Auto Tech: Honda’s CR-Z Hybrid

By Jim Kerr

Photo Gallery:
2011 Honda CR-Z

See a hybrid vehicle and you probably automatically think of fuel economy. The hybrids currently on the market do enhance fuel economy by using a combination of gasoline engines and electric motors, but hybrids can also be built for performance. Electric motors produce strong torque at low speeds, while gasoline engines typically need higher rpm to reach maximum torque. Combine these two characteristics in the right proportions and you can have a vehicle that can put performance sports cars to shame. Unfortunately, for the enthusiast, hybrids have had limited transmission choices, and although efficient, they have been more utilitarian than sporty. That has now changed with the introduction of Honda’s CR-Z.

The CR-Z is a compact two-seater sports coupe. The curb weight of only 1,205 kilograms definitely helps performance, as it is the power-to-weight ratio that makes a vehicle quick rather than just brute horsepower. But there is more to making a sporty car than just acceleration. Shifting is one of those factors, and to make the CR-Z fun, Honda has made this hybrid vehicle available with a manual transmission.

There are two types of hybrid drives now on the market. The first type, pioneered by Toyota in the Prius and with similar designs used by other manufacturers, has a gasoline engine combined with an “automatic transmission” that uses two electric motors in the transmission. By varying the speeds and direction of the electric motors, the transmission can provide variable gear ratios as the vehicle accelerates. This type of transmission is also capable of propelling the vehicle on electric power alone with the gas engine turned off.

The other type of hybrid drive on the market is used by Honda, and called IMA or Integrated Motor Assist. This system has a thin, powerful electric motor that uses the gasoline engine flywheel as the rotor for the electric motor, with computer-controlled electro-magnetic windings around the circumference. Theoretically, this type of hybrid electric motor could propel the car by itself, but because the gasoline engine flywheel is part of the electric motor, the gas engine crankshaft has to turn all the time. Instead, Honda uses the electric motor to assist the gas engine as required. During deceleration, the computer controls can deactivate the gas engine valve train so the electric motor can operate as a generator with minimal drag from the gas engine.

Honda’s IMA system is the one that best offers the versatility of adding a manual transmission to the mix. Because the electric motor is built around the engine flywheel, any type of transmission could be bolted up to the engine. Honda has used a CVT automatic transmission on other hybrid models because the continuously variable gear ratios aid fuel economy. Now the CR-Z hybrid has a six-speed manual transmission as standard equipment, although the CVT is optional too.

The hybrid system and manual transmission work well together. Because electric motors produce great low-speed torque, it makes pulling away from a stop sign a breeze. The clutch is easy to modulate and it never feels like the gas engine is about to stall. With maximum torque between 1,000 and 1,500 rpm, the transmission can be shifted into a higher gear than you normally would if the car had just a gasoline engine. An upshift arrow on the dash indicates when you should shift up for maximum fuel economy and the car will drive smoothly in sixth gear at only 50 km/h!

The manual transmission still has AutoStop just like the automatic transmission models. As the car comes to a stop, if operating parameters are met, the engine will stop. The electric motor instantly restarts the motor as soon as the transmission is shifted through neutral into another gear. It takes a change in driving habits to make the Autostop feature work. Instead of shifting to first gear when sitting at a traffic light, leave the transmission in a higher gear and only shift to first when you want to go. The engine restarts as soon as first gear is selected.

Press the CR-Z Sport mode button on the dash and the computer operates the hybrid system for sporty performance. The six-speed manual gearbox really adds to the sporty feel and performance of the car and it would feel right at home on a twisty road cutting a few apexes. Honda has proven that hybrids can be economical and provide sporty, fun performance too.
Jim Kerr is a master automotive mechanic and teaches automotive technology. He has been writing automotive articles for fifteen years for newspapers and magazines in Canada and the United States, and is a member of the Automobile Journalists Association of Canada (AJAC).

Source;
http://www.canadiandriver.com/2010/10/06/auto-tech-honda%E2%80%99s-cr-z-hybrid.htm

Canadian Driver Inside Story: 2011 Toyota Camry LE

I know that I have a lot of followers that are in the business of selling cars of all makes and models, so I try to stay as objective/positive as possible when posting. I also don't post much that concerns Honda's competitors (hence the Honda Portal namesake), reviews, etc, unless it is a big current event (GM doing the bankruptcy dance, that Toyota thing...., or something that I just find cool) and still I try to put a positive (if negative) spin on it. Today I am going to break the mould and put a link to a review of a formidable competitor to Honda's Accord with the good and the bad. The reason for this interruption is b/c some of the article is unflattering and I don't want to be seen as too biased.

Cheers,

http://www.canadiandriver.com/2010/04/29/inside-story-2011-toyota-camry-le.htm

Canadian Driver: What's new for the 2010 Honda Odyssey

NEW FOR 2010:

- LX model discontinued
- New SE model with DVD rear-seat entertainment package
- Exterior colours: Alabaster Silver Metallic, Crystal Black Pearl and Polished Metal Metallic added; Silver Pearl Metallic, Nighthawk Black Pearl and Sterling Grey Metallic discontinued
For 2010, the Honda Odyssey minivan is unchanged, except for trim levels. The LX, previously the next step up from the base model, has been discontinued, while a new SE level takes the EX trim and adds a rear-seat DVD entertainment package.

