Honda 1.5 litre i-VTEC direct-injection engine and G-Design Shift CVT sampled, along with CR-Z facelift

The Sport Hybrid systems, including the all-new single-motor Intelligent Dual-Clutch Drive, weren’t the only highlights at the 2012 Honda Meeting – Earth Dreams Technology showcase held in Japan. Honda also previewed its new direct-injection mills, in both 2.4 litre and 1.5 litre guise. The two Earth Dreams inline-four units wear fresh CVTs as well.
The 1.5 litre twin-cam DI unit, which offers 127 hp and 154 Nm, has both VTEC and VTC as well as auto stop-start in the inventory. The 11:0 compression NA unit features a new lightweight block construction, with active measures to reduce friction.
Key tech employed includes low-tension piston rings, a two-stage relief oil pump, high-tumble port, mass EGR and patterned piston coating. In terms of improvement, torque is up by 6%, and efficiency by 5% over a similar existing powertrain.
As for the CVT, the transmission wears a G-Design Shift badge, and for this one the company states that a “new cooperative control achieves ‘the joy of operating’ the car.” Such imagery aside, the new 6.2 ratio unit is claimed to have a quicker response, better efficiency and wider range.

Reduced friction is on the cards, as well as the employment of a new CVT transmission fluid. Elsewhere, the design incorporates a new high-precision pulley pressure control, high-efficiency oil pump and a new high-strength belt.
The new power and drivetrain was on a Fit at Tochigi, and there was a chance to try it out on the high-speed banked oval – the upper lane was closed off at the banked sections, but there was still ample acreage to stretch the car’s legs as part of what the company tagged the ‘Acceleration Fun’ part of the event.
Tuned towards offering economy without sacrificing drivability, the unit isn’t a veritable powerhouse, but it’s energetic enough. It’s also impressively smooth, especially the CVT. There’s none of the rubber-banding characteristics associated with the type, and what was coming off the unit was rather direct, almost auto transmission-like in feel.
The engine itself is quite willing, lively as it climbs up the rev range, and the smoothness carries through to higher band operation. A simple round across Tochigi won’t reveal what it’s like in the real world, so things will have to wait until it – presumably – debuts on the new Fit to show what it can really achieve, especially with regards to fuel consumption.

The bigger displacement unit, the 2.4, has pretty much the same bag of tech tricks seen on the 1.5 DI, with the inclusion of a double-arm chain system into the list. Output torque has been increased by 10%, and efficiency is up by 4% over the current unit. As for power output, the new 2.4 DI offers 184 hp at 6,400 rpm (188 hp in Sport trim) and 243 Nm at 4,000 rpm.
Aside from the two DI units, there were other engines on static display – the new 1.6 litre Earth Dreams i-DTEC turbodiesel, which will make its market debut in the new Civic hatchback in Europe in January, as well as a research three-cylinder petrol turbo mill.
No details were available for the three-cylinder turbo, and none were again forthcoming from the Honda engineers despite some serious prodding, but the unit does look rather 1.0 EcoBoost-esque in intent and form. It does look like Honda is viewing the downsizing card and at alternatives quite intently – might be that something like this would bridge the gap from its 1.5 DI to its 660 cc mills quite nicely.
Speaking of 660 cc mills, we had the chance to take out the recently-launched N-One kei car, in both normally-aspirated and turbo forms. The NA version offers 57 hp at 7,300 rpm and 65 Nm at 3,500 rpm, while the turbo delivers 63 hp at 6,000 rpm and 104 Nm at 2,600 rpm. The N-One only comes with a CVT, and from what was gathered at the event, that also wears a G-Design Shift badge.

