Posted by: Cliff Murphy
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TORRANCE, California — The 2011 Honda Accord gets improved fuel economy, updated styling and a new leather-equipped SE trim level, the automaker said on Thursday. The 2011 Accord goes on sale in mid-August. Pricing has not yet been announced.
"Improvements to vehicle aerodynamics, engine friction and transmission gear ratios all contribute to fuel economy improvements," said Honda in a statement.
Honda estimates that the 2011 Accord equipped with a 2.4-liter four-cylinder engine and a five-speed automatic transmission will return 23 miles per gallon in city driving and 34 mpg on the highway. Similarly equipped 2010 Accord models return 21 mpg in city driving and 31 mpg on the highway, according to the EPA. The EPA has not yet posted final fuel economy numbers for the 2011 Accord.
The improved fuel economy numbers for Accord should help it compete against the redesigned 2011 Hyundai Sonata. The Korean automaker estimates that the 2011 Sonata with a 2.4-liter four-cylinder engine and a six-speed automatic transmission returns 22 mpg in city driving and 35 mpg on the highway. The EPA has not yet posted final fuel economy numbers for the 2011 Sonata. The updated 2010 Nissan Altima with a 2.5-liter four-cylinder engine and a CVT returns 23 mpg in city driving and 32 mpg on the highway, according to the EPA.
Even though the AAA Daily Fuel Gauge report on Friday pegged the current average price for a gallon of unleaded gas at $2.75, shoppers in this segment are highly sensitive to fuel prices, according to the automakers competing in this popular category.
The 2011 Accord also gets some modest exterior tweaks, including a new look for the grille, front bumper and rear deck lid, along with a fresh wheel design. New features on some models include steering-wheel-mounted paddle shifters on the Accord EX-L V6 coupe, a USB audio interface on all coupe models and Accord EX and EX-L sedans, and a rearview camera on sedans equipped with the optional navigation system.
The 2.4-liter four-cylinder engine in the Accord LX, LX-P and SE produces 177 horsepower. A 190-hp 2.4-liter four-cylinder engine is standard in the Accord EX and EX-L sedans and the Accord LX-S, EX and EX-L coupes. The optional 3.5-liter V6 engine produces 271 hp. A five-speed automatic transmission is standard on V6 models; a five-speed manual transmission is standard on four-cylinder models.
Posted by: Cliff Murphy
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Finally the 2011 Honda CR-Z has come down off the stand at the auto shows and it's sitting right here on the asphalt on Naruto Skyline, a mountain road down the spine of Shikoku, the smallest of the main islands of Japan. We've been waiting to get behind the wheel of this car since the concept first appeared at the 2007 Tokyo Motor Show, and now we're getting our chance.
Already there's plenty of hype building for the car's introduction to the U.S. late this summer, as American Honda has already built a Web site to promote the car's arrival. But this is the real car in front of us, ready to be released into the Japanese market, and Honda officials tell us that the American version won't be much different.
The 2011 Honda CR-Z asks a lot of questions. The recession has dramatically affected Honda's adventurous engineering spirit, and the company has had to sell its Formula 1 team, cancel the development of its new front-engine replacement for the Acura NSX and end the sale of the Honda S2000 in America. Does this company still have the imaginative engineering that makes it so different?
The Honda CR-Z is certainly a different kind of car. A hybrid can be a lot of things. Clean, clever and fuel-efficient, without a doubt, and a poster child for a forthcoming generation of sensible cars. But fun?
Smart Car
Honda has been working hard to make sure that the 2011 Honda CR-Z makes us remember the Honda CR-X, its two-passenger coupe built from 1983-'91. Just as with the CR-X, the mission here has been to build a small, smart, eco-friendly coupe for the modern era. Lightness and efficiency are the key attributes, because the combination of 122 horsepower and a curb weight north of 2,550 pounds tells you the CR-Z is not going to be blowing too many doors off a Bugatti Veyron any time soon.
The CR-Z is like a Tesla Roadster, but without the $109,000 price tag.
Here on the Naruto Skyline, the CR-Z defies its critics in cyberspace, who have been quick to dismiss the idea of the first hybrid with a six-speed manual transmission. It proves surprisingly taut, sporty, agile and entertaining as it tackles the twists and turns of the Shikoku roads.
