Honda NSX Gets New Lease on Life

Finally! Some Honda/Acura sportscar news! Now if we can just get Honda to start thinking about a Next Generation Honda Prelude (non hybrid of course) ....
The NSX lives, at least in a different form. According to one source, Honda never gave up its plans for an NSX successor. Even though the V-10-powered post-NSX concept came along at the wrong time -- during the economic meltdown -- and had to be cancelled, Honda engineers didn't completely shelve the project.

They simply applied a more market-friendly (and eco-friendly) sports-car approach to the company's flagship two-door, giving it the latest hybrid gizmology. Completely different than Toyota's THS-II hybrid system, the technology slated to power Honda's new sports coupe "can be driven with either a clutch and an engine only, the engine and motor only, or the motor only," says our source. It will also offer a manual transmission option.

It apparently will employ a modified Accord platform, and power will come from either a 2.4-liter 4-cylinder or a 3.5-liter V-6, with the latter considered the sure favorite. Why do we think so? Once again our spies in Japan have uncovered a patent application that specifies a "V6 powertrain developing upwards of 400 horsepower." (yes!) That makes sense, especially when you consider what one company staffer told us about Honda's desire to return to making sports cars.

"Honda does not see the CR-Z as a sports car. It's a sporty coupe and a great first try in the hybrid-sports direction. To be called a sports car, a car needs to have the potential of an NSX or an S2000. That's what we need to aim for."

And as expected, the coupe will employ a version of the automaker's proven SH-AWD system, but Honda will apply NSX concept technology by fitting the rear-drive-based SH-AWD setup that enabled the test mule to lap the Nürburgring in 7 minutes, 37 seconds two years ago.

Using the front-wheel-drive Accord platform as a base for this car will cut R&D costs dramatically. Engineers will swap the front and rear around to create a rear midship AWD package. If the coupe gets the green light for production, expect to see it in showrooms as early as 2014. Still unclear is if the car will continue to be badged as an Acura here in the U.S.

Source (via autoblog);
http://www.motortrend.com/features/auto_news/2010/1011_honda_nsx_gets_new_lease_on_life/index.html

The Original, Hand built, Honda Civic Type R Mugen Concept Finds an Owner

The original Honda Civic Type R Mugen Concept car, a hand-built, dream-about performance creation has now found an owner.

The concept, which was created as a test bed for the 20 units built by Honda’s race engine-tuning partner Mugen was given away as a prize for a British nationwide draw that celebrates the automaker’s presence in the British Touring Car Championship. The vehicle comes with a high-reving 2.0 liter naturally aspirated powerplant that delivers 240 hp and is worth over 60,000 pounds.

The out of this world hot hatch was handed over to the Jim Morgan from Manchester at the Silverstone circuit, where the winner met Honda’s BTCC drivers Matt Neal and Gordon Shedden. Subsequently, Morgan was offered a tour of the Mugen workshops in Northampton, also meeting the team of specialist that brought the compact monster to life.

“I still can’t quite believe I’ve won this unbelievable concept car," said Jim. "To meet Matt and Gordon, rocket around Silverstone in a Type R, and talk to the guys who built my car was incredible! Seeing how this the Type R MUGEN was built really gives you a feel for how special it is: the guys at MUGEN have put everything they’ve got into this car,”

"It really is a great car to drive; perfectly well behaved around town but with a fantastic response to a heavy right foot! I feel extremely lucky," the winner added.

Honda offers a limited edition Civic Type R Mugen finished in Championship White paint, which is based on the concept car that now belongs to Morgan.

Source;
http://www.autoevolution.com/news/honda-civic-type-r-mugen-concept-finds-an-owner-26737.html

2010 Honda Civic HFP Si Review

Frequent Trips to the Redline May Put Your Driving Record at Severe Risk
Given the fact that I have to relinquish the keys to my 2010 Honda Civic HFP (Honda Factory Performance) Si coupe tomorrow, I am left to wonder if perhaps they make a patch that could
help curb my withdrawal symptoms. Quite frankly, my Dyno Blue Pearl colored Civic HFP Si should come with a Surgeon General's Warning: "Frequent Trips to the Redline May Put Your Driving Record at Severe Risk."

At least in my case, it is utterly and totally impossible to drive this whirling dervish of a car in a calm and sedate manner. The engine cries out to be revved and the manual transmission is the most pleasurable unit I have ever used. And I have tested the Mazda Miata, Nissan 370Z, Mini Cooper and a number of BMW manual transmissions. It is, quite simply, the best manual transmission in the world.

As follows is my review of the many aspects of this two door Honda Civic HFP Si that truly make it an unforgettable driving experience. You think you need an utterly impractical sports car to have a good time? Well, this sports car has a spacious 11.5 cubic foot trunk, split folding rear seats, brilliantly designed cupholders and enough cubbies in the interior to hold all of your junk.