The Odyssey is available in DX, EX, SE, EX-L and Touring trim. All are eight-passenger except for the seven-seat DX. All use a 3.5-litre V6 engine mated to a five-speed automatic transmission, but those in the EX-L and Touring also include Variable Cylinder Management (VCM), which can seamlessly shut off two or three cylinders when they're not needed, such as under light load. This allows the engine to run as a three-, four- or six-cylinder unit.

Features on the DX include 16-inch steel wheels, air conditioning, second-row manual HVAC controls, tire pressure monitoring system, heated mirrors, front splash guards, variable intermittent wipers, intermittent rear wiper, power locks with keyless remote, cruise control, tilt and telescopic steering wheel, illuminated vanity mirrors, in-floor storage, first- and second-row power windows with driver's auto up/down, CD/MP3/WMA stereo with auxiliary input, and six-way manual driver's seat.

The EX adds 16-inch alloy wheels, tri-zone automatic climate control, second-row automatic HVAC controls, body-colour side moulding, roof rails, tinted glass, conversation mirror with sunglasses holder, second-row Plus One Seat with storage, security system, body-colour door handles and mirrors, ambient cabin lighting, auto-off headlamps, exterior temperature gauge, garage door opener, second-row sunshades, power sliding doors, six-CD/MP3/WMA stereo, and eight-way power driver's seat.

The SE adds a rear-seat DVD entertainment package.

The EX-L builds on the EX and adds power sunroof, Active Noise Cancellation, auto-dimming rearview mirror, reverse camera, power liftgate, XM satellite radio, heated leather seats, leather-wrapped wheel, and four-way power passenger seat.

The Touring adds 17-inch alloy wheels, front and rear parking sensors, fog lamps, 115-volt power outlet, automatic headlamps, navigation system, Bluetooth hands-free connectivity, multi-information display, power-adjustable pedals, driver's side memory, subwoofer, and rear-seat DVD entertainment system.

Source;
http://www.canadiandriver.com/buyers-guide/2010/honda/odyssey.php

Canadian Driver: First Drive: 2010 Honda CrossTour

Review and photos by Paul Williams

Toronto, Ontario – For quite a while now, automakers have shied away from the term, “station wagon.” Such vehicles, it is felt, imply too much practicality and not enough style. For many they’re just too old-fashioned — it’s what their parents drove, or their grandparents, even — they have no vitality, no flair. Who wants to be associated with something like that?

But a 2010 Honda Crosstour… well, here’s a nice-looking, stylish vehicle that seems to have all the benefits of a wagon, without the stereotype and without the boxy profile. And it’s available with all-wheel drive, has 205 millimetres of ground clearance, 18-inch alloy wheels (19s are available from the dealer) and pulls hard with its 271-horsepower V6 engine. Looks sporty, too!

No, Honda doesn’t describe the Crosstour as a wagon, but the word did come up a few times at its Canadian launch in Toronto. As you’d expect (from the name, of course…) Honda describes the Crosstour as crossover, or CUV. It’s targeted primarily at empty-nesters, active singles and couples whose kids are finally on their way (out, that is): baby boomers, in other words.

The Crosstour is based on the Accord platform (its full name is Honda Accord Crosstour), and represents a step up from the Accord sedan and coupe. Although based on the Accord Sedan, none of its exterior panels are shared with other Accords. It has four doors, with lots of rear seating room to accommodate friends or kids’ kids. It’s got a wide hatchback (or liftgate, if you prefer), enabling owners to easily transport large items like the new gourmet barbeque or mega-golf bags and luggage for a week.

Below the reversible carpeted/plastic floor of the cargo area is a 54-litre removable and washable storage box. The rear seats fold forward via handy levers at the rear of the car so you don’t have to walk around and reach in from the rear doors. There are plenty of containers, cubbies, cupholders, pockets and surfaces to store your personal knick-knacks as required.
In my experience, Boomers like a little luxury to go with their utility, and in this the Crosstour also obliges; it being a premium vehicle whose specification matches that of the top-level EX-L Accord.

Crosstour features chrome door handles, stainless sill plates and brushed metal fittings inside, and standard equipment includes leather interior, automatic climate control, new five-speed automatic transmission with downshift rev-matching; 360-watt, seven-speaker audio with USB interface and satellite radio; compass and outside temperature gauge, fog lights, moonroof, power heated front seats with driver-side memory, memory side-mirrors with tilt, cargo privacy cover, Homelink transmitter and wood-trim interior accents. It’s pretty swank in that cabin; not pretentious, mind you, but definitely a cut above.