The car looks cute, in a kitschy way – I quite like the front end, actually. The interior is rather neat too, if spartan. The front bench looks novel and there’s a decent number of cubbyholes for storage, and a push-button ignition and auto AC keeps it all tidy.
Around the track, belting it seemed a poor idea, especially with the NA, given that it’s really meant as a city car, but aside from a wooly steering at speed and some wind noise, the N-One gave a decent account of itself. Its behaviour is clean and the overall spirit is definitely perky. The turbo went around much easier, naturally, but performance isn’t the be all and end all – in Japan, it’s the cheaper NA that sells far better.
Such is the case too with the gangly N Box, which was at Tochigi in its turbocharged form, complete with Custom dress-up kit – the engine is the same unit as that on the N-One, and has identical figures.
Like the N-One, the normally-aspirated N Box does much better than its turbo sibling in terms of sales, but Japanese consumers do opt to dress it up with the Custom kit – it’s 50-50 basic and Custom as far as sales go, I was told.

Inspired by what the N-One achieved, I decided to let rip with the N Box, and at 130 km/h going into the middle lane of the bank, images of the vehicle tottering over flashed in my mind, but aside from a complete drop in steering weight, it chugged along happily.
As far as drive character goes, think of it as a bigger N-One. It’s not the prettiest thing, the N Box, but it is eminently practical (plenty of space at the back with the rear seats folded down), and sales reflect its popularity in Japan.
Last, but not least, the facelifted CR-Z. The example at Tochigi was an auto mule, but the additional juice incorporated into the revision helps add zip – you should temper your expectations, because it’s not jaw dropping, but there’s a definite improvement, notably going into the midband.

I finally figured out how the S+ button operates. Press it, and you get all the available power the car can muster, but the battery has to be at least four bars full; any lower and the system is unavailable. When available, a ‘S+ Ready’ indicator lights up on top of the battery meter display.
Operation is accelerator pedal dependent. The moment you ease off on it, the system disengages and goes back to normal output. Things are also good for a moderate time only, but it’s long enough for something like overtaking.
No word on when the car will arrive on our shores, but given that production of the pre-facelift model is all but over, you can work the math as to when it’ll tentatively arrive here. Oh, and apologies for not grabbing any pix of the CR-Z’s interior – there was simply too many things going on, and by the time I remembered we had left for the next section!

Source;
http://paultan.org/2012/11/16/honda-1-5-litre-i-vtec-direct-injection-engine-and-g-design-shift-cvt-sampled-along-with-cr-z-facelift/

Honda Starts Selling Retro N-One Microcar in Japan

Hmmm, I think that this would sell here in North America....

Written by: Donny Nordlicht of http://rumors.automobilemag.com

Cute and stylish aren’t often words associated with Honda’s current lineup, even overseas. However, Honda has rolled out this new retro-inspired, chic hatchback called the N-One.

The underpinnings come from the aptly-named Honda N BOX and N BOX + kei cars currently on sale in Japan. All Honda N models use a CVT to power either the front or all four wheels, and the N-ONE is powered by a 660cc engine with or without a turbocharger. Pricing begins at ¥1,150,000 ($14,375) for the base N-One G with front-wheel drive and the naturally-aspirated engine. Honda also gives customers the option to step up the N-One Premium for ¥1,360,000 ($16,997), which adds upgraded interior materials and more exterior brightwork.

But the big deal about the N-ONE is its style. Despite being a micro car, it has maxi styling. The design was inspired by the 1967 N360, Honda’s first mass-produced minicar. The N-ONE has a modern update of the cheery front fascia, with circular headlights that stick up from the rectangular grille like Mickey Mouse ears. In lieu of multiple chrome bars, the headlight and grille surround is done here in black, with a body-color strip separating the upper and lower grilles. The entire car is slab-sided and very upright – like the original – and the small, mid-mounted taillights echo those from the N360. Inside, the dash is a more-rounded version of the dramatically vertical setup in the N BOX on which the N-One is based; a large infotainment screen sits in the middle of the dashboard, while a pod with the shifter, audio, and climate controls juts out in the middle of the cabin. Modern touches like LED interior and exterior lighting, xenon headlights, and a two-tone paint job are all available.

Sadly, the five-door N-One will never make it to the States. Not only is it right-hand drive only, at just around 133.3 inches long, the N-One is shorter than the Fiat 500 by a full three inches. To better utilize the limited interior space, Honda has fitted the fold-flat Magic Seat system out of the Fit in the N-ONE, which is made possible by placing the gas tank near the center of the car.

