Cars.com Midsize SUV Shootout; 2012 Honda CRV wins....

By Cars.com Staff  Cars.com

A quick reminder on the judges:

• David Thomas, managing editor, Cars.com
• Bill Jackson, senior editor, Cars.com
• Jennifer Geiger, editor, Cars.com
• Fred Meier, automotive editor, USA Today
• Brian Robinson, producer, "MotorWeek"
• Nicholas and Erin Ravelingeen, parents of two who are eager to replace their 2001 Chevrolet Tracker

Here's how the score broke down: 75% of the total was based on the experts' scores; 15% from the family's scores; and 10% was based on fuel economy. To help you make your own comparisons of these SUVs, we’ve pulled together a list of what you get for $25,000.
It was evident when the smoke cleared that all six of these compact SUVs were strong contenders, each in its own way. With a firm $25,000 price point, consumers could get many useful features, but no one SUV had all of them. The top three finishers were extremely close in scores, which is a testament to how hard it was to pick a winner in this class. If you're in the market for a compact SUV, focus on your top concerns, and certainly one of these will work for you.

No. 6 2013 Ford Escape, 693.5 Points

(See the scorecard, the Monroney sticker or research the 2013 Ford Escape)

What they liked: Even though the Escape came with fewer features than its competitors (our broker got us a no-frills base version, but we couldn't have gotten a different engine without topping our $25,000 maximum price), as a driving machine, it won over more than a few of our reviewers.
"The Escape's 2.5-liter feels spirited from a stop and has plenty of midrange punch," Geiger said. Jackson agreed: "The Escape excels in the vehicle dynamics category — the combination of ride, handling and acceleration — by managing to feel both composed and relaxed." Now, the new Escape ditches the pickup-truck look and feel of the previous generation, and that "unique" look (as Robinson said) appealed to our family testers, too.
"I like this shape much more than the old one." Erin said. "The old one wasn't even a contender because of the shape." One area of concern for several judges was the look of the second-row seats, but Meier discovered that "the thin-looking rear seat has a reclining back, and it is surprisingly comfy and roomy for two." In addition, Thomas noted that the "the cargo area is quite large with a low load floor."

What they didn't: Here's where the no-frills come to roost. The "2.5-liter engine [is] not nearly as nice as the available EcoBoost engines," Robinson said, but he added: "To get the Escape that I would actually want to own, I'd be pushing 30 grand, and at that point, I'm looking at bigger vehicles."
For Geiger, "the cabin is a disappointment: large, uneven panel gaps are obvious; hard plastic surfaces abound; and chintzy fabric makes the seats feel and look budget-grade." As usual, our Shootouts are about families and she noted a big fail in the second row: "There are no rear cupholders (except for the door-panel cubbies) and there's only one seatback pocket." Meier agreed. "There's just not enough useful storage for this segment." Clever underfoot storage in rear seats can't make up for the tiny console bin, lack of cubbies."
For Thomas, his biggest complaint was one we're really feeling in a steamy Midwestern summer. "Someone will have to walk me through how the air-conditioning vents work. They don't shoot air in the direction you think when adjusting them, and there are two above the HVAC controls that shoot air only toward your lap. I had a hard time getting comfortable on the longest driving portions of my test." Meier felt his own pain in a sensitive location: "The front seats are not rump-worthy for a long drive."

The verdict: "The base model is a black-plastic austerity plan," Meier said. "You have to pay more to get the real redesign, including new state-of-the-art engines."
Key Features

• EPA-estimated 22/31 mpg city/highway; we observed 27.4 mpg combined (the second lowest mpg tested).
• 68.1 cubic feet of maximum cargo space; 34.3 cubic feet of cargo space behind the rear seats (the second highest amount of combined cargo space in comparison)
• Auxiliary input for audio system
• Reclining second row
• Only vehicle tested with wheel covers
• Only vehicle tested without Bluetooth hands-free phone connectivity
• Floor storage compartment in second row
• No safety data available from NHTSA or IIHS yet

2013 Ford Escape Payment Facts
MSRP with destination fee: $23,295
Monthly payment: $479.16*
Cheapest car in Shootout
Find a 2013 Ford Escape near you

No. 5 2012 Hyundai Tucson, 721.5 Points

(See the scorecard, the Monroney sticker or research the 2012 Hyundai Tucson)

What they liked: Clearly, all of the judges enjoyed how much they got for 25 grand. "Great value," Geiger said. "At this price point, we were able to get some pretty nice features: heated leather seats, a power driver's seat, hill descent control and satellite radio." "The price starts under 20 grand, and by the time you get to 25, you've got a ton of features for not a lot of price," Robinson added. "Amazingly well-dressed for the price," Meier noted. "It delivers on Hyundai's reputation for value for your bucks."
Using those features was a little easier for Thomas in the Tucson: "Give me the Tucson's straightforward tech over the Mazda's touch-screen any day. Scrolling through iPod playlists, synching your phone and making calls was intuitive and natural."
Of course, part of the equation is the driving. "The Tucson springs away from stoplights and has decent passing power," Jackson said. "Handling was top-notch in the Tucson," Thomas said. "It was one of the few crossovers that I could take at full speed through tight turns. For the family, with its 11-year-old SUV, the SUVs in this Shootout were revelations, and the Tucson was no exception.
"This one and the Mazda never would have made it" onto their shopping list. "This really feels beautiful," Nick said. "I'm really surprised by this car," Erin added. The heated leather seats were something "we didn't think we could get at this price," Erin said.

What they didn't: Where the family saw beauty in the Tucson's design, Robinson saw "ugly exterior styling." Many of the experts' complaints revolved around a slew of issues.
"Some of the controls feel cheep and light," Jackson said. "Road noise and tire roar in the Tucson are hard to ignore, making it one of the loudest SUVs in the class," Geiger said. "There's no hiding the fact the cargo area is small," Thomas said, a view that Robinson shared. Thomas continued: "It's too small for my family dog — let alone what we pack for a road trip — and it has a really high load-in height." For Meier, the "lack of visibility at the rear corners makes you see the value of backup and blind spot warning systems."