Of course, it's a totally different car from the CR-X coupe. That is to say, it's not some kind of cut-down Honda Civic coupe with a manic 1.6-liter VTEC twin-cam engine screaming its way to an 8,000-rpm redline. Nor is it a redo of the original Honda Insight, the slippery 1.0-liter hybrid coupe that Honda launched back in 1999 as the first hybrid to go on sale in the U.S.
Fact is, the 2011 Honda CR-Z falls somewhere between the two — both in terms of design and in the amount of performance on offer. Honda believes that this is the right combination to build a network of CR-Z enthusiasts from Mini-type buyers who like the idea of a smart premium-style compact, only with the green image that a hybrid conveys.
The CR-Z is like a Tesla Roadster, but without the $109,000 price tag.
Hybrid CAFE Racer
While the CR-Z is loosely based on the current four-door Honda Insight sedan, you'll be cheered to know that the Honda engineers have massively improved the formula by shortening the wheelbase, widening the front and rear track and making the structure far more rigid.
The car measures 160.6 inches from end to end, 68.5 inches wide and only 54.9 inches to the tip of its antenna. The wheelbase is 95.8 inches, some 4.6 inches shorter than the Insight, and the CR-Z retains the suspension of the Insight platform with front MacPherson struts and a rear torsion-beam setup. The bad news is, Honda claims only a 97-pound reduction in weight from the Insight sedan.
Once you pull open the somewhat heavy door, a novel interior design awaits, a kind of cost-conscious, Honda-type attempt to deliver the arty style of a Mini or Fiat 500. The low-set driving position is just what you want in a performance car, and the pedals and shift lever feel perfectly placed. The sport seat offers fine all-around support and looks good. The instrument panel is a busy mass of buttons, lights and switches, but there are cool touches like the usual entertaining display of power flow through the internal combustion engine and hybrid system.
Don't look back, though, because rear vision is badly hampered by that dramatic, sloping roof line, especially into the blind spots over your shoulders. In Japan, the CR-Z comes as a 2+2 with kid-size jump seats behind you, but the new small Honda will be strictly a two-passenger vehicle in the U.S.
It's the Power
The DOHC 1,496cc inline-4 with i-VTEC variable valve timing and lift comes from the Honda Fit, and it delivers 111 hp at 6,000 rpm and 106 pound-feet of torque at 4,800 rpm. It's matched up with a six-speed manual transmission with ratios selected from the European Civic.
Just like the Insight, the 2011 Honda CR-Z features a parallel hybrid system with an electric motor powered by nickel-metal hydride batteries. The motor is rated by Honda at 13 hp, and some complicated calculations by the engineers (don't ask) lead Honda to rate the combined output of the CR-Z's powertrain at 122 hp at 6,000 rpm and 128 pound-feet of torque at 1,000-1,500 rpm (123 pound-feet when equipped with the optional CVT).
The CR-Z adds sport to the hybrid system with a three-mode drive system. Three backlit buttons on the dash give you the choice of Economy, Normal or Sport, and the inner ring of the tachometer is illuminated in green, blue or red to match. Each mode offers a different combination of throttle response, steering effort, idle-stop time and power from the hybrid system.
It's Alive!
Once you bring the engine to life, you'll recognize the uninspiring clatter. But when you select a gear from the six-speed manual, your frame of reference shifts along with the gears, as this tight, precise, short-throw linkage makes you think of the CR-X.
From the first, the CR-Z's chassis also feels infinitely better than you expect, far better damped than the Insight and with an incisive feel to the way it responds to the steering. The front struts have forged-aluminum lower control arms to reduce unsprung weight, while the compact, H-shape torsion beam in the rear (which helps make it possible to package the batteries unobtrusively) doesn't feel like a handicap.
