Woodyscarsite Find: 2012 Toyota Camry Illustration?

Source;
http://www.woodyscarsite.com/2011/06/2012-toyota-camry.html

Honda: Operating profit forecast not conservative

TOKYO: Honda Motor Co's annual operating profit forecast is not conservative given yen strength and rising raw materials prices, the automaker's chief financial officer said on Tuesday.

"I don't think assuming 80 yen to the dollar is conservative at all," Fumihiko Ike told a small group of reporters. "The same goes for raw material prices," he said.

Japan's No.3 automaker this month forecast a worse-than-expected 65 per cent fall in annual operating profit to 200 billion yen ($2.49 billion) for the year to March 2012 and projected a 6 per cent drop in global car sales to 3.3 million vehicles.

Many analysts consider its guidance overly conservative.

Source;
http://economictimes.indiatimes.com/news/international-business/honda-operating-profit-forecast-not-conservative/articleshow/9021763.cms

2012 Honda CRV website up and running

Shrawan Raja of the sites below was kind enough to send a 'heads up' to the new 2012 Honda CRV teaser site up and running here http://automobiles.honda.com/2012-cr-v/

http://indianautosblog.com
http://indianmotosblog.com
http://steeringnews.com
This is straight from Shrawan's site;

Here’s what the website says -

With a new design—both inside and out, new features and new possibilities, the 2012 CR-V will set a new standard for the class. As a top-selling crossover for over five years, expectations for the 2012 CR-V are high and we’re confident they will not only be met, but exceeded. Much more will be revealed over the next several months so be sure to sign up on this page to receive updates.

The new CR-V is a crucial model for Honda in India as the 20-30 lakh rupee crossover/SUV space is prone to a lot of tussling. The Chevrolet Captiva, BMW X1, Toyota Fortuner and the Renault Koleos are very desirable cars and feature-packed and stylish enough to take away limelight away from the Honda. The lack of a diesel engine is hurting its sales in India. In America however this won’t matter as the market share of diesel cars is not considerable.
It is said that the new CR-V (codename 2WS) will arrive with a 4-cylinder gasoline engine producing 180 – 220 horsepower. A hybrid variant is reportedly another development exclusive to the Japanese and American markets

The incoming model according to reports online will be marginally shorter (4,535mm x 1,820mm x 1,685mm as opposed to the current model’s 4,575mm x 1,820mm x 1,680mm (L*W*H respectively) ) and slightly more fuel economical.

Source:
http://indianautosblog.com/2011/06/2012-honda-cr-v-microsite-live#ixzz1QTwURi00

Honda is the brand with fewest warranty claims, study says

UK warranty specialist MB&G states that the companies that filed the fewest number of claims for the past year are those from Japan and Korea. Honda has received the top spot in this study. MB&G noted that as drivers have decided to keep the cars until they’re in their fourth years or even up to six years, there are some drivers who will be surprised with the type of maintenance costs that they’d have to incur.

Kevin Pearce, a director of MB&G, said that modern day cars are “reliable” but that errors are more common in the fourth or fifth years and if “the mileage reaches 70-100,000 miles.” He explained further that the cars feature plenty of electronic equipment that controls the engine management automatic gearbox and a small software error can often create issues.

Of course, there’s wear and tear that have to be considered. MB&G says that the average age and mileage of cars being is increasing, but generally, the corporate/SME market doesn’t like to go beyond the warranties. Pearce said that each year, tens of thousands of warranties are being processed. The average age of those cars are also increasing quite significantly. Pearce added that for now, there are more drivers who would drive around, thinking about purchasing a warranty for “extra peace of mind.”

Source;

http://www.4wheelsnews.com/honda-is-the-brand-with-fewest-warranty-claims-study-says/

Honda Greensburg plant gets survey's highest award

Honda Greensburg was named one of the world's best car assembly plants

.J.D. Power and Associates, a research firm that hands out an annual prize likened to the Academy Awards of vehicle manufacturing, on Thursday singled out the southeast Indiana factory.

Honda Greensburg received the researcher's highest rating, the Platinum Plant Quality award.The Greensburg plant, which assembles the Civic car, scored 24 problems per 100 vehicles, compared with an industry average of 107 problems per 100 vehicles.

"It's a real feather in the cap for a plant that is that new," said Ed Miller, American Honda Motor Co. senior manager for corporate affairs.

Honda opened the plant in 2008 after selecting 900 workers from about 30,000 job applications. Honda is now recruiting a second shift of about 1,000 workers to start late this year.

Honda plants differ from Toyota's and General Motors' by relying slightly less on automation and more on hands-on effort on the assembly line.

To obtain the results, J.D. Power surveyed 73,000 cars and trucks of all makes in the hands of buyers. The survey covers initial problems detected within 90 days of purchase of model year 2011vehicles.

Greensburg was tied for the Platinum award by Toyota's Lexus RX assembly line at Cambridge, Ontario, and Toyota Kyushu 2 in Japan, which produces the Lexus ES, IS and RX. Each plant scored 24 defects per 100 vehicles."

These results are an important demonstration of our focus on the customer and the tireless efforts put forth by Honda associates throughout our organization -- in R&D, in manufacturing and in sales -- toreflect the voice of our customers and to exceed their high expectations of Honda and Acura," Tetsuo Iwamura, chief executive of American Honda Motor Co., said in a statement.

Source;
http://www.indystar.com/article/20110624/BUSINESS/106240345/Honda-Greensburg-plant-gets-survey-s-highest-award

Lexus, Honda top J.D. Power Initial Quality Survey, Ford plummets

Despite being caught in the undertow of Toyota's recall and safety issues last year, Lexis tops J.D. Power and Associates' Initial Quality Study (IQS) as the best brand in the survey being released today. Even better, Lexus' flagship LS sedan had the fewest problems of any vehicle in the first 90 days of ownership.