The verdict: "The Tucson remains an excellent option in the class," Thomas notes, "but the class has gotten much tougher very quickly."
Key Features

• EPA-estimated 22/32 mpg city/highway; we observed 27.6 mpg.
• Heated leather seats (only vehicle tested with feature)
• Most-expensive vehicle of the Shootout
• 55.8 cubic feet of maximum cargo space; 25.7 cubic feet of cargo space behind the rear seats (the smallest cargo area behind the second row amongst the competitors)
• Roof rack
• Five-year/60,000-mile new vehicle warranty, 10-year/100,000-mile powertrain warranty (tied with Kia for the longest warranty)
• Power driver's seat
• Satellite radio
• IIHS Top Safety Pick for 2012

2012 Hyundai Tucson Payment Facts
MSRP with destination fee: $25,820
Monthly payment: $531.10*
Difference from cheapest car: $51.94 a month
Find a 2012 Hyundai Tucson near you

No. 4 2012 Chevrolet Equinox, 740 Points

(See the scorecard, the Monroney sticker or research the 2012 Chevrolet Equinox)

What they liked: "Being the biggest one in the group, obviously there's lots of cargo space, but even more importantly, there's lots of small-item storage up front as well," Robinson noted. "The interior has an 'almost-premium' feel."
Jackson, a triathlete, picked up on that the Equinox "was the only SUV where I felt I could take a road trip in the second row thanks to the sliding rear seats.There's a huge second row and a large cargo area, too; most SUVs in this class make you choose one or the other." Meier called that sliding second row a "why can't do they do it all?" feature.
For Geiger, the Latch anchors were a winning point for the Equinox. "They rank among the best I've ever used. They're completely exposed and have lots of clearance around them — hooking up a child-safety seat is a breeze."

What they didn't: The driving experience lagged its competitors. "This powertrain needs to go to finishing school," Geiger said. "It's slow, loud and the transmission's shifts are clunky and oddly timed." Robinson concurred: "The engine, while adequate in power, has a very rough feel to it." The family had a hard time with the concept of an Eco button. "When would you use that?" they asked. The idea that the transmission adjusted electronically for better fuel economy didn't impress them.
It wasn't all about the engine, though. "On the highway the Chevy was definitely the loudest of the six with lots of road noise," Thomas said. "The seats did not provide enough support, especially for my thighs," Jackson found. And the stereo sent Meier off on a mini-rant. "The Equinox had an unexpectedly good audio with subwoofer at this price — and then there's no USB port for your iPod! Chevy should fire the bean counter whose cost-cutting will turn off those younger buyers you could have wooed with the good sound," he said. "Worse, putting a white plate in the black console reminds you where the USB would have been if you'd just paid more."

The verdict: "The Equinox is bigger than the rest of these SUVs, so it's very roomy inside, and it has one of the best rides of the group," Robinson said. "It's a great overall package that could just use a little more refinement in the powertrain."
Key Features

• EPA-estimated 22/32 mpg city/highway; we observed 27.1 mpg combined (the lowest mpg tested)
• 63.7 cubic feet of maximum cargo space; 31.5 cubic feet of cargo space behind the rear seats
• IIHS Top Safety Pick for 2012
• Power height adjustment for driver's seat
• Sliding, reclining second-row seat

2012 Chevy Equinox Payment Facts
MSRP with destination fee: $24,355
Monthly payment: $500.97*
Difference from cheapest car: $21.81 a month
Find a 2012 Chevrolet Equinox near you

No. 3 2012 Kia Sportage, 774 Points

(See the scorecard, the Monroney sticker or research the 2012 Kia Sportage)

What they liked: "Getting a full navigation system with an upgraded stereo at a price in the middle of our range was a huge win for Kia," Thomas said. "Plus, the stereo sounded better than the rest, too."
Erin also liked the nav system: "It feels really high-end." That wasn't the only advantage. "The Sportage definitely has an attitude," Geiger said. "Its exterior styling breaks the compact-SUV mold; it's the edgiest-looking one of the bunch.  It also gets some brownie points in the storage department. A deep center console, coupled with under-floor storage with separate bins in the cargo area, mean there are plenty of places to stash stuff."
"The Sportage has the crisp handling of the mechanically similar Hyundai Tucson," Meier said, "but its good ride and quiet interior are amazingly better than its stablemate." Jackson also liked its "immediate engine response," and the family raved about its spaciousness. "It's really roomy," Nick said after feeling cramped in the Tucson.

What they didn't: While some experts liked the aggressive styling, "that stylish high belt line may make shorter folks claustrophobic," Meier said, "and they sure won't be resting an elbow on the window sill." He also pointed out that the rakish roof leads to "very limited rear sightlines, and that means you'll need that backup camera and you'll wish for a blind spot alert system."
For Robinson, "the interior quality doesn't seem on par with most recent Kias." "Like the Tucson, the cargo area is too small with a very high load floor," Thomas said. 
And that nav system that everyone raved about? "You've got a great nav system and you install it at an angle leaning backward toward the windshield? That leads to a lot of glare, and when it's sunny out, it is very hard to read the screen," Thomas said.

The verdict: "The sticker price and features wowed me, the family and likely other shoppers. If cargo space isn't a concern, the Sportage will be hard to ignore, Thomas said.
Key Features

• EPA-estimated 22/32 mpg city/highway; we observed 28.5 mpg combined
• Navigation system (only one equipped as-tested)
• 54.6 cubic feet of maximum cargo space; 26.1 cubic feet of cargo space behind the rear seats (least amount of maximum cargo space in Shootout)
• Heated side mirrors
• Cooling glove box (Only vehicle tested with feature)
• Backup camera
• 5-year/60,000-mile new vehicle warranty, 10-year/100,000-mile powertrain warranty (tied with Hyundai for longest warranty)
• Satellite radio
• IIHS Top Safety Pick for 2012

2012 Kia Sportage Payment Facts
MSRP with destination fee: $24,575
Monthly payment: $505.49*
Difference from cheapest car: $26.33 a month
Find a 2012 Kia Sportage near you

No. 2 2013 Mazda CX-5, 784 Points

(See the scorecard, the Monroney sticker or research the 2013 Mazda CX-5)

What they liked: The CX-5 is the first Mazda to shed the “big grin” design language the automaker has been using for the last five years.
“More than one person has described the CX-5 as ‘cute,’ ” Jackson said, even though this is the first Mazda to shed the “big grin” design language the automaker had been using for the last five years. “The interior has the richest look of any in our test,” he continued. “I kept thinking that we had to be in a model that didn’t meet our price level; it looked so nice.” But meet our price limit it did, a feat that Geiger also praised. “Low base prices and high fuel economy mean this car should appeal to penny-pinchers, and lots of features for the price (blind spot warning, backup camera and powerdriver seat) mean they’re getting a good value,” she said.

“I really like it,” Erin said about the interior. “It’s really streamlined but in a good way,” she said. Meier praised the “airy, spacious feel inside with classy trim and seat cloth and the straightforward gauges and controls,” he said. “You expect classy interiors from Mazda and CX-5 doesn't disappoint.”

Beyond that, Geiger favored the second row. “The backseat folds in a 40/20/40 split, which is useful for hauling different combinations of people and cargo. The seats also fold flat with ease, thanks to three cargo-area handles.” One of the reasons the CX-5 scored so high was its outstanding fuel economy. It was more than 2 mpg ahead of its closest competitor.