And in the cut and thrust of driving — both in the city and on back roads — the 2011 Honda CR-Z feels sharp and punchy. Put that down to the extra push (in the way of torque) provided by the electric motor. In the Honda hybrid style, the electric motor is more than just a device to make it possible to stop and start the 1.5-liter engine at stoplights or propel the car silently across parking lots. Instead the motor delivers a maximum of 42 lb-ft of torque just as the 1.5-liter gas engine is getting into its stride. As a result, the CR-Z's powertrain has a sweet spot between 1,000 and 5,000 rpm on the tachometer, a smooth, seamless blend of power that gives the CR-Z a zest you don't expect.
On the highway, the CR-Z cruises easily at 80 mph, the sportified suspension giving a firm but not harsh ride. Up over the Naruto Skyline, the CR-Z uses its quick-ratio electric-assist steering, tight front suspension calibration and wide 195/55R16 Bridgestone Potenza RE050A tires on special lightweight wheels to turn into corners well and neatly stay on line. There's good consistency to the steering feel and the CR-Z seems entirely predictable and linear in the way it behaves.
We also tried the 2011 Honda CR-Z with its optional continuously variable transmission (CVT), and even with the slightly detuned engine (111 hp; 106 lb-ft of torque) required in this configuration, the car still accelerates briskly and smoothly.
Three Modes of Go
Gearheads, now look away.
This Fit-based 1.5 is no sports-car engine and starts to get loud at around 5,000 rpm. Keep the hammer down and all too soon you find the engine stuttering as it hits the ignition cutout at 6,500 rpm. Worked hard, the engine sounds flat and hard — not exciting at all. And when you're on the limit rather than just pushing along, the CR-Z gives in to soggy, plowing understeer, and the body rolls over in distress. And a few hot runs up and down the hills soon had the brakes smoking. Yikes.
There is, meantime, a big difference if you choose the Sport button over Economy. Throttle response is massively sharper in Sport (as it should be) and the Honda feels as if it's suddenly gained an extra 50 hp. But remember, on the hybrid side, there is no EV mode in Economy as such, and the CR-Z doesn't run in silent, zero-emissions mode like a Prius.
As far as fuel economy is concerned, American Honda tells us that we can expect the six-speed CR-Z to record 31 mpg city/37 mpg highway, while the CVT-equipped CR-Z will return 36 mpg city/38 mpg highway.
Is This a CR-X or Not?
So what to make of the 2011 Honda CR-Z? Honda says CR-Z stands for "Compact Renaissance Zero," a phrase meant to capture Honda's commitment to go back to the point of origin (zero) to take on the challenge of creating a new kind of compact car, one not bound by the values expressed by traditional coupes.
Down in Shikoku, the CR-Z proved that while it's not a machine to have the Nissan GT-R running for cover, it does have its own kind of sophisticated green-tinged driver appeal. Up to a pretty high level, it works, and that's pretty much all the CR-X offered us, however much we have romanticized the car in the past two decades.
At a price of between $25,000 and $27,600 in Tokyo, the Honda CR-Z is fairly expensive, but early orders have still been flooding in. Come late summer, will Honda's formula with the CR-Z click with Americans?
Posted by: Cliff Murphy
in Latest |
CHICAGO -- Honda showed off a concept version of the 2011 Honda Odyssey minivan at the 2010 Chicago Auto Show Wednesday.
Though not the actual production version of the van, the Odyssey Concept is a good indication of the new minivan that will appear in showrooms this fall.
The new Odyssey has been designed and engineered in the United States and will be built at Honda's Alabama manufacturing plant.
The interior of the minivan hasn't been finalized yet, but it's expected to offer more room than the current Odyssey.
According to a Honda press release, "The next-generation Odyssey will further enhance its hallmark qualities of innovation, quality, safety and fun-to-drive character, while increasing its overall efficiency."
Honda first introduced the Odyssey in 1995. Back then, the minivan was based on the popular Accord sedan and was available with only a 4-cylinder engine. Unlike conventional minivans, the original Odyssey's rear doors opened like a car's doors instead of sliding back as most vans' doors operate.
The Odyssey underwent a major redesign for the 1999 model year. The minivan grew substantially in size and now offered a V-6 engine and conventional sliding minivan doors.
The minivan was last redesigned for the 2005 model year. That generation sported the top-of-the-line Touring model which featured extra amenities.