Meanwhile Ford, which was fifth last year and the only mass-market brand in the top five, fell to 23rd this year. It had 116 problems per 100 vehicles,up from 93 last year and worse than the industry average of 107 owner-reported problems. Its Lincoln brand dropped from No. 8 to 17 this year, with 111 problems.

Power attributed Ford results partly to two specific issues about which owners have complained: complicated communications and other controls and a dual-clutch automatic that some owners found balky and unpredictable. (Drive On friend Greg Gardner of the Detroit Free Press explained the complaints and predicted the IQS rating fall in a detailed story here.)

Power also said new technologies were an increasing problem for all makers. While the overall industry average improved to 107 from 109 problems last year, the IQS scores for models all-new or with major redesigns was 10% worse: an average of 122 problems, up from 111 last year. Carryover or lightly freshened models, by contrast, improved to 103 from 108.

"Exciting models with the latest features are crucial for winning over today's demanding consumers," said David Sargent, vice president of global vehicle research at J.D. Power and Associates. "However, automakers must not lose their focus on the importance of these models also achieving exceptional quality levels. Expected reliability continues to be the single-most-important reason why new-vehicle buyers choose one model over another."

Honda, Acura, Mercedes-Benz and Mazda rounded out the top five nameplates in the IQS survey, which is one of the most closely watched measures of quality in the car industry.

With Ford's fall, you have to go to ninth place before the first U.S. brand shows up -- Cadillac.

Only it and GMC were above the industry average of 107.

Land Rover showed the biggest improvement.

The worst brands for quality? That would be Dodge, followed by Mitsubishi and Suzuki. Still the gap between best and last isn't all that great. Lexus had 73 and Dodge had 137 per 100 vehicles -- and the study doesn't take into account whether the problem was as simple as a rattle in a glove compartment or as bad as a cracked engine block.

Overall, cars had fewer problems, but the number of issues increased slightly in new models.
"Automakers must not lose their focus on the importance of these models also achieving exceptional quality levels. Expected reliability continues to be the single-most-important reason why new-vehicle buyers choose one model over another," said David Sargent, vice president of global vehicle research at J.D. Power.

Only seven all-new or redesigned models rank among the top three of their respective award segments, compared with 17 models in 2010, and only one launch model receives a segment award this year vs. five launch models in 2010. Just one-fourth of redesigned models perform better than the outgoing previous-generation model did in 2010, and eight all-new models perform above their respective award segment average.

Honda picked up seven segment awards for the Accord, Accord Crosstour, Civic (in a tie), Element, Fit, Insight (in a tie) and Ridgeline.

Lexus receives four segment awards for the ES, GS, GX and LS models. For a second consecutive year, the Lexus LS has the fewest quality problems in the industry with just 54.

Source;
http://content.usatoday.com/communities/driveon/post/2011/06/lexus-toyota-gm-ford-jd-power-initial-quality-survey/1

Burlapp find: 2013 Mitsubishi EVO Illustration

Gotta say, nice looking illustration....
"Another illustration, so who know what it will look like.But Road and Track reports that the Evo is not dead.And the new version would be powered by a Hybrid system, paired with a 1.6 Liter Turbo engine.Why not?We still need fun cars around. I just wish they also looked more fun. So far it's just been tricked out versions of the boring Lancer.How about its own design, for once. "

Source;
http://www.burlappcars.com/2011/06/2013-mitsubishi-evo.html

Honda Mugen CR-Z driven

-Hybrid hot hatch tested
-1.5-litre supercharged petrol engine and electric motor
-Not on sale yet - production version could cost £30k

What is it?

Honda's tuning partner Mugen has been charged with demonstrating what can be achieved with hybrid technology by turning the eco-focused CR-Z sports coupe into a proper road rocket.

What's it like to drive?

Although power output from the electric motor is unchanged, by strapping a supercharger to the 1.5-litre petrol engine, power has been boosted from the standard car's 122bhp to 197bhp.

Select sport mode and the Mugen will hit 60mph in just 6.5seconds, but it's more the integration of the supercharged engine with the electric motor that impresses.

Power delivery is most unusual for Honda: there's a distinct absence of the rather flat take-up followed by the distinct kick that its V-TEC engines are famed for.

Instead, there's so much torque - 50% more than in the standard car - from just above 1000rpm that the power is delivered almost instantly and climbs towards the 6500 rpm redline with a strong linear thrust.

Equally beguiling is the duality of the Mugen CR-Z. Put it in eco mode and it will return the low emissions output and an identical cruising fuel consumption of the standard car.

How does it handle?

Superbly, but with one enormous caveat: the only car Honda provided for us to assess was a £150,000 development mule, fitted with track-oriented suspension, super-sized brakes, weight-saving carbonfibre bonnet and doors, and a free-flowing big-bore exhaust.

Even more extreme were the ultra-sticky slick tyres, which proved brilliant on the tight bends of the Rockingham speedway's touring car circuit, but hardly practical on a slimy, rain-soaked high street.

Should I buy one?

Actually, you can't.

Mugen is waiting to see if press coverage is positive and if there is a strong enough customer demand before it commits to production.

If it goes ahead, you can expect the sticker price of the road-going Mugen to be closer to £30k, and for that you will get the bloated bumpers, front and rear side skirts, aerodynamic undertrays and large roof-mounted spoiler.

Inside it'll feature two sports seat - the rear seats will be binned to save weight - a bank of extra gauges displaying water and oil temperature, a separate gauge indicating oil pressure and a heavily weighted gearknob to aid fast shifts through the six-speed manual gearbox.

However, although power and performance will be similar to those of the car we drove, the carbonfibre components certainly won't see the light of day and chassis modifications will be far less track oriented.