What they didn't: Part of that great fuel economy was because of, shall we say, reserved acceleration. Looking at the judges' scores, this category likely kept it from the top spot. "The CX-5's 2.0-liter engine has adequate pep from a stop, but it's on the loud side and takes awhile to gather steam," Geiger noted. "That famed Zoom-Zoom wasn't there in the handling department," Thomas said. "While it topped the CR-V and Equinox in that regard, the Escape, Tucson and Sportage all out-cornered it." Worse, Meier said: "The engine's thin power undercuts confidence in demanding situations."
The CX-5's new stereo setup also raised ire. "The info screen looks outdated, and there's a navigation button even though there's no [factory installed] nav," Robinson said.
Compared to the others in the Shootout, the CX-5's Latch anchors weren't super accessible. There wasn't a lot of clearance around the anchors, so the car seat's Latch connector has to be jammed in for it to hook on.
One big point of contention: the clock. The family and a couple of judges could not understand why the clock was placed where it was, and while they all liked the look and layout of the dashboard, they thought the air-conditioning controls and the clock felt as if they were out of a different time period than the rest of the car. "It looks basic, basic, basic," Erin said. She also thought the center armrest was "unusably too low; actually, it's too far back and too low." Husband Nick was not as wowed as the expert judges. "I hate it. I don't know why!"

The verdict: "Mazda really needs the CX-5 to be a winner, and it's poised to be," Geiger said. "The CX-5 should appeal to a wide audience with eye-catching styling, a quality interior, plenty of convenience features and excellent-for-the-class fuel economy."
Key Features

• EPA-estimated 26/32 mpg city/highway; we observed 32.8 mpg combined (highest mpg tested)
• 65.4 cubic feet of maximum cargo space; 34.1 cubic feet of cargo space behind the rear seats
• Power driver's seat 
• 5.8-inch color LCD display with backup camera
• HD Radio and satellite radio
• Blind spot warning system (only vehicle tested with feature)
• IIHS Top Safety Pick for 2012

2013 Mazda CX-5 Payment Facts
MSRP with destination fee: $24,690
Monthly payment: $507.86*
Difference from cheapest car: $28.70 a month
Find a 2013 Mazda CX-5 near you
And the winner is...

No. 1 2012 Honda CR-V, 809 Points

(See the scorecard, the Monroney sticker or research the 2012 Honda CR-V)

What they liked: Perhaps the greatest compliment to be paid to our winner is that everything that came in our tester was standard for the trim level, and the combination of those features really pleased our judges.
"Even just equipped with the standard tech features, the CR-V shined," Thomas said. "The Bluetooth and USB integration works well with a vibrant color display that's easy to read, and the stereo was one of my favorites." "The CR-V is loaded with convenience features that come standard," Geiger said. "Three of my favorites are the always-helpful backup camera, the cavernous center console box and the easy fold-flat seats with cargo-area release handles. Bonus: This was the only vehicle with a sunroof at this price point." Robinson loved the "great ergonomics and the CR-V's best interior layout."
Perhaps betraying that they haven't been in the market since 2001, Erin and Nick were "totally amazed" by the conversation mirror (most commonly found in minivans) that lets parents check up on kids in the second row. "Mason, look! Mom can see you!" But that wasn't the only thing they liked about the Honda.
They had barely begun their test drive when Erin exclaimed, "It drives like a dream." She also liked the CR-V's size: "This just feels like a car, and the Chevy feels big," she said, with "big" referring to a larger SUV.

What they didn't: The CR-V is one of the totally redesigned SUVs in this contest, but not everyone thought the Honda had improved on its looks. "The rear styling is pretty bad," Jackson said. "It's got the biggest butt of any of the SUVs here. Actually, the front styling ain't so hot, either."
But it's not all about looks. "Handling is where the CR-V showed some chinks in the armor," Thomas said. "When taking corners, driver and passengers leaned more in the Honda than the other contenders." Geiger also had some issues with the driving. "Eco mode is a double-edged sword: I appreciate the potential fuel savings, but the system alters the throttle response and delays shifts points so the CR-V seems lazy," she said.
While many praised the features included in the price tag, Robinson said the CR-V "still trails many others in technological and convenience features such as blind spot monitoring systems, push-button start, etc." Finally, Thomas was bugged by one little annoyance: "Considering how many great cubbies there are around the cabin, I would really like a better place to put my smartphone."

The verdict: "The Honda CR-V is one of the most well-rounded vehicles in this segment. It's a comfortable cruiser with a solid powertrain, a compliant ride and plenty of features," Geiger said. "The brand's history of strong reliability helps tip the scale."
Key Features

• EPA-estimated 23/31 mpg city/highway; we observed 30.3 mpg combined (the second best mpg tested)
• 70.9 cubic feet of maximum cargo space; 37.2 cubic feet of cargo space behind the rear seats (largest cargo area in competition)
• Second-most expensive vehicle of the comparison test
• Sunroof (only vehicle tested with feature)
• Backup camera
• Pandora Internet radio (only vehicle tested with feature)
• IIHS Top Safety Pick for 2012

2012 Honda CR-V Payment Facts
MSRP with destination fee: $25,425
Monthly payment: $522.98*
Difference from cheapest car: $43.82 a month
Find a 2012 Honda CR-V near you

*Monthly payment assumes good credit, no money down, 60-month loan, 5% interest and 9% sales tax.
Source;
http://www.cars.com/go/crp/buyingGuides/Story.jsp?referer=&year=New&section=SUV&story=25ksuvShootoutresult&subject=stories

Consumer Reports Video Review of the 2012 Honda CRV

Driven: 2012 Honda Ridgeline Sport

After years of ignoring the exploding market for pickup trucks, Honda finally in 2006 brought out its first pickup, the Ridgeline. Rather than develop a V-8 engine and a body-on-frame chassis from scratch, Honda adapted the unibody underpinnings of its Pilot SUV to create an unconventional pickup, but one that nonetheless would meet the needs of a large number of pickup buyers.

Four-wheel drive is standard. The lone cab configuration has four real doors. Passenger space both up front and in back in generous. The cargo bed is only five feet long but it's more than four feet wide, so building materials can lie flat. The towing capacity of 5000 pounds can't approach the max capacities of full-size pickups (which are constantly one-upping each other) but is sufficient for most recreational towing.

Honda also added a few clever touches. The most significant is a standard, lockable, under-floor trunk below the cargo bed, providing a secure, outside-the-cab place to stow luggage. And there's a two-way tailgate that drops down like a conventional tailgate or can swing open like a door, providing closer reach-in access to whatever's in the bed and making it easier to hose out debris.

The reaction among pickup buyers has been a collective yawn. Sales, which were never great to begin with, lately have been in a freefall. Volume dropped by half from 2008 to 2010 and then fell another 40 percent last year. In fact, a few months ago, Honda felt compelled to post on its media web site an open letter from the company's head to truck product planning, denying rumors that the Ridgeline would be dropped and insisting that a pickup truck will remain part of the company's portfolio.

