has to be emphasised that Honda is probably the most ‘honest’ manufacturer over ‘official’ emissions and CO2 outputs so these figures are probably achievable by real drivers.

The 4WD system is different from before. Instead of having dual pump system that engages 4WD when it is needed, it now has a single hydraulic pump and the car sets off in 4WD, ‘relaxing’ to 2WD when the system detects it isn’t needed.

With the rear seats folded flat, the boot capacity of the CR-V has grown by 148 litres to 1,648 litres. If the space saver spare wheel is specified, 147 litres to 1,669 litres and with the seats folded up, the boot capacity is 589 litres. The load length has been increased by 140mm to 1,570mm, while the height of the load lip has been reduced by 25mm to make it easier to load heavy or awkward items. The boot of the CR-V can now accommodate two mountain bikes or four sets of golf clubs.

The next generation Motion Adaptive electric power steering system (MA-EPS) has been refined to combine easy manoeuvrability with increased feedback and response at higher velocity. This sophisticated new system also works with the standard Advanced Vehicle Stability Assist (VSA) system to detect instability in slippery road conditions and automatically initiates steering inputs that prompt the driver to steer in the correct direction.

The MA-EPS system also has efficiency benefits. It’s simple and compact and unlike a conventional hydraulic pump power steering system, it does not draw continuous power from the engine, helping to reduce fuel consumption.

There’s also a range of electronic systems designed to make driving both easier and safer including Hill Start Assist (HSA) which is standard across the range and stops the vehicle rolling backwards during hill starts.  Hill Descent Control (HDC) makes its debut on the CR-V and is available on automatic variants, it operates at up to 5 mph and helps the CR-V descend difficult terrain safely and consistently. These systems work in conjunction with the VSA and the MA-EPS systems.

Honda’s Collision Mitigation Braking System (CMBS) is a radar-based autonomous emergency braking system. At speeds above 9 mph, moving and stationary vehicles are detected along a path 100m ahead of the vehicle. When the system senses that the car is likely to hit one of these obstacles, a three stage process is initiated. In the first, (typically around 3 seconds before impact), the driver is alerted by visual and audible warnings. In the second stage, when the system senses that a collision is still likely (typically some 2 seconds before impact), three sharp tugs are given on the seat belt and the car automatically starts to apply some braking. Finally, when a collision is unavoidable, CMBS tightens the front seat occupants’ seatbelts (using reversible tensioners different from the pyrotechnic devices used during the collision itself) and applies a high level of braking force. This braking can be supplemented by the driver up to the maximum that the car is capable of. Honda estimates that if all cars were fitted with CMBS, between 200,000 and 250,000 accidents could be either prevented or their effects mitigated every year.

Source;
http://www.honestjohn.co.uk/news/new-cars/2012-07/euro-spec-2013-honda-cr-v-breaks-cover-in-frankfurt/

Honda tops annual car reliability survey in UK

Honda is celebrating after being named the most reliable used car brand in the annual What Car? and Warranty Direct reliability survey for an unprecedented seventh year in a row. According to the report which Honda has topped since 2005, Honda cars are the least likely to leave passengers stranded by the roadside with just a one in 10 chance of models suffering a breakdown in any given 12-month period – an enviable record.

Chas Hallett, What Car? editor in chief commented “Honda definitely deserve a special mention, seven years at the top of the annual What Car? / Warranty Direct research is a great achievement. When a car leaves the car makers warranty protection it can start to cost the consumer cash and inconvenience, this research highlights that this does not happen often with a Honda”.

Warranty Direct’s managing director, Duncan McClure Fisher, added: “Honda has continued its spectacular record in the annual reliability study. It has proven its ability over many years to manufacture cars that continue to be extremely reliable beyond the usual three year warranty period. If you are in the market for a used vehicle, our study suggests you should seriously consider a Honda.”

Dave Hodgetts, Managing Director, Honda (UK), concluded; “The reliability of our cars is a key focus for Honda as we strive to make every second of Honda ownership an enjoyable experience. This doesn’t just start at the manufacturing stage, but is intrinsic throughout the research & development and during the parts procurement process, this focus ensures that we build reliable and high quality cars.

“Success in reliability studies like this, further proves the dedication, skill and passion of our engineers, both at the development and manufacturing stages, and we are incredibly proud to be the most reliable manufacturer in the industry – for an outstanding seven years running.”

Lucky number seven
Seven is certainly a lucky number for Honda this year, not only is there seven cars in the range but on top of the seventh What Car and Warranty Direct Reliability Survey result, this is also the seventh accolade awarded to Honda so far in 2012.

The British built Jazz was named Britain’s Best Used Supermini by consumer campaigns Which? and it was also given the top spot in the 2012 JD Power owner satisfaction survey’s supermini category for the ninth year running. Other wins include the CR-V being named most popular 4x4 in the Honest John Awards, the Jazz Hybrid taking the trophy in the Parkers Cost of Motoring New Car Awards eco car category and the new British built Civic taking the Parkers medium hatchback category, plus it beat all other competitors to take the overall Parkers Cost of Motoring New Car Awards overall title.