Source;

http://www.whatcar.com/car-news/honda-mugen-cr-z-driven/257797

Honda Announces Global CO(2) Emissions Reduction Targets, Including 30 Per Cent Reduction for Products

New Global Environmental Slogan Established

TOKYO, June 21, 2011 /CNW/ - Honda Motor Co., Ltd. today issued its 2011 Environmental Annual Report. Striving to realize the Honda environmental vision of the joy and freedom of mobility and a sustainable society where people can enjoy life, Honda has established 2020 CO2 emissions reduction targets to address the most important business management issues of climate change and energy issues. At the same time, Honda introduced a global environmental slogan that draws directly from Honda's environmental heritage - "Blue Skies for Our Children."

Honda has been pursuing its own environmental targets and is committed to proactive environmental conservation activities. In 2006, Honda set a goal to reduce global CO2 emissions from use of its motorcycles, automobiles and power products by 10 per cent by the end of 2010, compared to year 2000 levels. In 2010, this goal was attained by all products.

Honda has now set a target to reduce CO2 emissions from its global products by 30 per cent by the end of 2020, compared to year 2000 levels. Furthermore, in addition to reducing CO2 emissions during production and supply chain, Honda will strengthen its efforts to realize reductions in CO2 emissions through its entire corporate activities. Honda will also strengthen its efforts in advancing technologies in the area of total energy management to reduce CO2 emissions through mobility and people's everyday lives.

In addition, Honda has established a global environmental slogan as an expression of the company's proactive commitment to make progress in its environmental efforts on a global basis. With this slogan, Honda will strive to become the leader in the area of environmental and energy technologies.

The new global environmental slogan and symbol will be used with Honda's internal and external environmental activities and communications around the world.

■HONDA ENVIRONMENTAL VISION: Realizing 'The Joy and Freedom of Mobility' and 'A Sustainable Society where People Can Enjoy Life.'

■GLOBAL ENVIRONMENTAL SLOGAN: Blue Skies for Our Children
Honda engineers who took on the challenge to meet the stringent new emissions standards of the 1970s U.S. Clean Air Act used the phrase "blue skies for our children" as a passionate rallying cry to devote themselves to this effort. Honda wants to pass on the "joy and freedom of mobility to the next generation" (for our children), therefore, we want to realize a sustainable society where people can enjoy life (blue skies). This slogan continues to represent Honda's passion toward its environmental commitment which has not wavered and will remain resolute in the future.

■GLOBAL ENVIRONMENTAL SYMBOL: http://files.newswire.ca/775/HondaEnvironmental.doc
The circular graphic represents the earth and sun with blue skies (clean air), clean water, and lush green land expressing the bounty of nature that is necessary for us to realize a sustainable society where people can enjoy life. The white line through the middle represents a road where freedom of mobility is realized, while the heart represents Honda's thinking and passion toward our environmental commitment.

For more information about Honda's environmental commitment and activities, please visit the Honda website: http://world.honda.com/environment

Source;
http://www.newswire.ca/en/releases/archive/June2011/20/c7862.html

Honda Beat Successor Rumored With Dual-Clutch Transmission

Beat it, just Beat it! Honda is looking to revive its adorable, legendary (adoregendary?) kei-class convertible, the Lilliputian Beat, this time with motorcycle technology.

The last Beat was built from 1991 to 1996 and featured a 650cc engine in the middle, three cylinders, 63 horsepower, rear-wheel drive, and a name that endlessly amuses Westerners. The next Beat, however, will presumably be bigger than that. It will also feature a dual-clutch transmission—for the first time in a Honda—borrowed from the “Shamu” VFR1200F, and attached to a 1.3- or 1.5-liter VTEC four-cylinder.

Rumors have it that the car would resemble the OSM concept shown above and also share a chassis on the CR-Z, which might diminish some of the Beat’s original tiny cuteness. As long as it’s not saddled as a hybrid, the next Beat should still be fun. Gotta Beat ‘em while you can, Honda.

Source;
http://www.autoguide.com/auto-news/2011/06/honda-beat-successor-rumored-with-dual-clutch-transmission.html

2012 Honda Civic Si Coupe - Road Test

Now Playing: Upsized and downrevved for the enthusiast of tomorrow.
BY JOHN PHILLIPS, PHOTOGRAPHY BY ROY RITCHIE May 2011

For the past six years, we’ve felt a little like Estragon and Vladimir in Waiting for Godot. So many hours have been lost debating whether the previous-gen Honda Civic Si produced enough power to hold its head above water in the pocket-rocket pond. Eventually, this existential controversy morphed into a kind of recreation, with Si devotees screeching fiery epithets from the bleachers. Well, finally, Generation Nine is upon us. “We’re saved!” shouted Beckett’s protagonists whenever they suspected Godot might momentarily appear.

Here’s a sad fact: Godot never showed. And whether the Si is “saved” likewise remains unclear.

Let us review recent history.

Our first encounter with the previous Si came late in calendar year 2005, when we pitted it against a Volkswagen GTI. The Honda lost. In 2009, we inserted an Si into a seven-car comparo, where it finished fifth, gasping and sweating. We weren’t surprised. The Si’s engine—2.0 liters, 197 horsepower, 139 pound-feet of torque—relegated it to least-powerful status in the whole segment. It certainly didn’t possess the grits to fend off, say, a 263-hp Mazdaspeed 3 Grand Touring or a 265-hp Subaru Impreza WRX. What’s more, accessing the Si’s horses has always required the spinning of the crank and cams to a fine fare-thee-well. The VTEC didn’t swap cam profiles until 6000 rpm, and it was thereafter vital to rely on every single rev right up to the colossal eight-grand cutoff.

Of course, Si purists—and trust us, they are legion—smugly insisted that the little howler-monkey engine comprised much of the car’s charm. Yet in the same breath, they’d also confess the coppery taste of  humiliation whenever a WRX achieved 60 mph 2.0 seconds in front of them, fast becoming a gnat on the horizon.