Posted by: Bob Ringo
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What makes one dealership different than another, when the products are virtually the same and the price we pay as dealers is exactly the same as well. The answer is in the feeling you get when you walk into a dealership. I've felt it and I know you have too....it's that feeling that there is excitement in the air. The feeling that this is going to be a good place to do business.
What it boils down to in it's most common denominator is people. They make the difference. When you drive up to a car dealership, you can generally get a quick synopsis of the kind of place it is by how the people present themselves. Are they all standing at the front door in the old fashioned pounce stance? Is there someone there to greet you with a welcome smile, a nice remark, and an inviting appearance? Is this the kind of place you want to send your spouse, or your children to alone? Since I have three daughters, I always think of what kind of greeting they would get if they came in alone.
I can honestly tell you that I've seen far too many dealerships that I would advise my daughters to stay away from. So I am even more conscious of how our store appears to a new customer. We have a very diverse sales team, men, women, all age groups; several races are represented as are several religions. I often say to our sales team, we have someone here to make everyone feel comfortable.
That being said, the right attitude has to permeate from top management and at virtually all of the Classic Auto Group stores, we insist on a friendly, accommodating, enthusiastic sales team. I know that is not the case in all groups our size, but as someone who has seen more dealerships around the country than most, I can attest to the fact that Classic Stores have one of the best, if not the best sales crews in the industry. Never will you be pressured into buying a car, but rather you will be assisted in finding the right vehicle at the right price for your needs.
No matter if you visit Classic Honda, Classic Lexus, Classic Chevrolet or any one of our 17 stores, you will find a genuine, friendly and best of all knowledgeable sales staff that will make your purchase an easy one.
At the end of the day, nearly every customer wants to buy or lease a new or used vehicle and it is our job to find the car for you. It is a big decision and one that is often a reflection of you and your personality...so find out for yourself what distinguishes Classic from all other Groups in the automobile business....IT'S THE POEPLE.
Posted by: Cliff Murphy
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Honda – playing the same future games that everybody in the business does – decided awhile back that a big chunk of buyers would be pining about now for an Accord-size vehicle that was handier than a sedan and sportier than a mainstream crossover-utility vehicle.
Those would be, Honda speculated, folks beginning a family or folks whose kids have flown. Crosstour is intended to be their new best friend.
You're forgiven if you can't quite place the type of vehicle. Is it a coupe-ish, utility-ish, what-ish ... ?
No. It's a hatchback. Period.
It sits 2 inches higher off the ground than the Accord sedan on which it's based, for foul-weather and bad-road ground clearance, and it offers very basic all-wheel drive as an option.
It is what in the European market is called a five-door – a four-door sedan with a hatch making the fifth door. You can say the same about the BMW X6 or Honda's Acura ZDX. Remarkable, really, that after years of hatch rejection, the industry's inching back toward what's always been the best, most practical way to configure a sedan.
Besides the obvious – a sharply sloping roofline – Crosstour differs from the Accord sedan several ways: beefier grille, nifty blue instrument pointer lighting, 299 to 487 more pounds than similar Accord sedans, 2 inches wider than the sedan outside (though, strangely, an inch or so less inside). And it's the only Accord to offer AWD, though a more primitive type than, say, the Subaru Legacy provides.
The sloping rear roof makes the 2010 Accord Crosstour distinctive, unlike, say, the flat-roofed Toyota Venza based on the Camry sedan. But the styling is color-dependent. A white test car looked as if it had been eating bonbons on the couch all day. A dark gray tester looked trimmer.
The hatch is handier than a trunk, and space behind Crosstour's back seat is twice that of an Accord sedan trunk.
Honda's brought its best cargo-consciousness to the stowage area. Under-floor bins ape the feature in the Honda Ridgeline pickup. A big removable and washable center bin is flanked by two smaller ones. The covers of all three tubs can be reversed, offering carpet or a durable hard-plastic surface.
But there's no stash site for the covers if you overfill the bins. You have to leave them loose in the car or in your garage.
The all-wheel drive, which Honda calls Real Time, is like that on its Element and CR-V small SUVs. Mainly a front-drive system, it transfers some power to the back wheels when, and only when, the fronts slip, Honda says.