The full-time all-wheel drive is optional, and is a first for North American Accords, I believe. Also optional is a Navigation package that includes Bluetooth connectivity and a rear camera to help when reversing. However, the Navigation package is available only with the AWD vehicle, although Honda expects the AWD version to be the most popular.

Safety equipment is abundant, including stability control, ABS with Brake Assist and Electronic Brake Distribution, multiple threshold front airbags, full side-curtain airbags, active front head restraints, Honda’s ACE body structure, pedestrian injury mitigation system and tire pressure monitoring system.

Exterior styling is eye-catching; sporty, but not ostentatious. It has the right balance of flair and restraint.

While the Crosstour is about 195 kilograms heavier than the Accord Sedan (285 kg for the AWD version), fuel economy is quite similar. In litres/100 kilometres, city/highway, the Crosstour FWD gets 11.5/7.2 while the equivalent Accord sedan returns 11.0/6.7. The Crosstour AWD returns 12.3/8.0. Contributing to the Crosstour’s competitive fuel consumption are aerodynamic refinements and the V6 engine which runs on three, four or six cylinders, depending on load. Cruising along a flat highway, for instance, will activate the fuel-saving three-cylinder mode.
On the road the Crosstour is smooth and quiet. Even on rough aggregate, tire noise doesn’t intrude into the cabin, and the overall feeling is of refinement and stability. Wind noise, too, is typically absent.

Under hard acceleration, the transmission shifts quickly and precisely, and in typical Honda fashion, the V6 engine is exceedingly smooth.

The standard moonroof doesn’t rob occupants of headroom, with front and rear passengers having plenty. It’s also very easy to enter and exit through the wide-opening doors. The multi-adjustable driver’s seat and tilt/telescope steering will provide a safe and comfortable position for most drivers, although the passenger seat isn’t adjustable for height.

The suspension has been uprated (as have the brakes), and even though the engine and fuel tank are mounted low in this vehicle (to lower the centre of gravity), this is still a tallish vehicle that will lean in sharp curves.

The Crosstour is 70 mm longer than the Accord sedan, and given its coupe profile, the rear pillars seem quite distant. Consequently, visibility out the rear window is somewhat limited compared with the sedan. It’s the same with the front pillars (A and B-pillars). They’re large and wide, blocking vision sometimes when making a turn or changing lanes. I’d like to see some blind spot assistance available on this vehicle, and a standard audio back-up alert if the rear camera isn’t fitted.

A couple of other omissions are the lack of Bluetooth connectivity on models without AWD/Navigation, and, for some, the lack of a power liftgate. That being said, the liftgate is nicely balanced and light in operation, although a power liftgate in this type of vehicle would be appreciated by many buyers.

While targeted to older buyers, I can see younger families also finding this to be a suitable vehicle. It’s an appealing alternative to the SUV or SUV-styled CUV, offering many of their benefits without the high fuel consumption. It’s sleeker than a wagon, but more practical than a sedan; it has a sporty coupe profile, but you can easily get to the back seat.

The Crosstour is an evolution of the wagon, and in this it’s not alone in the marketplace. Competitors include the Toyota Venza, Nissan Murano, and Subaru Outback. Pricing has not been released at the time of this writing, but will start in the mid-$30,000 range, with additional cost for AWD and Navigation options. Honda expects to sell a modest 3,000 Crosstours annually in Canada, mostly to “boomers,” but you never know.

At a glance: 2010 Honda Accord Crosstour
Engine: V6 – 271 hp at 6200 rpm; 254 lb.ft torque at 5000 rpm
Drivetrain: FWD (AWD available)
Assembly location: East Liberty, Ohio
Price: Starts mid-$30,000
Available: November 20, 2009

Source;
http://www.canadiandriver.com/2009/11/09/first-drive-2010-honda-crosstour.htm

Canadian Driver: Honda Civic – 36 years in Canada

Alliston, Ontario, Honda Plant

By Paul Williams

Photo Gallery:Honda, Alliston, Ontario

While many vehicle models (and some manufacturers) come and go, the Honda Civic celebrates its 36th anniversary in Canada in 2009, where it has been an unequivocal success story.

The first year for Civic in Canada was 1973, with the company selling 747 1973 models here. Annual sales in Canada have risen to 72,463 Civics in 2008, at which time it was the best selling vehicle (cars or trucks) in the country. It was also the top-selling passenger car in Canada for the 11th consecutive year.

Another milestone, the five-millionth vehicle rolled off the assembly line at Honda Canada’s Alliston, Ontario manufacturing plant in April, 2009. Fittingly, it was a Honda Civic.

Honda Canada Manufacturing (HCM) has been a fixture in the Simcoe region of Ontario (about 100 kilometres north of Toronto) since 1986. It’s one of several Honda manufacturing facilities outside of Japan that the company has established over the past 30-plus years. It comprises two plants and a new engine manufacturing facility that opened in 2008.

Honda Canada Public Relations Manager Richard Jacobs says that even now, it comes as a surprise to many people that Honda Civics (both sedans and coupes) are built in Canada.