Now comes Honda’s solution for the ninth-gen Si, a solution both simple and a little surprising, given the rumors of a turbo. Out goes the 2.0-liter engine, in comes the naturally aspirated 2.4-liter unit that sees simultaneous duty in the Acura TSX. The result is an unnoticeable 4-hp gain, but torque is up 22 percent—peaking at 4400 rpm instead of 6100 rpm—and that’s a difference you can feel. While they were at it, the engineers paired the engine to the TSX’s delightful six-speed transaxle. But is that enough?

Well, sort of. At the track, the Si nailed 60 mph in 6.3 seconds versus the previous 6.7, and it proved a half-second quicker in our 5-to-60-mph rolling start. Turn off  the traction control, and you can now shred rubber for 15 feet, followed by a Rottweiler bark as you bang into second. An improvement, for sure, but it’s still shy of the accelerative thrust of five turbocharged competitors, including the Speed 3, the WRX, and even the GTI, which has a similarly meager 200 horses but can nonetheless summon 60 mph in 6.1 seconds.

On the other hand, the larger engine ushers in welcome perks. The mechanical thrash of the previous powerplant, for instance, is now largely MIA, and gear noise is likewise reduced, with all three of our sound-level tests confirming the fact. (Still, road-borne noise and tread roar remain issues that Honda must address.) Equally important, the number of shifts required for ’round-town cruising seems subjectively halved. In traffic, the Si is perfectly content relying on first, third, and fifth. And by eschewing a turbo, the Si’s mileage—now up to an observed 26 mpg—is best described as a charming achievement.

Yes, yes, 900 top-end revs have been lost. But the car now pulls with at least vague enthusiasm just after step-off. In fact, our only serious beef with the new engine is its considerable overrun when the throttle is suddenly dropped. Among other things, that makes for very little initial engine braking, and the revs sometimes take a couple of seconds to return to idle. Most drivers won’t complain, but it’s a behavior that lends the drivetrain a titch of laziness that has historically been anathema to Honda-think.

As with the previous-gen Si, this is among the most-neutral-handling front-drivers on the planet. Around our 15-mile public-road loop in southern Ohio, we could provoke only the most minor of nibbling understeer—and that was at speeds approaching Fear Factor Nine—with the rear tires faithfully following whatever paths had been established by the fronts. No rotation, no drifts, no drama. Body motions were exquisitely controlled, with the ride revealing the stiff springs and dampers only over high-frequency imperfections, primarily expansion joints and broken pavement.

At around-town speeds, the Si’s steering tends to feel artificial, as if it were the outcome of some sort of electrical/mechanical calculus that never precisely balanced. At least it’s light. As speed rises, fortunately, it firms up nicely and also becomes livelier. There’s no bump steer, no nervousness, and interstate tracking is peerless. The brakes are fade-free, and the pedal is firm and informative.

Moreover, the light, fluid shifter—as good as any that Honda has ever produced—allows the driver to summon alternate rev ranges with the flick of two fingers, abetted by a new lightweight clutch with simply seamless takeup. Faced with slow hairpins, the limited-slip differential carefully apportions power so that the inside front wheel never scrabbles. The thinly cushioned seats hold you firmly in place, and the dead pedal is perfectly sited. With lateral grip rising from 0.87 g to 0.90 g, the Si just dances and sings in the hills. This 2864-pound coupe is perfectly balanced, agile, poised, ever willing, a car that is easy to drive. Real fast comes real quickly.

The only obvious failure here is the unimproved interior. There are crass plastic trim bits on the steering wheel and around the HVAC controls. The Civic’s trademark minivan-sized windshield leans over a mini­van-sized dash, a vast plain of cut-lines, textures, and colors. The bunk-bed layout for the IP is okay, but the garish LCD gauges are right out of a RadioShack in Akron. The mouse-fur headliner suffers from the mange, and there’s a lumpy, wrinkled collar of felt that surrounds the steering column, shouting to one and all, “Yessir, that’s right, I actually am the cheapest bit of flotsam in the universe!” Note to Honda: Check out the Ford Focus’s interior.

The new Si—manual six-speed only—comes in both sedan and coupe forms. The coupe starts at $22,955, the sedan opens at $23,155, and both top out at $24,655. The only options are navigation, XM radio, and (exclusive to the coupe) summer tires—17-inch Michelin Pilot Exalto PE2s, as fitted on our test car. (Fun driving tip: Demand that your spouse call you “Pilot Exalto.”) If you’ve got a calculator handy, you’ll perhaps already know that a starter Si coupe is more than $1500 cheaper than either a GTI or a Speed 3.

This latest Si is more sophisticated than its forebear, although it has been somewhat cruelly left to play David to the turbocharged Goliaths. As of now, it offers a better ride, produces less noise, and is faster in both a straight line and through the most diabolical off-camber, double-apex turns that Ohio’s deranged civil engineers could conjure. It is surely less raw than its predecessor, a trait that many Si purists—including our own revered Tony Quiroga and Dan Pund—lament. Until they commit to a three-day, 800-mile road trip, two-thirds of which skates over frost-heaved interstates. No longer is the Si a one-trick pony. At speed it’s a serial killer, yet during commutes and city errands it’s a near-soothing mental-health counselor with practicality and a price that make it easy to justify.

And with that, as always, please feel free to express your unalloyed hatred.

Source;
http://www.caranddriver.com/reviews/car/11q2/2012_honda_civic_si_coupe-road_test

Honda rakes up 7,000 orders for Fit Shuttle, Fit Shuttle Hybrid

Earlier this week, Honda unveiled the new Fit Shuttle and Fit Shuttle Hybrid. The Honda Fit Shuttle and the Honda Fit Shuttle Hybrid are both offered in 2wD and 4WD with prices starting at at ¥1,610,000 for the Fit Shuttle and ¥1,810,000 for the Fit Shuttle Hybrid.

So far, Honda has raked up 7,000 orders for the new model with 90 percent of the pre-order sales coming in for the Honda Fit Shuttle Hybrid.

Will this encourage Honda to bring the Fit Shuttle lineup to the United States? It just might.