Source;
http://www.easier.com/105369-honda-tops-annual-car-reliability-survey.html

Acura NSX vs. Lexus LFA: Japanese Juggernauts Face Off in Latest Head 2 Head

 
Written by: Christian Seabaugh
Why do the Japanese build supercars? Neither Toyota, nor Honda is forced to build one. Those automakers can make more money selling boring Accord and Camry sedans than supercars, but that hasn’t stopped either company from building exotics. On the latest episode of Head 2 Head, we drive the original Acura NSX and the Lexus LFA to see which naturally aspirated supercar is king of JDM.

This episode begins with host Jonny Lieberman providing a close look at what made the original Acura NSX so special. The NSX was a supercar that beat its contemporary Ferrari rival on and off the track. It was faster and more reliable – simply put, supercars today wouldn’t be what they are without the NSX.

The Lexus LFA on the other hand, is a flawed supercar. It’s fast, technologically advanced, and sounds simply amazing, but its handling doesn’t inspire confidence and uses an outdated transmission. As Lieberman points out, though, what makes supercars most special are their flaws.

Even if the Acura NSX and Lexus LFA don’t necessarily get your motor going, we’d recommend checking out the latest episode of Head 2 Head just to hear the LFA’s high-revving V-10 as it thunders through a closed-off tunnel. Trust us, it’s worth it.

Which of the two Japanese supercars would you prefer, the original Acura NSX or the Lexus LFA?

Source;

http://wot.motortrend.com/acura-nsx-vs-lexus-lfa-japanese-juggernauts-face-off-in-latest-head-2-head-238263.html

Uncertain UK future for Honda Accord

Falling sales and a weak D-sector could prompt Honda to leave the next Accord off the UK sales list

There is no “concrete plan” to replace the current Honda Accord in the UK, according to company insiders.
Like other cars competing in the cut-throat mainstream D-sector, Accord sales have been hit as drivers are forced by CO2-based taxation to downsize into Golf-class cars.

The rising popularity of compact SUVs is also undermining the European D-sector. UK sales of the Accord have slipped from about 10,000 per year to about 2500.

Importing the Accord from Japan also seriously depresses the car’s profitability because of the strength of the yen against sterling.

Currently, 93 per cent of Honda’s UK sales are of cars made in Britain, resulting in the Accord becoming a niche model alongside the CR-Z and Insight hybrids.

Source;
http://www.autocar.co.uk/car-news/industry/uncertain-uk-future-honda-accord

All-New Mazda 6 Finally Revealed

Nice looking car, however I've always liked the Mazda6 styling....

We’ve been very anxiously waiting for the new Mazda 6 ever since we first saw the stunning Takeri concept. The Japanese manufacturer assured people that the upcoming production version of the Takeri, the all-new 6 would retain most of its design cues, and we’re very happy to report that they weren’t lying.

After one picture leaked onto the web last night, Mazda responded by releasing an additional three, showing the car from pretty much every angle. We are really impressed with how it turned out and we say that it’s the best looking sedan revealed in a while (a few years, actually).

According to Mazda, they will be officially revealing the car live one month sooner than anticipated, not at the Paris Motor Show, but at a similar venue taking place in Moscow next month (August 29th). It will, obviously, be shown in Paris as well, but Russia will be the first country to see the new 6 in the metal.

We hope this car is as good to drive as it is to look at, as well as being very efficient, as we’ve come to expect from Mazda. We applaud their design effort, and if it will be backed up by similarly good driving dynamics (which judging by the old model, it probably will, and some), there will be no reason for anybody to want another sedan.

Source;
http://www.autoevolution.com/news/all-new-mazda-6-finally-revealed-47612.html

This Monstrous, 850-HP Acura NSX Is Heading To Pikes Peak

Once upon a time, the behemoth you see here was a stock Acura NSX. Now, it’s a wild 850-hp winged monstrosity that will tackle the Pikes Peak International Hill Climb in early August.

Cody Loveland’s Michigan-based firm, Lovefab, specializes in turbo kits for the original NSX, so it’s not that surprising to see his first venture into Pikes Peak’s unlimited class is based upon the Honda supercar.  There’s little resemblance to the original product, and it’s understandable once you look at build photos of the car: virtually everything apart from the passenger tub and engine compartment has been chopped from the stock NSX structure, allowing room for new suspension, custom carbon fiber bodywork, and an insane engine package.

That engine is a heavily-modified 3.0 liter V-6 bolted to a pair of Garrett turbochargers. According to Lovefab’s website, the project’s originally aimed at a 1000-hp metric, but new press releases from sponsor HRE Wheels mention the car cranks out “only” 850 hp. The entire package still allegedly manages to put down 600 hp at the wheels when dyno-tested.

So, when will we see this beast in action? If you managed to show up to the West Michigan Honda Meet this past weekend, you already did. Automobile Magazine’s road test editor managed to snap photos as the LoveFab racer wowed crowds and made plenty of noise as it lapped Gingerman Raceway in South Haven, Michigan. Still, if all things go according to plan, plan on seeing this car compete in Colorado on August 12. Until then, enjoy the videos below for a taste of this mad machine in action.