“And not only Civics,” he adds. HCM also builds the Acura MDX, CSX and ZDX, with 79 per cent of our output exported to the United States.”

Operating at full capacity, HCM builds 390,000 vehicles in Alliston annually, and 200,000 four-cylinder engines. In 2008 Honda was the second largest builder of combined cars and trucks in Canada, employing 4,500 Associates. The facility sources parts from 268 North American suppliers, of which 21 per cent are Canadian.

Visitors to HCM will immediately notice that plant associates (workers) all wear the same simple white uniforms (jacket and pants). In fact, every employee at HCM wears the uniform, including senior management (Jon Minto, Vice President of HCM, addressed our group our group of invited journalists while sporting the same corporate whites). The egalitarian theme extends to the parking lot, where there are no executive spaces, and to the cafeteria, which all employees use. Senior management, therefore, are regularly accessible to workers in the day-to-day operation of the plant.

On the shop floor, associates work in teams that perform a set of tasks as each vehicle moves along the assembly line. Team members rotate through the tasks every two weeks, which has the dual benefit of reducing boredom and increasing skills and experience.

Over the years, the vehicles that HCM manufactures have evolved dramatically. Back in 1973, for example, the Japan-built Honda Civic was powered by a four-cylinder, 1,200-cc engine that made 60 horsepower. The three-door hatchback car (there was no sedan) weighed a mere 640 kilograms and rode on 12-inch wheels.

By 1986, weight for the Civic Hatchback was up to around 800 kg, and the 1.5-litre engine made 90 horsepower.

At 1,200 kg, today’s Civic weighs almost twice as much as its 1973 ancestor, and is bigger in all dimensions than the (formerly) midsize Honda Accord of 1986. It uses a 1.8-litre four-cylinder engine that makes 140 hp and rides on 15-inch wheels (16 and 17-inch wheels are available). There is no Civic hatchback available in North America anymore, although auto writers look wistfully at the Type R GT 3-Door available in Europe, along with other interesting Civic variations that are not offered in Canada.

One thing that doesn’t seem to have changed is the design of those white uniforms. Functional as they may be, they appear to be the very same style as those worn by workers in Japanese plants 40 years ago. I think they could use an update.

Paul Williams is an Ottawa-based automotive writer and senior editor for CanadianDriver. He is a member of the Automobile Journalists Association of Canada (AJAC).

Source;

http://www.canadiandriver.com/2009/10/26/feature-honda-civic-36-years-in-canada.htm#

Canadian Driver First Drive: 2010 Acura ZDX

Exterior styling is particularly appealing from the rear three-quarters, and the ZDX cuts a distinctive profile that is lower and sleeker than you might expect. The grille continues to be polarizing (Acura versus everyone else, I think), but this is the face of the brand, and represents what Acura calls “provocative design.”

A notable ZDX feature is the two-piece, full-length sunroof roof whose dark tinted glass contrasts appealingly with the body panels of lighter coloured models (silver, for example). The glass extends all the way back to the top of the licence plate, finishing with a glass insert that’s reminiscent of the long-retired Honda CRX. It works well aesthetically and helps with rear visibility.

The interior is finely tailored and roomy in the front, although because of the low roof, headroom may be an issue for some drivers when entering and exiting the ZDX.

The rear seating area has very limited headroom, and Acura executives admit that amenities for rear-seat passengers were not a priority in the vehicle’s design. Indeed no rear-seat entertainment system was mentioned, and there are no remote climate controls for rear seat occupants. Similarly, the rear sunroof screen can’t be operated independently of the front screen. The rear is tailored as nicely as the front, however, and looks very smart indeed.

Between the front seats, buttons for the audio and climate controls are located in the centre stack as you would expect, but uniquely they “black out” when turned off. This creates a smooth, modern look when these systems are not operating.

On the road, the quiet cabin of the ZDX is particularly evident. The vehicle’s sound-deadening insulation and active noise controls almost completely shut out external noise when underway, and this really creates a serene ride on smooth surfaces. But unexpectedly, a mild, mechanical sound from the engine and its ancillaries (compressor, alternator, etc.) does intrude into the cabin when idling. It’s not particularly noisy, but the sounds are there, and seem incongruous in the otherwise silent cabin.

The transmission operates in three modes: Sport, Drive and Sport/Manual. Sport mode provides a more aggressive driving experience as it holds gears longer while accelerating and cornering, which the ZDX does in a flat, controlled and comparatively nimble manner. In manual mode the transmission can be slow to change gears (taking maybe a second to go from third to fourth, for instance), but will skip a gear when the paddle shifter is operated twice in rapid succession. This enables the driver to go directly from fourth to second, for example.

We noticed some rather abrupt vertical motion on uneven pavement that recalls the ZDX’s SUV heritage. The magnetic ride option may alleviate this, but it’s not available in Canada. Rear visibility is limited, and the outside mirrors seem rather small. The seats are sporty, firm and snug, with pronounced side bolstering to keep you securely in place.