Refresher: The Honda Fit Shuttle is powered by a 1.5L i-VTEC gasoline unit allowing it to average an estimated fuel-economy of 44 mpg using Japan’s 10·15 testing mode. The Honda Fit Shuttle Hybrid is powered by a 1.3L i-VTEC engine mated to the company’s IMA (Integrated Motor Assist) hybrid system. It returns an estimated fuel-economy of 59 mpg.

Source;
http://www.egmcartech.com/2011/06/18/honda-rakes-up-7000-orders-for-fit-shuttle-fit-shuttle-hybrid/

Honda Owner Nears One Million Miles

The average American driver racks up 13,476 miles per year on their odometer. That makes “Million-Mile” Joe, of Norway, Maine, well above average; Joe has accumulated nearly one million miles on his 1990 Honda Accord over the last fifteen years. That works out to be nearly 4,700 miles of driving per month, meaning that Joe drives as much in a season as the average American drives in a year.

A former automotive service technician turned insurance claims adjuster, Joe is meticulous about his car's maintenance, and keeps detailed records of all services performed. He’s got notebooks full of data, and Honda reports that he’s taken nearly 700 pictures of his odometer to document the mileage. If nothing changes, Joe is on schedule to cross the one-million-mile mark this September, and Honda will be documenting his progress on their Facebook page.

Joe bought his Accord as a six-year-old used car in 1996 with 74,000 miles on it. His obsession with keeping records didn’t start until he crossed the 300,000 mile mark, but it’s safe to assume that Joe followed the car’s maintenance schedule religiously even if he didn’t document it. As remarkable as Joe’s achievement is, it really highlights the fact that manufacturers publish recommended maintenance schedules for a reason; stick to them, and you may have a million mile car in your own garage.

Source;
http://news.discovery.com/autos/honda-owner-nears-one-million-miles-110617.html

MotorTrend: 2012 Euro Honda Civic 5dr HB Spied

Whether or not the looks of the 2012 Honda Civic sedan and coupe do anything for you, if you’re a Honda fan, you’ve probably coveted the not-for-U.S.-consumption hatchback model at some point or another. While Europe got three- and five-door versions of the last-generation Civic, a hatchback hasn’t been offered in the U.S. since the seventh-generation Civic Si ended production. Even if that doesn’t change with the current generation, our spy photographer has snapped some shots of the 2012 Civic five-door hatch that, for some, might make the grass look a bit greener on the other side of the pond.

When we last saw it, the 2012 Civic hatch was covered from nose to tail with camo, making it difficult to pick out any clear details. Now, much of the camo has been removed, revealing body panels and more of the car’s overall shape. The headlights appear to have the same shape as those of the sedan and coupe, but as the last-generation European Civic hatch featured a unique front end, this test mule could be hiding a different grille design.

With the camo on, the rear end bears a slight resemblance to that of the BMW 3 Series GT we caught testing last month, with an almost sedan-like notch in the back. This suggests that the model might continue the styling theme of the previous generation, which had a step carved into the hatch simulating the appearance of a rear wing. Still, it could also be fake bodywork added to throw us off the scent. As we noticed previously, the taillights appear to have shifted further up the C-pillar and into the corners, possibly spreading out vertically rather than horizontally as on the last generation. One of the test mules also appears to sport a glass roof, possibly an option that will be available for European hatchback models.

While there’s no official word on whether or not a Type R badge will ever grace the backside of this model, it would be the more likely candidate for Honda’s performance compact, as the three-door model was chosen as the basis for the last-generation Civic Type R. As with the previous generation, you can expect drivetrain options to mirror what’s available here in the States – perhaps with the exception of a few Europe-only engines, likely to include one or two diesel offerings.

Although the hatchback version of the Civic has been enjoyed by almost every other market except the U.S. in recent years, Honda hasn’t specifically shot down the notion of it coming here this time around. Then again, Honda hasn’t had much to say about it at all. What do you think? Should Honda add the hatchback model to its U.S. lineup?

Source:
http://wot.motortrend.com/spied-five-door-honda-civic-hatch-takes-drive-europe-87651.html#ixzz1PSQyzJOg

Edmunds: 2012 Honda Civic Si vs. 1999 Honda Civic Si

Very interesting read, if anything it says alot about Honda's past....

Has Honda Betrayed What the Civic Si Once Was?
By John Pearley Huffman, Sighing Published Jun 13, 2011

The difference between the 2012 Honda Civic Si and the car which defined the Si name back in 1999 isn't measured in lateral Gs, quarter-mile times or slalom speed. Nope, it's measured in soul — the nebulous and obscure character of a car that makes it memorable, gives it timeless value and, bottom line, makes it fun.

The 1999-2000 Civic Si was — and still is — all of those things. With its delightful, direct steering feel, a nicely modulated throttle and an eager engine, it embodies a driving character true to its maker's roots. Its seats work well and the straightforward dash design is a paragon of ergonomic virtue. Driving it hard reminds us of Honda's simple 1990's design philosophy which valued reward and engagement over virtually all else.

By contrast, the 2012 Civic is, well, soft. Its suspension, its steering and its attitude pale in comparison to the car that made the Si name. The relentless, nasty crush of time has compromised its feedback, feel and even its outright performance in some tests. But it's this car's soul which suffers most.

Turn of the Century Legend

Seven different cars sold in the North American market have worn the Civic Si name. They date back to 1986 when Honda added a fuel-injected engine to the existing Civic S hatchback.

Of those, the car that defined the species was the fourth version sold during the 1999 and 2000 model years. It was the first Civic Si based on the two-door coupe body preferred by Americans, the first to feature a dual overhead cam and 16-valve engine, and the first with an engine rated to spin all the way up to a dizzying 8,000-rpm redline. It was also the last Civic Si with Honda's hallmark double-wishbone front suspension. Say "Civic Si" to any Honda freak and it's the 1999-2000 model that pops into his mind.