For 2012, Honda gave the Ridgeline a bit of attention, coaxing another 1 mpg out of the powertrain and adding the Sport trim level.

At $30,805, the latter is a $745 step up over the base model. It adds a bit of much-needed flash outside, mostly with black-finish 18-inch wheels. There's also a black grille with a unique texture, fog lights, and black surrounds for the head- and taillights. Inside, the Sport gets a leather-wrapped steering wheel with audio controls, an aux input jack, heavy-duty rubber floor mats, and rear privacy glass.

The fuel economy boost brings the Ridgeline up to 15/21 mpg (city/highway), but that's no more economical than a Ford F-150 4x4 with the Ecoboost V-6.

Clearly, none of the 2012 changes is likely to reverse the Ridgeline's fortunes. That's too bad, because the Ridgeline is in many ways far more pleasant to drive and easier to live with than a full-size four-door pickup. Being two feet shorter, and with a four-foot smaller turning circle, it's far less hassle to park and maneuver. The Ridgeline also doesn't require the huge climb up that regular 4x4 pickups do.

Having the cab and the cargo bed integrated as a single unit makes for a more rigid body structure and thus the Honda is free of the shudder over bumps that plagues typical pickups. With an independent rear suspension, there's no axle hop. The 3.5-liter V-6 is no powerhouse, at 250 hp, but it has enough muscle to get the Ridgeline moving, and four-wheel drive eliminates any torque steer. The transmission is only a five-speed, but the ratios are well spaced and the gearbox doesn't do a lot of hunting.

The Sport interior is pretty basic, with lots of hard plastic, and cheap-feeling cloth upholstery (why not vinyl?). There really are no factory options, so buyers looking for more niceties, like leather or navigation, have to move up a more deluxe trim level. In typical Honda fashion, the switchgear is very clear; cabin stowage is plentiful. The flip up rear-seat cushion makes it easier to carry bulky items inside the cabin. The worst aspect of the Ridgeline interior is the somewhat awkward driving position, with an intrusive and strangely positioned dead pedal.

Apparently, though, none of that matters much. Pickup buyers like their trucks big, and unless Honda can make the Ridgeline a more compelling alternative -- perhaps by giving it a clear advantage in fuel economy -- it appears likely to remain an outlier.

Source;

http://www.automobilemag.com/reviews/driven/1201_2012_honda_ridgeline_sport/index.html

First Drive: 2012 Honda Civic European-Spec

It's Different, but Is It Better?November 07, 2011 / By Paul Horrell
The new Ford Focus and Honda Civic went on sale at roughly the same time, aiming at roughly the same buyers -- but the two were designed with entirely different global philosophies. Thanks to One Ford, the Focus is largely interchangeable in Europe, Asia, and the U.S. Honda, meanwhile, has continued the split-design policy started with the previous-gen Civic. As such, the European model has very little in common with the one sold in the States and elsewhere.

For starters, the European Civic is a hatchback, not a sedan. It has entirely different exterior sheetmetal, rear suspension, and interior. It even has different front frame rails to make space for Europe's bulky 2.2-liter diesel engine.

Because it hasn't gotten into bed with any other car company, Honda is now in the second tier, size-wise. This separation of platforms must therefore count as a scarily expensive decision. Is it worth it?

Certainly the Euro-Civic has a unique selling proposition. As with the Jazz/Fit, the fuel tank is under the front seats. The rear suspension uses a simple, compact torsion beam layout rather than double wishbones, giving the Civic remarkable versatility. There's nothing but fresh air under the rear seats, so you can flip the cushions up against the backrest like in a movie theater, giving a wide floor-to-roof cave that can easily fit a bicycle upright. Even with rear passengers, the trunk is super-deep.

But let's face it, if cargo space is that important, there are plenty of other options, like one of the micro-minivans that are all over the roads in Europe. If the rest of the Civic doesn't have enough engaging characteristics, flip-up rear cushions aren't going to save it.

Cosmetically, this brand-new Euro Civic is an update of the car it replaces. It develops the same styling form, a sort of one-box that tends to the pyramid-shaped, but it's slightly lower than last time, and has a wave-like crease along the sides plus a black goatee at the front.

On the powertrain side, Honda hasn't done enough. Although the automaker used to be regarded as one of the world's most progressive engine-makers, these days it looks out of step with the European market. European buyers are busily downsizing, and gasoline engines in this category tend to be torque-rich direct-injection turbos such as the Ford Ecoboost or Mini 1.6s, or even a 1.2 and 1.4 from Volkswagen. Honda is sticking with port-injected 1.4 and 1.8 VTECs. The 1.4 makes a scant 94 lb-ft. Meh.

At the same time, Honda's diesel is the opposite: It's too big and powerful. Europe's compact car diesels are usually around 1.6 or 1.8 liters in size. Honda's is 2.2-liters, making it an expensive engine for the market. Still, Honda has at least found ways to eke out the fuel consumption -- the reason diesels proliferate. For this size of car, it now balances performance and economy in an attractive fashion. Economy is a bit better than average, and performance is much better than average.

It's not just engine improvements that make these economy gains. Honda obsessed on aerodynamics, both in the body shape and the details. There's an active shutter arrangement for the radiator grille, so that at speed when cooling air isn't needed in quantity, the grille shuts off for smoother airflow over the car. The tail has several small spoilers and fillets to clean air detachment and cut turbulence. More gain came from an idle-stop system. And weight hasn't risen, despite better equipment.

Yes, this is a good engine to use, with a wide spread of torque and decent refinement. Use the sweet six-speed stick sensibly and the rated acceleration (0-62 mph in 8.5 seconds) translates through the major-league torque into muscular passing and corner-exit acceleration.

The previous Civic was set up with a jittery ride and sharp steering. Fun, but tiring on a long trip. It didn't suit the buyers - families, commuters, and business travelers who spend a lot of time on highways. So Honda used the model change to uprate the NVH isolation. It went back to the source with, among other measures, new fluid-filled bushings for the rear suspension. Even more significant, the springs have been softened off. The Euro Civic now has a decently pliant and quiet ride, a contrast to the criticisms leveled at the U.S. version.

Of course, this means extra body lean, but in general the motions when cornering feel well-controlled. The real downer is a new EPS system, which is soggy and lacks road feel through curves. The simplicity of the rear suspension probably doesn't help. Still, the steering does have good straight-line stability and easy placement in urban driving. And it saves fuel versus the old hydraulic system. See where Honda's priorities are?

Honda did consider moving the European and American Civics closer together with this generation, but as the project went along they drifted apart again. There's a lot to like about the Euro car, and its character seems very different from the U.S. one. But both of them seem, in different ways, to have needed a bit more money spent on them. Maybe a single world-car program would have been the way to do it.