Some consumers may see the ZDX as an SUV without the practicality (cargo and passenger capacity), but this misses the point. The ZDX will suit an older and/or professional demographic who are looking for a flash vehicle that suggests opportunities rather than constraints. For such people, the ZDX actually has plenty of practicality and versatility. It offers an excellent all-weather, all-wheel drive system, SUV-like ground clearance and ride height, useful cargo area for two (especially with the rear seat folded flat), along with a sporty character and luxury appointments in a premium brand. And it’s different than what most people are driving.
I think it will find its market. I just wish manufacturers would stop calling this type of vehicle a coupe!

The Acura ZDX goes on sale in December, 2009. Likely competitors are the Infiniti FX, BMW X6, and maybe the Cadillac SRX.

Source;
http://www.canadiandriver.com/2009/10/13/first-drive-2010-acura-zdx.htm/2

Inside Story: 2009 Honda Civic Sport

Review and photos by Michael Clark

News flash! The Honda Civic is still very much for sale!

Did we really need the bulletin? When you factor in all the hoopla from the introduction of the Honda Insight low-dough hybrid, the Swiss Army Knife practicality of the Fit, plus the general return to cubism amongst the compact set, we’re at least bordering on “gentle reminder.” The sales numbers tell a different story, as if advertising has returned to the subliminal no-nos used in the 1950s. Not only was the Civic the top-selling passenger car in Canada for 2008, it was also the best-selling vehicle overall, the first passenger car in 15 years to do so.

Like the Accord, the Civic tends to go through an update every two to three years. While the clay on the next-gen mock-up is probably getting dry and flaky, it’s a good time to dig into the current Civic, and identify areas for improvement. (There’s gotta be SOMETHING.) This week’s IS tester is the Civic Sport sedan, in manual stick trim, with an MSRP of $21,780. (Prices shown do not include freight, taxes, regional or promotional incentives.)

Sometimes, change is good. Knowing when to leave things as they are can be just as enjoyable. The manual tilt/telescope wheel adds cruise control tabs on the right-hand spoke, with the left-hand spoke barren of audio controls, an EX-L/Si model exclusive. The driver information display, located below the tachometer sweep, is accessed by tabs on the dash, to the driver’s extreme left. Next to those tabs is a delightfully simplistic dimmer control. The display provides dual trip meters, outside temperature, and engine oil health.

Wipers possess intermittency, while headlamps do not yet provide an auto detent. The upper speedometer display is flanked by coolant temperature and fuel level gauges. Suggestion: implement the colour-changing speedometer display of the Insight Hybrid as a simple way to influence good throttle behaviour. The centre stack provides easy-to-understand controls for the CD head unit and HVAC.

Exterior mirror heating works in concert with the electric rear window defrost. The five-speed manual shift presented no engagement issues, with a well-spaced gate. The driver’s door pod houses an auto up/down switch for the driver pane only, and a power toggle pad for the exterior mirrors. The fuel door and trunk release are controlled with opposite inputs through a floor mount lever, with a keyed lock-out for the trunk.

Cubbies!
The non-locking glovebox becomes overwhelmed quite quickly with the owner’s literature, though it does contain an absolute must: a Civic-specific Quick Start Guide. The side door pockets are unable to accept bottles for the front doors, while you could almost add ice in the rear door cavities. Flip up the console lid, where you’ll find a USB tether for audio input. You can also use the auxiliary audio input jack on the dash, below the HVAC, with an adjacent 12-volt DC powerpoint. The dual front cupholder is hidden by a rubbery roll-top door.

The Civic still retains the accolades for Best Dang Cupholder in Automobilia. There are four spring-loaded tensioners per holder, where many competing marques make do with one cincher per cup cavity. Twin cubbies are found below the HVAC controls, and to the left of the driver. For inner security concerns, IS suggests that the larger floor cubby receive a roll-top door or removable biscuit as standard equipment. The front passenger seatback adds a soft storage pocket

A manual day/night mirror joins hard plastic visors with unlit vanity mirrors. The Sport is the first trim level for the power moonroof to appear in the Civic hierarchy, with auto vent and slide.

Seat Treat
Driver positioning can be fine-tuned with the manual height adjustment lever. Door openings are ultra-wide fore and aft, with ample head and legroom. Heated front seats only appear on one Civic model, the EX-L.

Cargo Embargo
Seatback release for folding the seatbacks forward is accomplished in the trunk, with two pull levers. The fold is relatively flat, though the height of the fold could cause problems with loading larger items.

Spare Care
The cargo floor does not receive a hanger to hold aloft for spare access, nor is it easily removable. The temporary spare tire uses an inner foam biscuit for rattle-free tool stowage. Honda will change that tire for you, during the first three years of ownership, with no mileage limit.

The Mill
A 140-horsepower 1.8-litre inline four populates the Civic Sport engine bay. Kudos to Honda for allowing its engines to look like engines. Access to fluid fill points and accessory drive components is a snap. Labour costs should be minimalized for the long haul. Transport Canada pegs the one-eight with five-speed stick configuration at a city consumption of 7.4 litres per 100 kilometres, and a highway sip of 5.4 litres per 100 kilometres. Translation: the fuel gauge doesn’t move.