In order to compare that car to the newest Si, we need a benchmark. Finding a stock fourth-generation Civic Si is near impossible. Virtually all the surviving Si coupes of that vintage have been either butchered by tuner teens or haphazardly rebuilt from stolen hulks. Often both.

Thankfully, Justin Hall, a student at Cal State Dominguez Hills whose father works for American Honda, has a well preserved, wholly stocked 1999 Civic Si he was willing to share for this test. He bought the car two years ago and the only change he's made has been the fitment of 205/50ZR15 Kumho Ecsta XS tires on the original seven-spoke alloy wheels. Well, that and spinning the odometer up to 120,800 miles.

No problem. At 120,800 miles, a Honda Civic is just about broken in.

Soul Counts

The new 2012 Honda Civic Si coupe promises to appeal to more people than any previous Civic Si. It's got great seats, and it has Bluetooth and computer displays undreamt of in 1999. It also rides comfortably, and its well of midrange torque means it's easier going around town.

"We do extensive research," Jay Guzowski, Honda's senior product planner for the Civic told us, "and a lot of Si owners and intenders and rejecters felt the engine wasn't torquey and they had to shift a lot. We wanted to gain more power and improve fuel economy. We wanted to move around with ease and without a 1-2 shift every time you wanted to move through traffic."

It's reasonable to criticize the new Civic Si for its two-tier dashboard and uninspiring exterior design. And Honda really ought to be ashamed for cheaping out on some of the interior materials and subtle features (like omitting the red LED that lit up the shifter on the 2011 Civic Si). But as a daily transportation device, this is the best Civic Si yet.

It is not, however, the best Honda Civic Si by the standards of previous Si generations. In broadening the car's appeal, Honda has let its passionate, car-guy soul fade. When the VTEC hits in the new car, the driver knows it because there's an indicator on the dash that tells him, not because he just awoke the banshee in the cams. The driver gets a briefing from the steering, instead of a detailed dossier on every pebble on the road.

Stick It and Stuck

On the slalom course, feeling those Kumho tires bite into the pavement through the 1999 Civic Si's direct steering is a sheer joy. And when the limits of adhesion are reached, the driver can feel the tires skitter over the surface as the car transitions into oversteer. This isn't a hardcore Acura Integra Type-R, but the old Civic Si's rack-and-pinion steering is still among the best ever. The same goes for the snick-snick action of the five-speed shifter.

With that in mind, the 1999 Civic Si's 66.8-mph trip through IL's 600-foot slalom was truly impressive (and a significant improvement over the 65.5-mph performance Motor Trend reported back in '99 along that outlet's similar course). Yes, those Kumho tires are stickier than the all-season 195/55VR15 Michelin XGTs the car wore when new. But the car is 12 years old now and it feels planted. It's the same story on the skid pad where the 1999 Civic Si orbited at an impressive 0.88g.

The 2012 car feels significantly softer. That's no bad thing on the freeways where the new Civic Si provides an exceptionally comfortable and quiet ride. This is a Civic Si that can gobble up hours of long cruising like a BMW. Almost.

Consequently, there's too much body roll in the slalom. Despite the (optional) super-sticky 215/45ZR17 Michelin Pilot Exalto PE2 summer-spec tries, the new Civic Si's reflexes seem muted. Honda has done much better with electric power steering than other manufacturers, but it still hasn't duplicated or matched the feel of its old hydraulic systems.

So with that in mind, the 2012 Civic Si's handling performance is unsurprising. With the stability control turned off, it nosed through the slalom at 67.1 mph. There was plenty of understeer evident, and the new car isn't as amenable to chassis attitude adjustments with throttle changes as the old car is, but the limited-slip differential and easygoing torque curve are big advantages.

On the skid pad, the 2012 Civic Si stuck to the tune of 0.87g whether the traction control was on or not.

The new Civic's suspension softness also showed up in braking where nosedive was evident during the 121-foot, ABS-aided stop from 60 mph. The 1999 Civic Si was flatter as it took 129 feet to stop from 60 mph without the help of ABS.

Track This. Track That.Back in 1999 Motor Trend measured the Civic Si ripping to 60 mph in 7.2 seconds while screaming its intoxicating VTEC wail. The quarter mile sped by in 15.7 seconds at 88.4 mph.

In May 2012, Justin Hall's Si took a full second longer (8.2 seconds) to do the same deed for IL. The engine can still make power, though, as it turned in a 16.1-second quarter mile at 86.7 mph. Despite the performance drop off, the personality is there; this is a car built for fun first. And, as it did in 1999, it left us wanting another three or four gears to stretch the engine out. The 1999 Civic Si still feels like a sports coupe.

With its thumper motor, the 2012 Civic Si feels more like a Chevelle; this power plant is the big block of naturally aspirated, four-cylinder engines. And with the traction control off, there's no way to avoid some wheel spin when launching this car hard.

Sure enough, the 2012 Civic Si flat buries its ancestor with a 7.0-second 0-60 blast and a 15.1-second quarter mile at 92.3 mph. This was the exact same Civic Si that IL previously tested, yet it took an additional tenth of a second to reach 60 mph this time and lost almost 1 mph off its trap speed. Go figure.

Of course, it will still be spanked by turbocharged alternatives like the Mazdaspeed3 and Subaru WRX, but the 2012 Civic Si is the quickest Civic Si yet.

Are They Related? Pull up the 2012 Civic Si two-door coupe next to the 1999 car, and they don't look all that alike.

The '99 car is cleanly styled but old-fashioned with its upright windshield, tall greenhouse, thin pillars and blunt nose. It's a design that was conservative when the sheet metal went into production for the 1996 model year. But it was easy to understand why Honda was restrained in drawing this coupe. After all, it was following up the hugely popular 1992-1995 Civic two-door coupe that introduced that body style to the line. Why futz much with success?

The 99's 15-inch wheels weren't state-of-the-art back in '99, but they weren't that far behind it. And the large rear wing on the deck lid is pure affectation; it doesn't have the rake necessary to produce any downforce.