Source;
http://www.motortrend.com/roadtests/sedans/1111_2012_honda_civic_european_spec_first_drive/printer_friendly.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 Tuning: 1985 Honda CRX SI

Ah, Honda's glory days.... what a fun car....
1985 Honda CRX SI - CRX Memoirs
Although the first-generation CRX had been formally introduced during the 1984 model year, when Honda unveiled the Si model just 12 months later, enthusiasts realized that the brand’s little, performance-minded hatchback was better in almost every way.
From the June, 2011 issue of Honda Tuning
By Aaron Bonk


Thank the mid-’80’s mini-truck clubs for Honda performance as you know itcarefully tailored mullets, Ray-Ban Aviators, pegged jeans, and all. When you’re done, thank the ’85 CRX Si too. By 1985, mini-trucks were arguably a prevailing force among boy enthusiasts who denied more predictable domestic cars. As expected, testosterone-charged arcade meet-ups lost their luster as mini-truck clubs soon sought a more balanced male-to-female ratio. The fairer sex added an interesting and unexpected element to the equation thougharriving at events in smaller, easier to maneuver Ford Escorts, Volkswagen Rabbits, Nissan Sentras, Toyota MR2s, even Honda CRXs. Discriminating, newly enlightened mini-truckers traded their trucks for hatchbacksso many so that by 1989 Mini-Truckin’ magazine, for example, had a compact performance following so large it spawned the first-ever publication catering to sport compact enthusiasts: Sport Compact Car magazine. Sport Compact Car’s editors would later create Honda Tuning.
Honda’s CRX wasn’t the first sport compact enthusiasts cared about. Volkswagen’s early-’80’s Rabbit GTI overwhelmed much of the competition within a market that, frankly, had little rivalry. Although the first-generation CRX had been formally introduced during the 1984 model year, when Honda unveiled the Si model just 12 months later, enthusiasts realized that the brand’s little, performance-minded hatchback was better in almost every way.

American Honda had a difficult time convincing Honda of Japan to make the CRX available to U.S. consumers. The two-seater was designed for the world market, not Americans. Its essence was aimed toward young, economically conscious, city-dwelling Japanese who grappled with big-city traffic and nonsensical parking. Americans, who Honda’s analysts were convinced bought cars for legroom and impressive cubic-inch counts, were not who the company initially considered as viable consumers. Of course, American Honda was given the go-ahead and, from its first sales brochure and its first commercial, did something nobody expectedit solicited Honda’s all-new sport compact for exactly what it wasa sports car. This should come as no surprise; the Si acronym stands for Sport Injected after all. The media immediately pitted the angular-shaped, two-seater CRX against the GTI and MR2. The CRX delivered. Later, Honda’s CRX made Car and Driver magazine’s Ten Best list in 1985, among other accolades, like earning Motor Trend magazine’s Import Car of the Millennium title in 1990. Road & Track magazine went on to say that the Si had the sprit of an exotic.

Astute enthusiasts appreciated the high-revving Si’s modern fuel injection, taut suspension, precise steering, and ample braking, yet were left jaundiced by the fact that America never received the higher-output 1.6-liter, DOHC version the rest of the world had. To ensure exclusivity to the much-anticipated Acura brand that would launch later that year, and to the chagrin of CRX enthusiasts, twin-cam D-series engines were reserved solely for the upper echelon nameplate’s entry-level compact, the Integra. None of this mattered, though. Every CRX American Honda received sold.

For the rest of the article, follow the link;
http://www.hondatuningmagazine.com/features/htup_1106_1985_honda_crz_si_crx_memoirs/index.html

Auto123: 2011 Honda Pilot Touring Review

By Michel Deslauriers
Thursday, May 05, 2011
Honda can, without a doubt, be considered an environmentally friendly car company. Their small cars, the Fit and the Civic, are versatile, fuel-efficient and produce low levels of CO2 emissions. Their hybrid models, the Insight and CR-Z, are extremely efficient. So how can they justify an 8-passenger SUV in their product line-up?

Well, it has to maximize fuel economy. It has to maximize interior space. And it has to avoid being perceived by the public as a dirty, socially-irresponsable truck. The Pilot manages to meet at least two of these three conditions.

Under the hood of the Pilot resides a 24-valve, 3.5-litre V6 that’s found in various Honda and Acura products. In this case, it gets cylinder deactivation systems across the model range and develops 250 horsepower as well as 253 pound-feet of torque. The sole transmission choice is a 5-speed automatic; Honda does have a 6-speed in the tool shed, which equips the Odyssey Touring and several Acura models, so why don’t they quit fooling around and put it in the Pilot?

Whatever. Zero to 100 takes 8.8 seconds, which isn’t bad by truck standards, but some of its rivals are quicker. As for fuel economy, our average of 13.2 L/100 km is decent but didn’t trigger any high-fives in the office. The Advanced VCM system, or Variable Cylinder Management, helps a little but isn’t a miracle worker.

The V6 is smooth while providing enough muscle for a tow rating of 4,500 pounds (or 2,045 kg). That’s better than the Mazda CX-9, but not as good as pretty much every other mid-size, 7- or 8-passenger SUV.

The VTM-4 all-wheel drive system works the front wheels under normal conditions, and sends up to 70 percent of engine torque back to the rear during acceleration or when wheel slippage is detected. The system can be locked in four-wheel mode with the help of a dash-mounted button, but it only works under about 30 km/h.

The Pilot is a trooper on the highway, but the driving experience is tarnished by a steering rack that doesn’t send up enough road feel. Change lanes on a snowy day, and you’ll barely feel that strip of slush as you merge back into the slow lane; it should be more communicative.

The cockpit’s overall appearance is industrial-strength robust, although the dash piece seams at the top of the centre stack spoil it a little. It takes a few days to get used to the climate control switchgear, while the sound system includes a USB port in the Touring trim only; however, you can flip through music folders by holding down the song-skip buttons on the wheel, which is practical. Oh yeah, the rear-seat DVD with wireless headphones works beautifully for the kiddies.

We’re a little less enthusiastic about the navigation system. While relatively easy to use, spelling out a city or a street name by turning the system’s control knob isn’t a quick operation. The navigation display’s crude graphics makes me feel like I’ve fired up my Super Nintendo console.

Space-wise, the Pilot’s interior is muy grande. All three rows can accommodate adults, a pretty rare accomplishment in this vehicle category. Imagine a bus built by Honda, and it would look a lot like the Pilot. The Touring trim also benefits from heated front and outboard second-row seats. Visibility all around is great, and the truck’s narrow turning radius makes it easy to park.

Cargo space with the second and third rows of seats folded amounts to 2,464 litres; that’s bigger than in the Ford Explorer and Nissan Pathfinder, but smaller than in the Mazda CX-9 and way smaller than in the Chevrolet Traverse/GMC Acadia twins. The tailgate window can also be opened separately.