Yes, the Honda setup responds quickly. But AWD almost always provides better stability and security if it anticipates and can power all the wheels a moment before they lose traction, rather than a moment after. The system is lighter and cheaper than smarter AWD setups, so it's easy to see why Honda chose it. And it worked fine in very wet weather. No winter roads were available for severe weather testing.
But how's the darn thing drive? That's the point, isn't it?
Yes, it is. And it drives great. But there's literally a price for the package. Crosstour's a premium model, ranging from about $30,000 to $37,000, which is $2,865 to $3,665 more than similar Accord sedans. And the fuel economy is mediocre.
Still:
•It had one of the best blends of ride comfort and bump-taming found in any test car for years. It was quite at home on a tight S corner that's part of the Test Drive routine, taken as fast as traffic and bravery will allow. That was surprising. Extra weight usually degrades handling.
Crosstour swallowed almost without acknowledgment hefty drainage channels, also taken briskly, that populate other parts of the Test Drive route.
Steering was a commendable combo of straight-ahead finesse and quick-turning response. Brakes felt above average.
•Seats were unusually comfortable for a Honda, allowing good retraction of the lumbar support and, in the testers, providing inviting leather surfaces.
In back, the tape measure says head and legroom are about even with the sedan, but it nevertheless felt tight for a leggy adult back there.
•Optional navigation system was aggravatingly slow to load and signal its readiness, but a peach otherwise. It could be used while underway (always and only by a passenger, you understand, for safety). Spelling the names of streets or points of interest was fast because of how the dial and the alphabet display are set up.
•The 3.5-liter V-6, same as available in the Accord sedan and the only engine offered for the Crosstour, ran like a champ, making nice noises doing so. Crosstour's extra weight dampened the yee-haw index when applying wide-open throttle.
The five-speed automatic shifted briskly and smoothly.
•Details were a mix. Old-school parking brake sat right there against the center tunnel. No monkeying with an electronic faux brake device to save console space. But Crosstour didn't want for cubbies and bins on the console.
Fuel-filler door latch down by the floor is gone. Now you just push the fuel door and it pops open, as on most vehicles. If fuel goes back to $4 a gallon and siphonistas are on the prowl, you'll wish the latch were back inside, secure when you lock the car.
No blind-spot warning blinkers in the outside mirrors – and that was good. Kept the driver more attentive to surrounding traffic. Rearview camera provided a crisp image in the navi screen when backing.
By whatever alchemy, Honda's made the Crosstour such a delight that other Accords, and rival sedans, seem pale.
HONDA ACCORD CROSSTOUR
•What? A high-riding hatchback version of the Accord sedan for those who want a hint of SUV and a bushel of utility in their sedans. Available with front-wheel drive (FWD) or all-wheel drive (AWD).
•When? On sale since Nov. 20.
•Where? Made at East Liberty, Ohio.
•Why? Fill a gap that Honda perceived between Accord sedan and Pilot SUV.
•How much? Pricey. EX FWD starts at $30,380 including $710 shipping. EX-L (leather), the lowest-price AWD, is $34,710. Loaded test car, AWD EX-L with navigation, was $36,930.
•How powerful? 3.5-liter V-6 rated 271 horsepower at 6,200 rpm, 254 pounds-feet of torque at 5,000; five-speed automatic transmission.
•How big? Inches its way into full size: 196.8 inches long, 65.7 in. tall (including 4-in. antenna), 74.7 in. wide on a 110.1-in. wheelbase. Weighs 3,857 to 4,070 lbs. Turning circle diameter: 40.2 ft.
Passenger space: 101.4 cubic feet (100.8 cu. ft., AWD). Cargo: 25.7 cu. ft. behind rear seat, 51.3 cu. ft. when seat's folded.
Tows 1,500 lbs.
•How thirsty? Rated 18 mpg in town, 27 mpg on the highway, 21 in combined driving (FWD), 17/25/20 (AWD). Trip computer in AWD tester showed 17.1 mpg (5.75 gallons per 100 miles) in suburban use, FWD tester showed 18.7 mpg (5.35 gal./100) in mostly city use.