And if you need even more utility the Civic Si is also available as a hugely practical four door family sedan. Mind you, this is a family sedan that also just so happens to have an engine that revs all the way to a stratospheric 8,000 RPM.

What is HFP?

Honda Factory Performance (HFP) is the line of accessories that you can add to your standard Civic Si coupe at the dealer. My tester boasted uprated 18 inch wheels on Summer tires (standard wheel size is 17 inches), a stylish front under spoiler with more aggressive looking foglights, a rear under spoiler, side skirts and a sport muffler. All told they would add about $4,000 to the price of your Civic Si not including installation but the overall look is well worth it.

The uprated tire/wheel combo makes the Civic Si not only look cooler but they also improve the handling with a slight penalty in ride quality. If you are going to use your Si as a family car, however, you might want to consider sticking with the 17 inch HFP wheel upgrade. The sport muffler, however, turns the Si into a howling screamer as you reach the engine's 8000RPM redline. The noise the motor makes is well and truly addictive making it nigh on impossible to drive this car slowly.

Exterior Styling

The Civic Coupe is a styling two door to begin with but with the rear spoiler that comes standard with the Si and all the visual add-ons courtesy of HFP it looks positively menacing. This may cause problems because this car looks like it is going fast even standing still. The Dyno Blue Pearl exterior color is deeply luminescent and would be my choice were I to buy this car for myself.

Interior Design, Materials Quality and Utility

Unlike most Civics, the Si has a digital speedometer that reads in a slightly devilish red color (instead of the usual soothing blue). The interior is airy and spacious although the coupe feels more cramped in back than the rear seat of the sedan. So if you carry passengers often buy the four door Si sedan.

The black seat fabric on the seats is positively gorgeous with red Si logos stitched into the seatback and these sport seats offer plenty of comfort over long drives. All of the plastics are of high quality and the air conditioning easily battled the high Memorial Day Weekend temperatures in Southern California.

The shift knob is a tactile delight made from some metal alloy and is perfectly for hands of all sizes. The two tiered speedometer/tachometer design is still inspired and all of the knobs and switches move with a high quality feel. Overall, this is Honda interior design at its most delightfully whimsical, practical and forward thinking.

Driving Experience

Driving the Civic HFP Si around the suburban streets near my home I could not keep my speeds below 60 miles per hour which can be troubling on streets with 35 mile per hour speed limits. Thankfully most of the roads near where I live have 50 mile per hour speed limits. But once you rev the engine to redline in first and second you are at 60 miles per hour. To paraphrase the inimitable Britney Spears, "Oops, officer, I did it again."

Thanks to the 18 inch summer tires, the 2010 Honda Civic HFP Si handles corners as tightly as Joan Rivers clings onto the phone number of her plastic surgeon. To use a horrible cliché, this coupe really does corner like it is riding on rails. I can't believe I just said that but it's true.

As I have said earlier the shifter is such an utter joy to use that you will find yourself using the perfect gearing to slow the car down as you approach stop lights instead of applying the strong brakes. This will no doubt slow wear of the brake pads as those wear far quicker than clutches. Especially clutches made by Honda.

The steering in the 2010 Honda Civic HFP Si has a precise feel yet never feels darty like the racks in some competitors such as the Mini Cooper S. Although the engine screams as you hit the redline, the engine does quiet down sufficiently in sixth gear on the freeway to facilitate a peaceful interior at cruising speeds. But what fun is that?

Is This Car Family and Dog Friendly?

The interior of the Civic Si has durable plastics, the sturdiest feeling cloth upholstery I have ever seen in a test vehicle and everything is obviously assembled with the typical Honda level of care. The only issue is that this car accelerates so quickly and can handle such high cornering speeds that you should invest in a safety harness for your dog and an Indy 500 strength car seat for your youngsters.

Final Thoughts

As this car returns to Honda tomorrow I am going to cut this review short so I can go take it for a drive on my favorite twisty road near my house. The 2010 Honda Civic HFP Si just screams "bad influence" but given its practicality, fuel efficiency and low price when compared to vehicles with similar levels of performance it remains the sports car buy of the century. So when you go out and buy yourself a Civic HFP Si also be sure to pick yourself up a really good radar detector.