In general, though, the Pilot feels solid. Not just solid, but Tonka truck durable. The Pilot’s squared-off look doesn’t offend anyone, and the truck’s front fascia also makes it socially acceptable because it looks sympathetic, not truckish.

The entry price for a LX 2WD model is $34,820 before tax, freight and delivery charges. The Touring version we’re driving this week escalates the price ladder like the yodeling mountain climber in The Price is Right, reaching $48,420. Ouch.

But wait. Similarly-equipped rivals are also a wallet-drain. A Chevrolet Traverse 2LT AWD costs $54,720. A Mazda CX-9 GT AWD costs $49,790. A Nissan Pathfinder LE costs $52,548. A Toyota 4Runner Limited costs $49,665. A Dodge Durango Crew Plus costs $48,995. Actually, only the $46,999 Ford Explorer Limited and the $44,900 Toyota Highlander Limited are cheaper, although the latter doesn’t offer a rear-seat DVD.

With every passing year, the competition gets better and better, and the Pilot needs to stay in the game. In typical Honda product mid-cycle fashion, a facelift should arrive in 2012; we’ll see what other changes will be made.

Still, the Pilot is a competent, practical SUV that’s easy to live with. It maximizes interior space, it arguably consumes a reasonable amount of fuel, and its lack of aggressiveness prevents it from being conceived as an environmentally-unfriendly vehicle. Can the Pilot justify its presence in Honda’s line-up? We think so.

Source;
http://www.auto123.com/en/honda/pilot/2011/review?carid=1112301205&printable=1&artid=130547

Canadian Driver: Used Vehicle Review: Honda Civic, 2006-2011

By Chris Chase
The eighth-generation Honda Civic hit the market in 2006, and made a bit of a splash when it did, with its wedgy exterior and modern interior, including a controversial split-level dashboard. Nevertheless, the Civic remained one of the most popular cars on the market and largely retained its reputation for being a dependable form of transportation.

If you bought a Civic in 2006, you got a compact sedan or coupe powered by a 1.8-litre, four-cylinder engine making 140 horsepower in all trims save the Si coupe and Hybrid. The Si got a 2.0-litre, 197-hp motor, while the Hybrid used 1.3-litre engine paired with an electric motor for a net horsepower power rating of 110. Regular-grade Civics came standard with a five-speed manual transmission that could be optioned to a five-speed automatic. The Si used a six-speed manual exclusively and also got a limited-slip differential; the Hybrid came with a continuously variable transmission (CVT) as the only one available.

In 2008, an Si sedan was added to the line-up. Some upper trim models got stability/traction control in 2009.

Natural Resources Canada’s fuel consumption ratings for the 2006 Civic were 7.8/5.7 L/100 km (city/highway) for the 1.8-litre model with manual transmission, or 8.2/5.7 with the automatic. The Hybrid was rated at 4.7/4.3, and the Si at 10.2/6.8. These figures would remain the same through the eighth-gen Civic’s run, to 2011.

Reliability on the whole has been good, earning the Civic inclusion on Consumer Reports’ list of used car “good bets.” It’s not without fault, however, particularly the hybrid model.
Consumer Reports’ data on the Civic shows electrical system problems with the Hybrid powertrain. These include the IMA (Integrated Motor Assist) warning light turning on, indicating a problem with the battery or the software that manages the IMA system. Here’s a thread talking about how high ambient temperatures and hot weather can negatively affect the Civic Hybrid’s battery pack. The battery packs themselves appear to be pricey; I’ve seen figures upwards of $3,000 for replacement (including labour) mentioned in more than one forum.
There’s also an IMA software update mentioned frequently that apparently causes driveability issues after it’s installed in the car’s CPU. Apparently, this is due to the system needing to recalibrate itself, but kills the electric assist function in the process, making the car slow, and dangerously so, say some owners.

If the check engine, IMA and battery light come on and the car loses electric assist (runs on the gas engine only), a common, and simple, cause is a weak 12-volt battery (just like the one every car has). If this battery is bad, it frequently causes the car’s sensitive electronics to go haywire.
Here’s a Civic Hybrid FAQ from CleanMPG.com.

I’ll go out on a limb and say that the Honda Civic Hybrid is one to approach with caution, especially used, and even more so if the hybrid system warranty is close to expiry. A couple of posters in this GreenHybrid.com thread call their 2007 Civic Hybrids the worst cars they’ve ever owned.

With that out of the way, non-hybrid Civics have fared much better, suffering only from relatively minor problems.

There’s a common problem with the Civic Si’s transmission that causes grinding and hard shifting into third gear, and a shifter that pops out of third. This prompted the folks at 8thCivic.com to draft a (poorly written) petition in an effort to get Honda to acknowledge the problem. The company eventually did, by issuing a Technical Service Bulletin (TSB) advising dealers on how to fix the bad transmissions.

A popping sound from the front suspension, a problem that appears to affect mostly 2006, 2007 and a few 2008 Civics, is caused by an incorrectly manufactured bump stop. Honda addressed this in 2007, with the TSB that can be found here.

Read this thread for a few details about a rear suspension problem – bad upper control arms – that seems to affect only the Hybrid.

This thread indicates that some Civic owners have experienced head gasket failures. There’s no evidence of this in Consumer Reports’ data, though.

The two-door Civic earned a “good” rating in the Insurance Institute for Highway Safety’s (IIHS) frontal offset crash test, and an “acceptable” score in side impact testing, with the IIHS citing a possibility of rib and pelvis fractures for front seat occupants. The four-door model scored “good” in both tests, but the IIHS noted that there was still a small possibility of rib fractures for front-seat riders.

From the National Highway Traffic Safety Administration (NHTSA) gave Civic two- and four-door models five stars for driver and front passenger protection in its frontal crash test, and four and five stars for front and rear seat protection in side impacts, respectively.

Used Civic pricing, from Canadian Black Book (CBB), shows these cars have held their value well, as is the Honda way. At the low end is a 2006 DX coupe, at $8,150, or $8,625 for a DX sedan; for bigger budgets, a 2010 sedan in top EX-L trim is worth $20,200. The Si’s values range from $15,525 for a 2006 coupe, to $21,300 for a 2010 sedan (the coupe is a bit cheaper), and the Hybrid starts at $10,750 for a 2006 and ranges up to $17,075 for a 2009. (CBB doesn’t have pricing info for the 2010 Hybrid.) For middle-ground shoppers, a 2008 LX is worth $14,450.

As stated above, the Civic Hybrid is a car to avoid, or at least, consider very carefully when shopping for a fuel-thrifty vehicle. The rest of the Civic line has held up well, earning consistent above-average used vehicle reliability ratings from Consumer Reports, with few, if any, serious trouble spots. Regardless, look for a car with detailed service records and have it checked out by a trustworthy mechanic before buying.