The Verdict
As “Maytag” cars go, the Civic is an attractive appliance. It’s also downright patriotic, as the majority of Civics for Canadian consumption are built by fellow Canadians, in Alliston, Ontario. As I mentioned earlier, there’s GOTTA BE SOMETHING. IS would like to see the larger storage cubbies equipped with security covers. Heated seats really need to become available on lower-end cloth-quilted buckets, even at the DX entry level. Maybe another 12-volt DC powerpoint in the glovebox. And a Bluetooth interface. That’s it. That’s how little a Civic is missing.

Source (with additional pic's!);
http://www.canadiandriver.com/2009/07/02/inside-story-2009-honda-civic-sport.htm

First Drive: Honda FCX Clarity

A drive in the world’s most advanced fuel cell car




Vancouver, British Columbia – Unveiled in November, 2007 at the Los Angeles Auto show, the production version of the Honda FCX Clarity fuel cell car – yes, the production version – is now being leased to a limited number of “early adopters” in southern California - including some movie stars such as Jamie Lee Curtis - on a three-year lease for US$600 a month. Honda plans to have about 200 FCX Claritys on the road in the U.S. and Japan by 2011.

The Honda FCX Clarity is a (U.S.) street legal, zero-emissions, fuel cell-powered mid-size sedan that meets all current North American safety standards and performs much like a standard four-cylinder gasoline-engined car, according to Honda. One was recently driven from southern California to Vancouver as part of the Hydrogen Road Tour 2009, a promotional rally sponsored by various government and corporate entities interested in the promotion of hydrogen as an automotive fuel – you can read CanadianDriver’s coverage here. I was one of a group of eager journalists to get a brief test drive in the FCX Clarity last week.

Unlike most other fuel cell vehicles now being tested in small fleets, the FCX Clarity doesn’t make use of an existing vehicle bodystyle that is converted to a fuel cell vehicle. The FCX Clarity is a clean-sheet design engineered and designed around its fuel cell drive components. As a result, Honda was able to package the components in a way that permitted a roomy four-passenger interior, a spacious trunk, and an eye-catching aerodynamic exterior design.

Under that stylish exterior, the FCX Clarity’s fuel cell components include a high pressure (5000 psi) hydrogen tank behind the rear seat; a third-generation Honda fuel cell stack in the console between the driver and front passenger that generates a maximum 100 kilowatts of electricity; a 288-volt lithium-ion battery under the rear seat to store the electricity; a combined 100-kW electric drive motor/coaxial gearbox/power drive unit in the engine bay that propels the car with the equivalent of 134 horsepower and 189 ft-lbs of torque.

Essentially, the FCX Clarity is an electric car powered by a fuel cell assisted by a powerful battery, and it has some similarities to Honda’s gasoline-electric hybrid cars. Pressurized hydrogen gas is fed into the fuel cell where it’s combined with oxygen to create electricity (the only byproduct is water). The electricity flows to a 100-kW AC synchronous electric motor where it is directed by the Power Drive Unit (PDU) through a one-speed (plus Reverse) coaxial gearbox to the front wheels.

During start-up and acceleration, electricity from the lithium ion battery supplements power from the fuel cell and during deceleration, the electric motor acts as a generator to charge the battery. When cruising on the highway, the car operates on electricity from the fuel cell stack alone. When the FCX Clarity is stopped, an idle stop system shuts down the fuel cell stack, and the electricity needed for the power steering, power brakes, air conditioning and other power features is supplied by the battery.

The FCX Clarity has come a long way from the original Honda FCX fuel cell car introduced in 2002. That car was a boxy, two-door subcompact car with a fuel cell that weighed 202 kilograms and developed 60 kW of power, and couldn’t operate at sub-zero temperatures. The current FCX Clarity, by comparison, is a mid-size four-door sedan with a 100-kW fuel cell that weighs only 67 kg, is less than half the size of Honda’s original fuel cell, and can operate at temperatures down to minus 30 degrees Celsius.

On the road, the FCX Clarity drives much like a battery-electric car. Off-the-line throttle response is immediate because of the abundant low-end torque of 189 ft-lbs from 0 to 3000 r.p.m. courtesy of the lithium ion battery and electric motor. Under acceleration, there is a slight hissing sound from the fuel cell and a whine from the electric motor, but it’s much quieter overall than a gasoline engine. The single speed coaxial gearbox has no gear changes – power delivery is just a smooth, linear progression.

The FCX Clarity’s curb weight of 1624 kg (3582 lbs) is a little more than an Accord EX 4-cylinder sedan at 1550 kg (3417 lbs) but Honda says its acceleration times are comparable. According to the Automobile Journalists Association of Canada (AJAC), an Accord EX 4-cylinder goes from 0 to 100 km/h in 9.5 seconds. The FCX Clarity’s top speed is 160 km/h.