Burns regular, holds 18.5 gallons.
•Overall: Feels just right.
Posted by: Nick Najdusak
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Wow, 25 years have past since the Mugen CRX debuted SEMA. Have things changed that much? Check out those sweet wheels!
Posted by: Cliff Murphy
in Latest |
Exterior styling enhancements include a freshened front fascia with a new grille and bumper design, a re-sculpted hood, and a new rear bumper shape. A 10-spoke alloy wheel design, standard on CR-V EX and EX-L, replaces the previous 7-spoke alloy wheel design. Interior improvements focus on new features and functionality. Bluetooth® HandsFreeLink® is now included on models equipped with the available Honda Satellite-Linked Navigation System™. Auto on/off headlights have been added to the CR-V EX-L and the front seats have wider center armrests on all models.
Upgrades to the 2.4-liter 4-cylinder engine improve power output to 180 horsepower (hp), a 14 hp increase. City/highway EPA-estimated fuel economy ratings increase to 21/28 miles per gallon1 (mpg) on 2WD models and 21/27 mpg1 on models equipped with Real Time™ 4WD - an increase of 1 mpg in both city and highway driving on all models.
"The CR-V provides many of the favorable aspects of a car and an SUV in a stylish, yet highly functional and capable vehicle," said Vicki Poponi, assistant vice president of American Honda Motor *** Inc. "For 2010, the CR-V represents an even better value with significant upgrades throughout the vehicle."
While compact on the outside with a 103.1-inch wheelbase and a convenient-to-park length of less than 15 feet, the interior provides 103.8 cu-ft. of passenger volume (CR-V LX) for up to five passengers. Add in a cargo volume of 35.7 cu-ft. behind the rear seats and the CR-V creates a total interior volume that, from a space efficiency perspective, exceeds the U.S. EPA's size definition for a large sedan of 120 cu-ft.
A wide range of interior updates for 2010 include modifications to the radio functionality and control layout, the introduction of new seat fabric textures and an upgraded interior door handle design with a rubberized grip handle. Revised trim panel sections for the steering wheel, gear selector, upper glove box and center console (navigation-equipped models only) serve to brighten the overall interior color theme. Models equipped with an ivory interior now feature a more passenger-friendly darker brown carpet instead of light brown.
The AM/FM/CD audio system integrates a dual tone gray/black color scheme with blue backlighting, replacing black. The CR-V EX-L (navigation and non-navigation models) receives a USB Audio Interface2 for direct access to music files on compatible devices using the vehicle's existing controls.
Consistent with the new audio system backlighting, the background color of the Multi-Information Display (MID) now appears blue (previously black). The MID's digital display functions, which include the odometer, trip computer and vehicle maintenance indicators among other features, for 2010 now include a compass feature on CR-V EX and EX-L (non-navigation) models. On navigation-equipped models, the newly added Bluetooth HandsFreeLink status and related functions are displayed in the MID.
For comfort, the driver's and front passenger's center folding armrests are each wider by 1 inch compared to the previous model. The front row storage zones continue to offer the same functionality with areas designed to accommodate items as large as a handbag between the seats to items as small as a mobile phones and music players on the retractable center tray table. A center console replaces the retractable center tray table on the CR-V EX-L with navigation.
A sliding 60/40 split second row seat with a 40/20/40 folding seatback offers cargo versatility by sliding forward to increase cargo space, folding forward to accommodate long objects, or folding and tumbling forward to create a large, flat cargo area. Maximum possible cargo volume measures 72.9 cu-ft. with approximate floor dimensions of 51 inches long by 39 inches wide (at wheel wells). Storage potential behind the rear seat is enhanced by a dual-deck cargo shelf (CR-V EX and EX-L) that can strategically accommodate items like a folded baby stroller on the lower level and groceries bags on the upper level. The second row seat includes a Lower Anchors and Tethers for CHildren (LATCH) child seat mounting system for all rear seat positions, allowing two outboard child seats to be installed or one center child seat.