Source;
http://www.canadiandriver.com/2011/01/27/used-vehicle-review-honda-civic-2006-2011.htm

Road and Track: 2011 Acura TSX Wagon Review

Hatching a plan for sporty, stylish and practical transport.
By Douglas Kott

What’s Hot:
Tight handling
Swoon-worthy styling
Crossover carrying capacity
What’s Not:
No V-6 offered
No manual gearbox offered
Inline-4 merely adequate

Small, sporty wagons are a little like Elvis or Colin Chapman: By most accounts they’re dead, but occasionally there will be sightings. Truth is, we wonder why there aren’t more of them as they’re likable adversaries to sport utes and crossovers, lacking the tippy “command” seating position and pretense of off-road capability yet endowed with car-like handling and truly useful cargo capacity. Consider that Acura’s latest here has a storage volume aft of the rear seats that’s roughly the same as its RDX crossover, albeit differently shaped. With its 60/40-split rear seats folded down, there’s a full 60.5 cu. ft. of space, which slots the TSX slightly ahead of marketplace rivals Audi A4 Avant and BMW 328i Sport Wagon.

Acura chose not to compare acceleration times in its presentation, as the TSX Sport Wagon comes just one way, with a 201-bhp 2.4-liter inline-4 paired with a paddle-shift torque-converter 5-speed automatic. Let’s just say the combination makes for, er, adequate acceleration with, um, reasonable roll-on torque, the quick-reacting gearbox doing its best to keep the engine in the feel-good upper half of the rev range. Shifts are snappy….with the selector in S, both kickdown reaction and throttle response are really crisp, and shifts summoned by the paddles are laudably fast. The only transmission demerit? There’s no auto-blip on downshifts.
On a twisty road, the TSX Sport Wagon carries its additional 130 lb. and 3.5 in. of length well, the extra rear overhang reducing the nose-heaviness by a couple of percentage points…now 57/43 front/rear, versus roughly 59/41 for a comparably equipped TSX sedan. The electric-assist steering weights up nicely as more steering angle is cranked in, and roll control is excellent, with spring/damping rates definitely skewed toward the sportier end of the spectrum.

The same could be said of looks. With its wedgy beltline, snazzy 17-in. alloys (with P225/50R-17 Michelins) and brightwork for both the sturdy roof rails and side window trim, the Sport Wagon appears anything but utilitarian. Up front, the oft-criticized “Power Plenum” grille has been tastefully toned down—it now has a platinum-look horizontal element ringed with chrome.

Inside, all the standard TSX trimmings are there—thick-rimmed sport wheel, futuristically styled center stack, and great seats with perforated leather inserts and substantial up-high shoulder bolstering. The cargo area is well finished also; dual brushed stainless sill plates for the hatch are a nice touch, as are chrome tie-down hooks and a total of four hidden storage spaces beneath and to the left side of the load floor. The main compartment is square and quite shallow, perfect for shady types involved in the pizza smuggling trade.

Across the model line, all TSXs for 2011 benefit from slightly better fuel economy (the Sport Wagon’s numbers are 22/30 city/hwy) through measures such as low-friction engine coatings, lower-viscosity ATF, an ATF heater (!) and underbody fairings that improve aerodynamics. A noise-insulating windshield and thicker rear side glass are said to further reduce cabin noise. And the Sport Wagon featured here has a generous roster of standard equipment including a power moonroof, heated leather seats, a 360-watt 7-speaker sound system, Bluetooth, etc. Opting for the Tech Package ($3650 dearer than the base Sport Wagon’s MSRP of $30,960) buys the excellent nav system/high-def display screen, the 460-watt ELS sound system with hard drive storage for roughly 3500 songs, and a power tailgate.

Acura’s sales goals are modest for the Sport Wagon, about 4000 units for the 2011 model year. With its slick styling, sporty road manners and considerable utility, this tailgated TSX might jump-start the resurgence of the small sporty wagon. Is it possible that Elvis has re-entered the building?

Source;
http://www.roadandtrack.com/tests/impressions/2011-acura-tsx-sport-wagon

Honda FIT Hybrid Review: A trip to work in the new Honda Jazz Hybrid

Just because we won't get the FIT/JAZZ Hybrid right away doesn't mean we can't see what it's all about, here's a good read on the Jazz Hybrid....

IF you are considering buying one of the brand new Honda Jazz Hybrid cars due to be released in the UK in the New Year, you can be sure that your daily commute into work will take on a whole new meaning.

That warm feeling will begin over breakfast as you munch your way through your piece of toast, reminiscing about how you came to choose this latest Honda hybrid car over the others available.

Certainly there was plenty of choice. You admit that you were sorely tempted by the CR-Z with its mighty 1.5-litre petrol hybrid engine and reputation for being the sporty hot hatchback that delivers outstanding performance and yet has a fuel economy of just 56.5 mpg and emission levels of just 117g/km of CO2.

The Civic Hybrid also took your eye. This beautifully designed saloon came with a host of features like keyless entry, alloy wheels, climate control, a multi-function drive computer and all the accoutrements that you would expect on an executive vehicle. Yet this Civic hybrid still came in at well under £20,000 and gives outstanding levels of performance, achieving 61.4 mpg from a 1.4-litre petrol hybrid engine, which emits just 108g/km of CO2.

You had almost bought the Honda Insight. This hybrid car boasts astonishing levels of economy with a 1.3-litre petrol hybrid engine giving 64.2mpg and just 101g/km of CO2 emitted. That combined with the now customary level of reliability afforded by Honda hybrid cars, not to mention the build quality, meant that you almost, almost had opted for the Insight.

However, there was just something intriguing about the brand new Jazz Hybrid. It had certainly created a stir when it debuted at the Paris Motor Show in October in its lime green metallic livery, but it was not just the colour that made this latest design from Honda stand out and catch the eye.

Just why you opted to select the car becomes evident from the moment you kissed your partner and children goodbye and hurried out of the front door and into the welcoming embrace of your new vehicle.

As soon as you are sat inside the car you realise why you made your choice. The new Jazz Hybrid may be bracketed alongside other 'supermini' vehicles but the interior feels anything but. Unlike other models in the same class, you do not have to bend your head awkwardly to get into the car.

The seat is comfortable, the driving position perfect. Even the seatbelt clicks into place with that satisfying click of quality engineering that resonates from every pore of the car.

As you turn the ignition, the dials in front of you light up thanks to stylish blue lighting that gives the interior a fresh and fashionable feel. A quick glance in the rear-view mirror reveals that your partner has left the backseats down from the weekend, when even the spacious 300 litre capacity boot was not enough to fit all the Christmas shopping, some weekly purchases and a new microwave oven into. Not that it mattered of course, as a quick press of the 'Magic Seats' button ensured the back seats slid down to expand the space available in the back to a massive 841 litre capacity, more than enough to accommodate a lot of extra shopping.