A maximum driving range of 385 kilometres is not as good as a conventional gasoline-engined car, but it is twice that of many battery-electric cars.

With a fully independent suspension (double wishbone front suspension, independent multi-link rear suspension), and a low, wide stance, the FCX Clarity handles and rides with stability and comfort and while it’s electric power rack and pinion steering doesn’t offer much feedback, the car’s tight turning diameter of just 10.8 metres (35.4 feet) allows tight turns and excellent manoeuvrability.

Fuel economy is measured in miles per kilogram of hydrogen (mile/kg-h2) and the FCX Clarity averages 68 miles/kg H2. But because we don’t know what a kilogram of hydrogen gas would cost at a hydrogen station of the future, it’s difficult to compare the fuel costs of gasoline vs hydrogen. Honda does say that the FCX Clarity’s fuel efficiency is up to three times that of a gasoline-powered automobile and two times that of a gasoline-powered hybrid vehicle.

It takes only five minutes to fill up the FCX Clarity’s pressurized gaseous hydrogen fuel tank. The time is comparable to a conventional gasoline car or hybrid and much better than a battery-electric car which usually requires from three to eight hours to recharge, depending on the charging system.

The FCX Clarity’s futuristic four-passenger interior design includes a single round illuminated gauge facing the driver with an H2 meter, a battery meter, a Power/Charge display, and a round ball in the centre of the display that changes size and colour depending on the driver’s mileage – blue is good, yellow is normal, and amber is poor. As in other Hondas, the speedometer is a digital readout on top of the dash. A Power button starts up the fuel cell after a key has been inserted, and a very small electronic gear shift lever to the right of the steering wheel lets the driver select a gear, which is indicated in the gauge display.

All the interior fabric coverings are made from corn and plant biomass “to help move away from petroleum-based resins and other synthetic fibres,” according to Honda. That includes the seats, armrests, console trays, carpeting, roof linings and trunk linings.

The silver-coloured centre stack protrudes aggressively into the cabin for easier reach of the controls, and the navigation system includes a location finder for the nearest hydrogen station. Headroom and legroom for all four occupants is generous, but my guess is that the rear centre console will eventually be replaced by a centre seat to make it a five-passenger sedan. The FCX Clarity’s trunk volume of 371 litres (13.1 cu. ft.) is almost as good as the Accord sedan with 397 litres (14.0 cu. ft.)

The FCX Clarity is arguably, the most advanced fuel cell car in the world. It’s stylish, practical, comfortable, safe, street-legal, and emissions-free. In April 2009, an international group of 59 independent automotive journalists from 25 countries named it “2009 World Green Car” from amongst 22 contenders.

Honda has proven that it can build a practical, safe and clean zero-emissions vehicle, and others will soon follow. The next step is for energy companies, governments and investors to finance and build a viable hydrogen refuelling infrastructure. That will be a challenge, but if Honda were to put CEOs and elected representatives behind the wheel of an FCX Clarity for a day, I think the chances would be much better.

Greg Wilson is a Vancouver-based automotive journalist and editor of CanadianDriver. He is a member of the Automobile Journalists Association of Canada (AJAC).

Source;
http://www.canadiandriver.com/2009/06/12/first-drive-honda-fcx-clarity.htm?page=all

Awesome review, check out the other pics on the link above!

CanadianDriver sets Honda Insight trip record

Montreal, Quebec - Honda’s cross-country “Insight Into Canada” tour, where journalists drive two dozen separate legs over the course of a month in a 2010 Honda Insight, has entered the last third of the journey. CanadianDriver.com’s Senior Editor Paul Williams has set a record of 3.8 L/100 km from Ottawa to Montreal.

The Insight, the first one registered in Canada, began its journey on April 21, departing from the Trans-Canada Highway Mile Marker Zero in Victoria. The journalists report on the trip and on environmental initiatives through a “narrative” by the car, at InsightIntoCanada.

The trip is scheduled to end on May 22 at the Trans-Canada Highway Mile Marker Zero in St. John’s, Newfoundland.

Williams achieved his 3.8 L/100 km (74 mpg Imp) with a full tank of fuel. Transport Canada’s fuel economy ratings for the vehicle are 4.5 L/100 km on the highway, and 4.8 L/100 km in the city. ”I drove at or near the speed limit, but looked for every opportunity to cruise with power from the electric battery only and the gasoline engine off,” Williams said. “The car’s Eco Assist system was very helpful in optimizing fuel economy.”

The Insight went on sale on April 22, with a starting price of $23,900.


Source;
http://www.canadiandriver.com/2009/05/12/canadiandriver-sets-honda-insight-trip-record.htm

Used Vehicle Review: Honda Fit, 2007-2008

Looking for a small, safe, economical, and reliable car? Here's a nice link to a read on the 2007-2008 Honda FIT's.