Source (via Lovefab);
http://rumors.automobilemag.com/feature-flick-this-monstrous-850-hp-acura-nsx-is-heading-to-pikes-peak-158523.html

New Fuel Efficient Engines Shake Up Consumer Reports Sporty Compact Suv Ratings 2013 Acura RDX Jumps up Rankings

YONKERS, NY (PRWEB) July 24, 2012

While the BMW X3 and redesigned Acura RDX have moved up in Consumer Reports Ratings of upscale compact sporty SUVs, both vehicles earned a top spot by changing their powertrains in different directions.

The X3 has been powered by a six-cylinder base engine since its inception in 2004, but BMW opted to go smaller for 2013. It replaced the previous 3.0-liter inline six with a new 2.0-liter turbocharged four-cylinder engine. The new engine ekes out 1 mpg better overall fuel economy (23 mpg) than the old one. The turbo four is not as refined as the six, but it delivers the same 240 hp and comparable acceleration. Precision handling and a taut ride make the X3 drive like the best sporty sedans. Add to that a quiet and plush interior, and the X3 scores at the top of CR’s Ratings.

By contrast, Acura dumped the RDX’s rough and thirsty turbocharged four-cylinder engine in favor of a more refined 273-hp, 3.5-liter V6. The larger engine not only performs better but also contributes to a respectable fuel economy of 22 mpg overall. The sweet sounding V6 feels smooth and responsive, delivering effortless acceleration.

“The RDX had been a weak spot in the otherwise competent Acura lineup; the previous version wasn’t refined and had a stiff ride. But the engine upgrade, along with a roomier, user-friendly cabin and an improved ride, helps it score near the top of its category,” said David Champion, Sr. Director of Consumer Reports Automotive Test Center.

Another good choice is the Audi Q5 which features enjoyable handling and a well-trimmed interior.

Consumer Reports originally tested it with the uplevel 3.2-liter V6 but now tested it with its base engine, a 2.0-liter turbocharged four-cylinder that averaged a good 21 mpg overall on premium fuel. Shifting is very smooth from the responsive eight-speed automatic transmission. Optional for 2013, is a potent 3.0-liter supercharged V6 that replaces the 3.2-liter V6, with a 3.0-liter V6 turbo diesel and hybrid expected later.

The full report and road test results on Consumer Reports’ latest tests are available on http://www.ConsumerReports.org on July 24th and in the September issue of Consumer Reports on newsstands July 5. Updated daily, ConsumerReports.org is the go-to Website for the latest auto reviews, product news, blogs on breaking news and car buying information. Check out CR’s ongoing Twitter feed at @CRCars.

Rounding out Consumer Reports’ foursome is the Cadillac SRX, which dropped its overtaxed 3.0-liter V6 and optional 2.8-liter turbo V6 for a larger 3.6-liter V6 that gets 18 mpg overall. Despite a power increase and impressive acceleration track times, the heavy SRX still feels sluggish in everyday driving. The interior is plush but driver visibility is problematic. Overall the Cadillac scored a respectable 72 in Consumer Reports Ratings, dropping a point because its revised suspension tuning hurt its emergency handling performance.

The RDX and the Q5 are Recommended because reliability is predicted to be average or above. The X3 four-cylinder is too new for Consumer Reports to predict reliability, and the SRX has shown below-average reliability.

Consumer Reports also tested two other turbocharged four-cylinder SUVs for this report: the Kia Sportage SX and the Ford Edge SEL. The Sportage gained a turbocharger to boost power; the Edge is another SUV that downsized from a V6 to a turbo four to save fuel.   

The Kia Sportage’s stylish design stands out from the crowd of typical boxy SUVs. But if you want even more fun, you can buy the top-level Sportage SX with a 2.0-liter turbocharged four-cylinder engine. With 84 more horses than the standard four-cylinder, acceleration is much quicker. Handling is agile and responsive, with body lean that’s kept in check in the corners, but the steering is heavy and doesn’t give much feedback. The ride, which was already stiff in the base Sportage, becomes worse with the SX version. There is also quite a bit of wind noise and pronounced road noise.

From the outside, the tested Ford Edge SEL might look like any other Edge. But under the hood it’s missing two engine cylinders. That’s because this SEL has Ford’s optional EcoBoost 2.0-liter turbocharged four-cylinder engine instead of the base 3.5-liter V6. The little engine moves this not-so-little SUV around with plenty of power There’s less engine noise, too: The four-cylinder turbo actually sounds more refined than the V6. Fuel economy is improved over the V6 but you can’t get all-wheel-drive with the EcoBoost four-cylinder. The six-speed transmission lacks refinement and handling comes up short on agility.

Consumer Reports is the world’s largest independent product-testing organization. Using its more than 50 labs, auto test center, and survey research center, the nonprofit rates thousands of products and services annually. Founded in 1936, Consumer Reports has over 8 million subscribers to its magazine, website and other publications. Its advocacy division, Consumers Union, works for health reform, food and product safety, financial reform, and other consumer issues in Washington, D.C., the states, and in the marketplace.

Source;
http://www.digitaljournal.com/pr/806604