Do you think the N-One would make a good competitor for the Fiat 500? Should Honda still pursue quirky, fun niche vehicles for the North American market? Let us know what you think in the comments.

Source;

http://rumors.automobilemag.com/honda-starts-selling-retro-n-one-microcar-in-japan-182253.html

Honda’s Global Product Plans: Civic Type R, Beat Roadster, FCX Successors Confirmed

Written by: Evan McCausland of www.motortrend.com
 
We would have expected Honda to formally announce future product plans at next week’s Paris Motor Show, but instead, CEO Takanobu Ito outlined a number of new launches while detailing Honda’s global corporate goals. From an automotive perspective, Honda hopes to sell 6 million cars annually by the close of the 2017 fiscal year, effectively doubling its volume. Here’s a little taste of the products it plans on using to achieve that astounding figure.

-Acura RLX: we already knew a fair amount about the forthcoming replacement for the aging RL, but Ito confirmed the completed, production-ready 2014 Acura RLX will make its public debut at the Los Angeles auto show in November, and on sale here in early 2013. It’ll be sold as the Honda Legend in Japan starting in 2014.

Power will be provided by a 310-hp, direct-injection 3.5-liter V-6. Buyers will have the choice between a front-wheel-drive RLX model boasting all-wheel steering, or a all-wheel-drive model that incorporates Honda’s new, three-motor SH-AWD driveline. In fact, the RLX will be the first Acura to use the system, though it will ultimately be a hallmark of the revived NSX supercar.

Honda also says that all other Acuras will be “renewed within the next three years.” Seeing as the RDX, ILX, and RLX are all-new, that essentially leaves the TL, TSX, MDX, and ZDX open for an overhaul. We doubt the TSX will be renewed for another generation: not only does it brush against the new ILX, but Honda doesn’t plan on crafting a new Accord for the European market – which essentially leaves that product line dead in the water.

-Civic Type R: Honda’s European press agency confirmed one a poorly-kept secret: an all-new Civic Type R is under development, and will be designed and sold primarily for European customers. We still don’t know if the new Type R will ditch its traditional supercharger in favor of a turbocharger, but Honda does note it aims for the Type R to become the fastest front-wheel-drive vehicle to lap the Nurburgring. Honda is expected to show a Type R at the 2013 Geneva Motor Show in March, but the production car won’t be on sale until 2015.

-Fit/ Fit Crossover: As previously reported, an all-new Fit subcompact is just around the corner. This is Honda’s true global car, but the next-generation model will be even more international. In an attempt to keep costs low, manufacturing will be performed in or close to markets across the globe. For instance, all U.S.-market Fit models will be built in a new plant in Celaya, Mexico.

Honda plans to initially launch the Fit in Japan in 2013, but a U.S.-market model – along with a new crossover variant – will be introduced within the following two years. The Celaya plant should start cranking out U.S.-spec Fit models in the spring of 2014.

-Microcar Onslaught: Honda has big plans for super-small cars. Ito notes it will launch six new “mini-vehicles” for the Japanese market by 2015. One, the N-ONE, is patterned after the N Concept 4, and is in turn inspired by the Honda N360 of the late 1960s. The retro-shaped hatchback should square off against the Mini hatchback and Fiat 500, though it’s unlikely to make its way to North America any time soon.

If that’s not small enough, Honda also wants to further develop the idea of a micro-commuter car, much like the concept it showed at the 2011 Tokyo motor show. That design, which boasted seating for three and an all-electric powertrain, could compete squarely with the miniscule Nissan Pivo EV. No timeframe was given for production, but Honda aims to test such products in Japan sometime in 2013.

Additionally, Honda promised new variants developed from the Brio, a low-cost B-segment car first launched in late 2010. Designed to appeal in price-sensitive emerging markets, the Brio first debuted as a five-door hatchback, but Honda says both a conventional four-door sedan and a “utility” model – likely a small crossover – are also on the way.