Standard safety equipment includes: the Advanced Compatibility Engineering™ (ACE™) body structure; Vehicle Stability Assist™ (VSA®), commonly referred to as electronic stability control; and a pedestrian safety design in the front of the vehicle. Additional standard equipment includes side-curtain airbags with a rollover sensor; front side airbags with a passenger-side Occupant Position Detection System (OPDS); active front seat head restraints; an anti-lock braking system (ABS) with Electronic Brake Distribution (EBD) and Brake Assist; and a Tire Pressure Monitoring System (TPMS).
The CR-V's unit-body construction makes extensive use of high-strength steel (58 percent) to save weight and create a high-rigidity body structure, which significantly contributes to the vehicle's ride quality, fuel efficiency and safety performance.
A dynamic forward cabin blends the CR-V's upscale body lines into a sculpted lower body with a rugged appearance and durable cladding. A two-tier grille and a side profile with an arched window shape and chrome trim accent the CR-V's distinctive and upscale presence.
For 2010, the front fascia's upper grille has a single horizontal chrome-style trim cross bar as opposed to the double slat style cross bar from the previous design. The hood's sheet metal now flows flush into the upper portion of the grille instead of wrapping down and around the grille.
The lower portion of the grille receives a honeycomb design that replaces the previous three-bar horizontal cross design. A chrome-colored trim piece has been added at the junction where the lower grille section intersects the top of the bumper (on EX and EX-L only). The circular port for Honda Genuine Accessory fog lights is encompassed within the re-sculpted front bumper's painted surface area, which extends lower on the vehicle, instead of within the lower black body cladding. Correspondingly, the re-shaped rear bumper's painted surface area now encompasses the red rear reflectors, also previously located within the black cladding.
The suspension is comprised of a front MacPherson strut layout and a rear multi-link suspension. The high-rigidity body and independent suspension offer a comfortable and engaging driving experience for a crossover SUV. State-of-the art noise absorption materials help to reduce engine and road noise for a quieter cabin.
The all-aluminum,16-valve, Dual Overhead Camshaft (DOHC) i-VTEC engine integrates an "intelligent" version of Variable Valve Timing and Lift Electronic Control along with Variable Timing Control (VTC), which are sophisticated Honda valvetrain technologies designed to enhance fuel economy and power output while reducing exhaust emissions. The VTEC portion of the system hydraulically adjusts the intake valves' rocker arms for lift and duration to help optimize engine efficiency for low- and high-RPM ranges. The Variable Timing Control (VTC) aspect of i-VTEC allows for continuously variable phasing of the intake camshaft, which helps improve engine torque, promote a smooth engine idle, and create an internal exhaust gas recirculation effect for reduced smog-forming emissions (NOx).
For 2010, power and efficiency improvements result from the engine's compression ratio increasing to 10:5:1 from 9.7:1, fuel injectors with a finer spray pattern, larger intake valves, spark plugs with extended electrodes, friction-reducing piston rings, higher-precision timing sensor and a higher flow-rate exhaust system.
The CR-V comes standard with an electronically controlled 5-speed automatic transmission that uses an active lockup torque converter. Wide overall ratios help maximize acceleration in gears one through four and optimize fuel economy in its overdrive fifth gear.
Grade Logic Control helps to reduce gear "hunting" on hilly roads. The available Real Time™ 4WD system - ideal for enhanced traction on snow, rain, dirt roads and sandy conditions - sends power to the rear wheels when needed. Real Time 4WD's always-ready and fully automatic dual pump system hydraulically proportions rear wheel torque via multi-plate clutches. The Maintenance Minder system will indicate that the dual-pump fluid should be changed at about 60,000 miles.
The CR-V is available in three model choices, each offered in either front-wheel drive or Real Time 4WD. Standard comfort and convenience features on the CR-V LX include air conditioning with air-filtration system, keyless entry, tilt and telescopic steering column, cruise control, power windows with auto-up/down driver's window, power door and tailgate locks, AM/FM/CD audio system with four speakers, fuel economy meter and 17-inch steel wheels.
The CR-V EX adds a one-touch power moonroof with tilt feature, chrome grille and rear license plate trim, rear privacy glass, security system, steering wheel-mounted audio controls, dual-deck cargo shelf, audio system with 6-disc in-dash CD changer and six speakers, exterior temperature indicator, vanity mirror lights (new), digital compass (new), and 17-inch alloy wheels (new design).