As you pull out of your garage, the silence that greets you has gone from being initially disquieting to comforting. The 1.3-litre petrol hybrid engine, managed by the Honda Integrated Motor Assist (IMA) system, means that the car not only performs superbly but drives quietly, too. It took a little while for you to get used to how quiet the vehicle was when compared to your old petrol engine car, but now the silence is as welcome as it is impressive.

Turning left onto the road, you drive past the local small park and play area and allow yourself a small smile of satisfaction. With just 104g/km of CO2 emitted from the vehicle, not only does this mean that you are only paying road tax of just £20 a year, under current government legislation, but also that you are doing your bit to ensure that future generations can enjoy the environment by lowering your carbon footprint.

As you continue to enjoy the tranquil drive to work, you begin to notice the nuances of driving the new hybrid Jazz. You marvel at the fact that the battery is charged every time that you brake and that the IMA instinctively knows when to use the power of the petrol engine and the economy of the electric motor to allow you to drive as practically, safely and economically as possible.

Economy! Now that is something you have really noticed. You remember filling the car up late last week; since then it has made several trips to and from work, been used on a major Christmas shopping trip at the weekend and taken the children to the park at the weekend.

There was a time when this would have necessitated a trip to the petrol station about now to fill up. Instead, you look at your blue-lit petrol gauge and discover the tank is still over half full.

Well, when you are achieving 64.2 mpg you do not need to visit the petrol station quite so often.

That feeling of contentment is enhanced as you relax into your leather upholstered seats, your new Honda Jazz Hybrid being the first car in the European market that the vehicle manufacturer has offered this upgrade to. The interior feels as opulent as it looks.

The same is true as to how the car looks to others. Your friends at work were quick to notice the brilliant new paint scheme, the blue-tinted headlights and the newly designed grille and bumpers. They cast their admiring glances once again through the office window as you pull into your parking space, apply the handbrake and step out of the car.

As you walk into work with a smile on your face you ponder that perhaps the greatest aspect of all is that the new Honda Jazz Hybrid has not only made the trip to work quieter, cheaper and greener, but infinitely more enjoyable too.

Source;
http://www.northern-times.co.uk/news/fullstory.php/aid/7911/A_trip_to_work_in_the_new_Honda_Jazz_Hybrid.html

The Auto Channel: 2011 Honda Odyssey Review

Honda Odyssey for 2011
By Thom CannellSenior EditorDetroit Bureau The Auto Channel

Why does Honda have the guts to develop an all-new minivan when GM and Ford have abandoned the market? Though sales have dropped, annual sales of half a million per year makes the minivan market larger than many and, one supposes, profitable. And why does Honda think it can outsmart perennial leader Chrysler? That is the story.

Today’s minivan intenders and prospectors are the first kids who to grow up inside those early boxes on wheels. As infants, toddlers and adolescents they were car seated, booster seated, soccer-baseball-football-hockey trans-sported in minivans and very likely went to their proms aboard a minivan (not to mention the extreme likelihood their first kiss occurred behind a sliding door). These new and soon-to-be parents are, at least potentially, not put off by the image of soccer mom and car pool carrier, though research says they lust for BMWs, S/CUVs and Mustangs.

For them, Honda has built a minivan that combines the best minivan attributes along with sport sedan styling while offering sufficient technology to inspire the next FaceBook-like leap of imagination. In short, the 2011 Odyssey easily overcomes its potentially dowdy image.

The new Odyssey was introduced at the Chicago Auto Show as a concept and is little changed. Its signature lightning bolt zigzag side view revitalizes its necessarily boxlike shape and creates an appearance that is sleek and swift, if not racy. Production versions seen either head on or from the rear to be very stylish, better proportioned than most non-sedans of any ilk, and not at all like a brick or barn side. A recent brief test drive disclosed other facts about Odyssey.

Honda asserts that Odyssey has great technology, enviable power and fuel economy, and driving characteristics more sedan than van. These are reasonable claims and we have only minor quibbles about them. Certainly Honda’s power train expertise and the V-6 engine that drives the vehicle is almost magically smooth and complex, shifting seamlessly from using all six cylinders to accelerate briskly and then to four, or even three cylinders to cruise economically. This is not new, but the 3.5-liter 248 hp i-VETEC retains all of its magic and mojo. Mated to a five or six-speed automatic transmission (who would want anything else?), it powers the two and a quarter-ton vehicle to highway speed with grace and finesse. Any transition from powerful passing to more economical cruising goes almost totally unnoticed and five-speed versions deliver 18 mpg City and 27 Highway for a combined 21 mpg average (+1 mpg for 6-speed transmission-equipped models).

Honda also says the vehicle has sporty driving character with a 56/44% weight distribution and improved brakes. Clearly it aspires to sportiness, riding solidly over bad and worse roads while delivering responsive directionality in rain. However the steering is somewhat on the rubber-bandish side of direct when moving off center for our tastes and, while boasting a supportive and massively rigid chassis that never puts a tire wrong, cannot be described as actually sporty. Despite minor negatives (we thought the brakes exhibited more than a hint of sogginess, though solid), Odyssey is better connected to the road than any minivan we’ve driven.

Where Odyssey truly displays differentiation is in its adaptability and interior style. For instance, the front door bins might accommodate most of a paperback library or the most capacious clutch bag while holding any manner of beverage container. The way its multitude of interior surfaces creates harmony would be more familiar to shoppers of Bergdorf Goodman’s or Lord & Taylor than Gap, American Eagle, or Forever 21.

Instruments are clear and the center stack that holds controls for climate and entertainment could be delivered as your den’s media center, complete with a large video screen. That screen—navigation, not television—is easy to understand—once you understand it. We had trouble figuring out how to change mapping scale; it is blindingly obvious once understood. The nav screen is used for a multitude of operations: climate control, rear view camera, incoming call numbers, XM and CD information, and traffic map display.

Depending on model (an LX starts at $27,800 plus destination to the ultra-premium Touring Elite at $43,250) more features are piled on, from the navigation system to humidity-controlled climate control, a variety of audio systems, and a “must have” 16.2” rear video display that can show two channels (video or game systems) simultaneous. How’s that for keeping the back seat free of disputes?

Regardless of price, the functions of a minivan are retained and improved. The third row seat is, as a matter of fact, comfortable for adults of more than modest size and access to that former purgatory is truly easy enough for a child’s muscles. The 60/40 split third row Magic Seat now folds into the floor with a single tug of the pull-rope and the front center console is removable. If you wish, (removable) second row seating can slide outward, and back in to increase elbow room or ease access to the third row. Heck, there’s even a six-pack sized cool box and a bin just for your mobile devices (think handsfree.) This is a very well developed minivan, one conceived, designed, engineered and built in the US.

Source;
http://www.theautochannel.com/news/2010/10/18/501792.html