-New Beat: Both the 2008 OSM and 2011 EV-STER concepts hinted Honda was interested in revisiting the idea of a compact, two-place roadster. Now it’s official: Ito noted the brand will launch a new open-top sports car – “with strong vehicle dynamics” – as part of its six-car microcar offensive.

As MT reported in late 2011, the new car – likely to revive the Beat moniker – could utilize either a 1.3-liter or 1.5-liter I-4 with VTEC. A hybrid driveline is unlikely, though the car could utilize a dual-clutch transmission. Honda says the car should go on sale in Japan in 2014, but its global market roll-out – if any – remains a mystery.

-Hydrogen Fuel Cells: Think Honda’s recent focus on electric and hybrid-electric vehicles means it’s forgotten or abandoned the idea of a fuel cell vehicle? Think again. Ito confirmed today an all-new fuel cell vehicle will debut in 2015, and allegedly is more advanced and less expensive than the present FCX Clarity. 

Honda says it will offer the new fuel cell vehicle in Japan, Europe, and the U.S. The 2015 target date means it could square off against a production hydrogen fuel cell vehicle from Toyota, which is also scheduled to debut in 2015.

-Hybrids: Honda will ultimately use three different hybrid driveline systems, allowing the company to match “characteristics depending on the model in order to fulfill the needs of more customers.”

We’ve seen Honda roll out two new hybrid systems in recent months. The fanciful Hybrid SH-AWD is essentially the company’s piece de resistance, and will be used on both the Acura RLX luxury sedan and the NSX super car. A new two-motor hybrid system, which can function as both a series and parallel hybrid, was recently introduced on the 2014 Honda Accord Plug-In Hybrid.

Honda’s traditional single-motor Integrated Motor Assist system – presently found on the Civic Hybrid, Insight, and CR-Z – will apparently still be used in the future, but it will be revised to allow for electric-only operation.

Source;

http://wot.motortrend.com/hondas-global-product-plans-civic-type-r-beat-roadster-fcx-successors-confirmed-264711.html

CarScoop: First Photos of Honda's Fiat 500-Fighting N-One Mini

For the Japanese market only as of now, not sure if this would ever make it's way to North America....

Do you remember the Honda N Concept_4 from last year's Tokyo Motor Show? Well, what you see pictured here is the final production version of the small hatchback that is slated to go on sale in Japan this fall. 
 
Sourced from a leaked Japanese market brochure, these scanned images reveal the exterior and interior of the new Honda that will probably rival the likes of the Fiat 500 in the city car segment.
 
Note that we are not entirely sure about the name, which we translated to N-One (or N-1) from Japanese. 

The cosmetic changes over the original N Concept 4, itself a follow up to the 2009 EV-N study, are restrained and include the regular head- and tail lamp fixtures (instead of LED units), and the redesigned tail gate that now sports a thick decorative chrome strip right above the license plate holder. 
 
The styling of the N-One harks back to Honda's original N series of kei-cars from the 1960s and 1970s, and especially the N360, built between 1967 and 1972. 
 
Inside, the N-1 appears less retro with the lower half of the dashboard being almost identical to the one found on Honda's recently launched N Box +, while the upper part is different. 
 
The parts sharing with the JDM N Box + continues underneath the body as the two models use the same platform and running gear. 
 
We don't have any information on the engine choices, but we expect the N-1 to be offered in Japan with Honda's 660cc three-cylinder petrol engine in both naturally aspirated and turbocharged versions linked to a CVT driving the front- or all-four wheels. 
 
At last year's Tokyo Motors Show during the presentation of the concept model, Sho Minekawa, Honda Managing Officer and CEO for regional sales in Japan, said that he expects the N Box + and the N-1 to help double the brand's mini-vehicle sales to around 280,000 units. 
 
Honda has not said if it has any plans to offer the car in markets outside of Japan. 
 
Many thanks to our Japanese tipster 福田隆二!
Photo credits: 福田隆二

Source;
http://carscoop.blogspot.com/2012/08/scoop-first-photos-of-honda-fiat-500.html