The CR-V EX-L adds leather-trimmed seats and armrests, heated front seats, body-colored side mirrors and door handles, XM® Radio3, a USB Audio Interface (new), and auto on/off headlights (new). Available on the CR-V EX-L is the Honda Satellite-Linked Navigation System with Voice Recognition and rearview camera, which also adds premium audio system with 7-speakers including subwoofer and Bluetooth HandsFreeLink, center console storage unit (replaces retractable center tray), and a 6-disc CD changer in the center console (replaces in-dash changer).
Colors for 2010 include Opal Sage Metallic (new), Royal Blue Pearl, Taffeta White, Glacier Blue Metallic, Polished Metal Metallic (new), Alabaster Silver Metallic, Crystal Black Pearl, Tango Red Pearl and Urban Titanium Metallic. Interior color choices, determined by exterior color, include Ivory, Black or Gray.
The CR-V became the best-selling SUV in the United States with calendar-year 2008 results of 197,279, also placing it among the top-ten best-selling vehicles for that year. The CR-V is a global product for Honda and is sold in 160 countries throughout North America, Europe, Asia, South America and Africa. Worldwide, the CR-V is assembled of domestic and globally sourced parts including at the Honda of America Manufacturing, Inc., East Liberty Auto Plant in Ohio.
Basic Specs:
Engine: 2.4-liter i-VTEC 4-cylinder
Horsepower: 180-hp @ 6,800 rpm
Torque: 161 lb-ft. @ 4,400 rpm
EPA-estimated Fuel Economy, City/Hwy/Comb.: 21/28/24 (2WD), 21/27/23 (4WD)
Seating Capacity: 5
Passenger Volume: 103.8 cu-ft.
Cargo Volume: 34.7 cu-ft.
Standard Airbags: Driver's and Front-Passenger's Front Dual-stage, Multiple-Threshold Front Airbags; Front-side airbags with passenger-side Occupant Position Detection System (OPDS); and Side-curtain Airbags with Rollover Sensor.
Standard Electronic Stability Control: Vehicle Stability Assist™ (VSA®)
Standard Anti-lock Braking System: 4-channel with Brake Assist
1Based on 2010 EPA mileage estimates, reflecting new EPA fuel economy methods beginning with 2008 models. 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.
2The USB Audio Interface is used for direct connection to and control of some current digital audio players and other USB devices that contain MP3, WMA or AAC music files. Some USB devices with security software and digital rights-protected files may not work. Please see your local Honda dealer for details on compatibility. Windows Media Audio is a trademark or registered trademark of Microsoft Corporation in the United States and/or other countries.
3Required XM Radio subscription sold separately after 90-day trial period. Subscriptions are governed by the XM Customer Agreement available at xmradio.com/serviceterms. Other fees and taxes apply after trial period; see XM Customer Agreement for details. Fees and programming subject to change. Service not available in Canada, Alaska, or Hawaii. © 2009 SIRIUS XM Radio Inc. SIRIUS, XM and all related marks and logos are trademarks of SIRIUS XM Radio Inc. and its subsidiaries.
Press release via Honda
Posted by: Nick Najdusak
in Latest |
Oh, how far we have come. But I've gotta say that this beauty still looks great after 31 years!
Posted by: Cliff Murphy
in Latest |
TOKYO — The Honda CR-Z will go into production in a further expansion of Honda's hybrid lineup. The Japanese automaker confirmed on Wednesday at the 2009 Tokyo Auto Show that a production version of the CR-Z Concept coupe will debut in North America in the second half of 2010. It said the production CR-Z "will be packaged as a sporty two-seat hybrid that provides a personal driving experience for North American consumers."
The production version of the Honda CR-Z will make its world debut at the 2010 North American International Auto Show in Detroit in January, Honda said.
"The Honda CR-Z will expand our lineup of hybrid vehicles and reinforce the fun-to-drive values associated with the Honda brand," said Erik Berkman, American Honda Motor vice president of automobile corporate planning and logistics.
Posted by: Cliff Murphy
in Latest |
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