In contrast, the 2012 Civic Si coupe looks like it was styled by being shot out of a potato cannon. It's a sleekly organic, very modern shape defined by the steep rake of its windshield and its fastback roof line. It takes most of the styling themes established by the 2006-2011 Civic coupe and flamboyantly exaggerates them. The longer we had it, the more we liked how it looked. But few love it.

The low, small spoiler that defines the trailing edge of the 2012 Civic Si's deck lid is just as ornamental as the big hoop on the 1999 car and just as aerodynamically irrelevant. On new non-Si Civic coupes, the trailing-edge piece is just a solid-plastic plug. If there's still an aftermarket for Civic spoilers, some company will come up with a more interesting way to finish off the tail. Meanwhile, 17-inch wheels are yesterday's 15s.

Sizing Them Up

It's no secret that Honda shrunk the Civic coupe's wheelbase down to 103.2 inches for 2012. What few have mentioned is that 103.2 inches is the same wheelbase as the 1996-1999 Civic coupe. Yes, the 2012 Civic Si coupe is bigger than its 1999 ancestor, but only slightly. At 175.5 inches long overall, for example, the 2012 Si is just 0.4 inches longer than the 1999. And though the 2012 car looks lower, at 55.0 inches it's actually 0.9 inches taller than the old one.

The biggest dimensional difference is overall width, as the 2012 car is a chunky 1.8 inches wider than the 1999 edition. The newer car also has wider tracks front and rear, as it measures 59.0 inches wide in front and 59.9 inches in back compared with the old car's 58.1-inch track measurements both front and back.

By far the biggest shock is the difference in curb weight. On IL's scales the new car came in at 2,844 pounds while the old car weighed in at 2,583 pounds. That's a significant 261 pounds, but it's a modest weight gain considering the new car's side and side curtain airbags, hefty load of electronics, much beefier structure, substantially thicker sound insulation, and bigger wheels, tires and brakes. By 21st-century standards, the 2012 Civic Si is svelte.

Where It Matters

The heart of this comparison lies, of course, in the two engine bays. And it's a startling contrast.
The 1999 Civic Si is powered by Honda's all-aluminum, 1.6-liter, DOHC, 16-valve "B16" four-cylinder equipped with the company's legendary VTEC variable valve timing system. Situated on the left side of the engine bay, the B16 has its intake behind the engine and the exhaust ports in front of it. It rotates counter-clockwise and feeds a five-speed manual transmission and an open differential.

In contrast the 2012 Civic Si is powered by Honda's all-aluminum, 2.4-lter, DOHC, 16-valve "K24" four-cylinder equipped with the company's latest i-VTEC variable valve timing and lift electronic control system. Shoved in on the right side of the engine bay, the K24 has its intake system in front of the engine and the exhaust manifold is behind it. It rotates clockwise and feeds a six-speed manual transmission and a limited-slip differential.

In short, the new car's engine is half again as large as the old car's and operates in mirror image to it.

Is It 50 Percent Better Though?

But in specific output, the old engine has it over the new one. Back in '99 the B16 in the Civic Si was rated at a full 160 horsepower while whirring at 7,600 rpm — 400 rpm short of its thrilling 8,000 rpm redline. That's 100 hp per liter. Where the B16 falls down is on torque production, with a peak output of just 111 lb-ft at a screaming 7,000 rpm.

In a perfectly linear world, the big K24 should be making 240 hp and about 167 lb-ft of torque. But engineering doesn't work that way. So the 2012 Civic Si's K24 produces 201 hp at its 7,000 rpm redline and a chunky 170 lb-ft of peak torque at just 4,400 rpm. It's the first Civic Si engine that might work OK feeding a — GACK! — automatic transmission. In fact, this version of the K24 is virtually identical to the version used in Acura's TSX luxury-adjacent sedan.

It's not just the fact that the K24 has a greater displacement; it's that the extra cubes are achieved using a long-stroke crank. In the B16 the cylinder bores are just 81 millimeters in diameter and the pistons travel only 77.4 millimeters up and down. The K24's cylinder bores are 87.0 millimeters wide, while the pistons travel a long 99-millmeter stroke. To keep piston speeds reasonable (after all, Honda warrantees these engines), the long-stroke K24 simply can't be allowed to spin as high as the B16.

Long piston strokes are great for producing friendly torque curves and cruising around doing daily chores. But it's the giddy thrills of short-stroke engines that have long been the essence of the Civic Si's personality.

Suggestions? Time has changed Honda, and Honda has changed the Civic Si. But there's room in the market for something more hardcore.

Here's our proposal. Take the new 2012 Civic Si and strip out the heavy moonroof, cut back on the sound insulation, stiffen the suspension, add 10 millimeters of width to the tires, let the engine rev to 7,500 rpm and increase output to 240 horsepower. Omitting the rear seat would be OK too. Call it the Civic Si-R.

For now, be on the lookout for a good 1999-2000 Civic Si with low miles and without many modifications — because it has defied time. In some respects it's not as good a car, but, at the end of the day, it's a better Civic Si.

Source;

http://www.insideline.com/honda/civic/battle-for-the-soul-of-the-honda-civic-si.html

ABC News: Find out the % that your car was built in the USA

Interesting....

ABC World News with Diane Sawyer recently launched “Made in America Summer,” a continuation of the broadcast’s popular series focused on American manufacturing, the economy, and what things American citizens can do every day to help power/increase jobs in the United States.

ABC’s David Muir and Sharyn Alfonsi than decided to examine which car and automaker creates the most American jobs. What did the find? Well, first of all they found, that there are 698,700 people employed by the U.S. motor vehicle manufacturing industry and each automotive job supports nine others in this country.

Find out what percentage of your car was Made in America.

Next Gen Honda Beat getting closer?!?