Link;
http://www.canadiandriver.com/2009/03/26/used-vehicle-review-honda-fit-2007-2008.htm

Canadian Driver.com Test Drive; 2009 Acura TL FWD

Oshawa, Ontario - For 2009, Acura has completely redesigned its TL sedan, giving it all-wheel drive and a 305-horsepower, 3.7-litre V6 engine that’s the strongest in the nameplate’s stable. But while that’s the model that’s getting all the attention, there’s a second TL in the line-up – my tester, the 3.5-litre TL in front-wheel drive.

While it may not have the wow factor of the top-line’s Super Handling All-Wheel Drive, or SH-AWD – which generally does live up to its name, especially on twisty roads – its $39,990 base price is $4,500 under the SH-AWD model, which is a chunk of change no matter how you look at it.

Despite the price difference, the overall packages are fairly well-matched. Both drivelines use a five-speed automatic transmission, and while both prefer premium fuel, the front-wheel-only system naturally gets slightly better fuel mileage – against the published figures of 11.6 L/100 km in the city and 7.5 on the highway, I averaged 11.1 L/100 km. Both contain the usual number of premium features, including xenon headlamps, sunroof, automatic climate control, six-CD stereo and active head restraints; the only items missing from the FWD version that you get on the SH-AWD are 18-inch wheels to the front-wheel’s 17-inchers, plus hill start assist, headlight washers, quad tailpipes, and a sportier-trimmed steering wheel. The SH-AWD also has more of a performance-tuned suspension.

My tester was further optioned with a Technology Package, which is the same on both models, at an extra $3,500; it adds a rearview camera, navigation system, pushbutton start, perforated leather seats, and GPS-linked climate control. That last little number figures out where the sun is in the sky, and adjusts the vent airflow to compensate for one side of the car getting more sunlight through the windows than the other. Just how did we survive without all this, I wonder?

The front-wheel TL’s 3.5-litre produces 280 horsepower and 254 lb-ft of torque, and if that pales on paper beside the 3.7-litre’s 305 horsepower and 275 lb-ft, it certainly doesn’t feel wanting once you’re on the road. I like the smaller engine very much, with its quick response, linear throttle, and a transmission that shifts smoothly and keeps the engine nicely in its powerband, even if it’s only got five cogs in a world that’s increasingly moving to six. It doesn’t quite have the handling or feedback of a true sports sedan, but steering response is very good nevertheless. Having driven both models, I also find the regular TL’s lighter weight – a 114-kg difference – gives it a more nimble feel. And realistically, given that most drivers don’t spend their days carving out switchbacks, the TL works very well for the average commuter who spends much of his time in traffic, but likes to push the pedal when the road finally opens up. The brakes are also very good, bringing the car down from speed quickly and accurately, but without grabbing.

Larger than the 2008 model it replaces, both inside and out, the TL is a very comfortable car, with supportive seats and more legroom this time around. The back seat doesn’t fold, but the trunk holds 371 litres, and there’s a locking pass-through. I could definitely see packing this car full of luggage and taking it on a long-distance trip, and getting out at the other end with my spine still exactly where it’s meant to be

My tester came with an “Ivory” interior, but I’d rather go for the all-black version; not only is the contrast a bit much between the dark upper pad and the lighter lower dash, but beige plastic simply looks cheap, no matter who makes it. Everything’s put together very well, but overall, it’s just far too complicated. The designers at Acura love their buttons and dials, and the TL has plenty of them, especially with the Technology Package. There’s simply too much time taken away from the road when looking for a control. And while every button is backlit, which every button should be on every vehicle, the sheer number of them means that at night, it feels like you’re piloting a jumbo jet.

There’s no question that the exterior styling is polarizing, and while I’ve always maintained that bold is better than bland, I’m not entirely sold on the squid-beak grille here. (The TL was designed in California, by the way, and is built in Ohio.) I’ve come to accept it on the MDX, but I think it overpowers the TL, especially when that big hunk of front chrome is in such contrast to my tester’s black paint. The sharp-creased origami styling continues on the trunk, with a prominent spoiler and chrome strip. I do like the side view, though, with the muscular arches over the wheels and the chrome surround on the windows.

While Acura is pointing the SH-AWD version at several rear- or all-wheel competitors, the front-wheel TL can take on some titans of its own. The Acura has more horsepower and a lower starting MSRP than the Audi A4 2.0T or the Saab 9-5, and while the Volvo S60 and Lincoln MKZ cost less, their prices don’t include the Acura’s sunroof, xenon headlamps or six-disc stereo. Closest in the arch-rival department is the Lexus ES 350, which has 272 horses to the Acura’s 280, and power-adjustable steering wheel and auto-dimming exterior mirrors missing on the TL, for a $40 difference in the Lexus’ favour, although it doesn’t have xenon headlamps

Of course, the only way to know for sure is to drive one, but I’m guessing that when you get to the dealership, it’ll be the SH-AWD version that catches your eye. By all means, take it out and see just what it can do around corners. But do yourself a favour, and give its little brother a spin, too. It may not be getting all the attention, but it can certainly hold its own.

Source (with more info. and pic's);
http://www.canadiandriver.com/2009/02/06/test-drive-2009-acura-tl-fwd.htm