Straight from www.woodyscarsite.com ;

"Only 33,600 sold from 1991-1996. It is already a classic by Honda standards and the last model to be approved from Mr. Honda himself. The Beat's aim was to challenge the Suzuki Cappuccino and the future Smart Roadster if the model would have continued. It's failure might have been the lack of power. No turbo or supercharger was ever offered to its 656cc engine. Can you blame customers?20 some years later with the advancement of VTEC, Honda can easily afford to spawn a newer version. With the S2000 out of the spotlight, it is an easy win."

Source;
http://www.woodyscarsite.com/2011/06/revival-new-honda-beat-convertible.html

Below are some earlier sketches of the vehilce. I think this would fit nicely into Honda's lineup.

Safety Advocates Demand Government Recall Jeep Grand Cherokee

The safety-minded organization claims that the 1993 through 2004 Grand Cherokee "is the most dangerous vehicle on the road today" due to a supposed defective fuel tank design.-Autoblog
By LISA STARK and BEN FORER
June 8, 2011

The Center for Auto Safety is demanding the government recall 2.2 million Jeep Grand Cherokees, model years 1993 through 2004, because of what they say is a defective fuel tank design that can cause the gas tank to rupture in a crash.

"For the Center for Auto Safety, this is the most dangerous vehicle on the road today and we want it recalled," said Clarence Ditlow, executive director of the advocacy organization.

The Center says that at least 55 people have died in crashes where fire was "the most harmful factor."

This week the center turned over to the government new crash test results that it says show gas tests failings in rear-end impacts. Ditlow said the problem is that the fuel tank is located behind the rear axle.

"You can have the tank itself rupture, you can have the filler hoses pull off as they did in some of our crash tests, and it's just a terrible design," Ditlow told ABC News.

Chrysler disputes the Center for Auto Safety's test results, telling ABC News, the test was "three times as severe" as the government standard and that the vehicle meets or exceeds federal standards.

The company added, "rear impacts resulting in a fire are extremely rare ...[and] occur no more often in 1993-2004 Jeep Grand Cherokee vehicles than in peer vehicles."

New Jersey mom Susan Klein died in a Cherokee when it burst into flames after she was rear-ended. Her husband, Tom Kline, spoke to ABC News affiliate WTVD in Raleigh, N.C.

"Imagine someone you've been with, that you've loved dearly for 33 years being burned to death. It's just not a good picture."

The National Highway Safety Administration (NHTSA), which is investigating the vehicle's safety, declined to comment on the crash test.

Chrysler changed the Cherokee's design in 2005, moving the fuel tank in front of the rear axle. It says the change was made to expand cargo space and had nothing to do with safety.

Source;
http://abcnews.go.com/US/safety-advocates-demand-government-recall-jeep-grand-cherokee/story?id=13791477

Post-quake Honda says it now has lots of Fits, Insights for dealers

Honda offered a terrific sign this week that it is finally getting back on its feet in the U.S. after the March earthquake and tsunami that drastically slashed production.

It is now telling dealers that they can resume ordering two of the most in-demand models -- the small Honda Fit and the hybrid Insight, Automotive News reports.

The two models, both made in Japan, have been among the most in-demand as gas rose to an average of nearly $4 a gallon. The Fit is the smallest car that Honda sells in the U.S. and comes recommended by Consumer Reports. The Insight is the brand's underrated hybrid, a competitor to Toyota's Prius.

"Honda's manufacturing operations in Japan are returning to nearly normalized levels by the end of summer," said John Mendel, executive vice president of Honda's U.S. sales operation in a memo to Honda dealers. Adding back Fit and Insight "represents a major improvement from the recovery timetable we provided you last month."

Honda stopped orders on the models after the earthquake. Honda didn't incur major damange to its factories in Japan, but it has been badly impacted by the shortage of parts that has hampered other automakers, including those in the U.S.

In fact, Mendel is downright bullish. Noting that other models like the Pilot SUV, Odyssey minivan and CR-V small crossover are coming back to normal production levels, he implored dealers, "it is imperative that you keep your foot on the sales pedal."

It won't be easy: Sales fell 22% in May compared with a year ago, the News notes.

Source;
http://content.usatoday.com/communities/driveon/post/2011/06/post-quake-honda-says-now-lots-of-fits-insights-for-dealers/1

Honda plans Brio sedan by 2013,Here is render and info

Not for us in North America....

The Honda Brio hatchback was launched and got temporary suspended!!.Honda announce that Brio hatcback is the company’s lowcost and smallest car.Build for developing countries like Asean and India.The car is slot beneath Jazz/fit and the prices will be affordable to anyone.The car also have great economy and less emissions.

The car sale was kick off first in Thailand a month ago.Many have test drive a car and reveal that the car have good engine Performance,Easy handling but speace and safety kit are limited.People also discussting that the car is over prices and too much cost saving.People dispraise rear window that cover by glass and question about safty,No rear Windshield wiper and lack of many things.

Last two week, Honda announced that it had to temporarily stop taking orders for the all-new Brio because of parts supply problems from Japan caused by the unfortunate incidents.No time frame release but insider source indicate that the car will be aviable agian next year.

Autoten only hope Honda will fix these disadvantages.

Many sources report that Honda is planing a sedan version of Brio in the next two year.The new sedans will join the existing five-door hatchback body.Autoten got render from the ophilus chin reveal a Brio with a boot.Look like a perfect proportion, better than others add boot job like Swift and Swift dzire(Sedan verion of Swift).Unfortunately is too early for autoten to say that the sedan will get makeover at rear or get entirely new skin. But our opinion is not bad if honda done like our render.

The car should have around 4.1 meter long.For powerpack,is borrow 4 cylinder 1.2 liter 90 hp at 6000 RMP and 110 Nm at 4800 RMP with 5 speed manual and CVT gear box.

The car will goes on sale around 2013

Source;

http://autoten.com/2011/05/16/honda-plans-brio-sedan-by-2013here-is-render-and-info/