Vehicle Tested: 2010 Honda Civic HFP Si Coupe with Navigation & Summer Tires

Price as Tested: $24,055 plus HFP Accessories

Engine: 2.0 liter 4 Cylinder

Power: 197 horsepower/139 lb. feet of torque

Transmission: 6-Speed Manual (No automatic offered)

Economy: 21 city/29 highway

0-60: 6.7 Seconds

Trunk Size: 11.5 Cubic Feet

Safety Ratings (Government):
Front Impact (Five Stars)
Side Impact: Front Seat (Four Stars)
Rear Seat: (Five Stars)
Rollover: (Four Stars)

Source;
http://www.associatedcontent.com/article/5441622/one_week_test_the_2010_honda_civic.html?singlepage=true&cat=27

Road and Track's Gone but not Forgotten for 2010

Here's a nice article on some of the cars that will be 'retired' for 2010.

2010 Automotive Hot List: Gone But Not Forgotten

The automotive world will be a poorer place for 2010 without these five cars.
If you're up on your Honda S2000 knowledge, then you probably know two things: The first is that this high-revving roadster, first sold in late 1999 for the 2000 model year, was originally envisioned as a limited-edition model to commemorate Honda's 50th anniversary. The second is that after a 10-year model run (which, by the way, far exceeded the company's expectations — over 12,000 were sold worldwide in calendar year 1999, with 110,673 sold worldwide through 2008), the S2000 will cease production this year, the final car scheduled to roll off the assembly line at the end of June.

For those of you not up to speed on Honda's S2000, here's a brief refresher course: The S2000 brought Formula 1 engine technology to the street, with a 2.0-liter inline-4 that made 240 bhp (Honda was, understandably, very proud of the car's 120 bhp per liter — still an incredible number for a normally aspirated car to this day) and revved to 9000 rpm. The car made its peak power at an astronomical 8300 rpm, with Honda's VTEC variable valve timing kicking into high gear at 6000 rpm. The downside was that it only made 153 lb.-ft. of torque at 7500 rpm...so you really needed to rev it. Luckily, snicking through the gates of the 6-speed manual gearbox was pure joy, as it was (and remains today) one of the best-shifting gearboxes ever put into a production car.

Due to a curb weight of just 2755 lb. and rear-wheel drive, the S2000 was a terrific twisty two-lane and track-day machine, with quick, well-weighted steering and a fairly neutral handling balance. But early cars gained a reputation for being a bit nervous at the limit, resulting in the occasional unintended oversteer.

The S2000's interior was both unique and sporting (also Spartan), focused solely on the art of fast driving. Interesting features included its half-moon bar-graph tachometer display, a large digital speedometer readout as well as bar-graph displays for fuel level and coolant temperature. This instrument panel was ahead of its time in 1999, and many thought it was the wave of the future. Honda kept this electronic setup throughout the S2000's 10-year model run, although the tachometer's graph was reworked into more of a quarter-moon for the 2004 model. The car also had supportive seats and a grippy, small-diameter leather-wrapped 3-spoke steering wheel.

Although little changed on the S2000 throughout its 10-year run, 2004 saw updates to the engine and suspension. Addressing the S2000's anemic torque, Honda increased the engine's stroke to 90.7 mm for a gain of 181 cc, making it a 2.2-liter. High- and low-speed VTEC cam lobes were adjusted to make more productive torque, while the engine's redline was lowered to 8000 rpm. Peak power remained at 240 bhp, but was generated 500 rpm lower at 7800 rpm. Torque was increased from 153 lb.-ft. at 7500 rpm to 161 lb.-ft. at 6500 rpm. The ratios of the first four gears were also lowered to further improve acceleration.

To address the S2000's nervous tail, the '04 model received softer rear springs, a softer rear anti-roll bar and altered geometry. Wider tires (215/45R-17s up front with 245/40R-17s at the rear, versus the original car's 205/55R-16 front, 225/50R-16 rear setup) improved grip, especially at the rear.

On the outside, the '04 car could be spotted by its new 10-spoke wheels, new headlight cluster, LED taillights and oval exhaust tips. Inside, reshaped doorpanels, the aforementioned instrument panel and silver accents for the center console and radio cover were the highlights.
For the 2008 model year, Honda unveiled the limited-edition S2000 CR (for Club Racer), although the standard S2000 was still available. The CR's large rear wing, removable hardtop and in-your-face front air dam explained in no uncertain terms that, yes, this S2000's home was the race track. The car's firmer suspension — 38-percent stiffer front springs with 50-percent stiffer front dampers and 17-percent stiffer rear springs with 32-percent stiffer rear dampers, along with larger front and rear anti-roll bars hit home Honda's intentions. Even the stereo and air conditioning were deleted to save weight, although they could be added back as options. Stickier Bridgestone Potenza RE070s (215/45R-17 front, 255/40R-17 rear) and quicker steering rounded out the mechanical changes — the engine compartment was left completely untouched.

For a final farewell to the S2000 here at R&T, I borrowed a CR for a weekend track day at Mazda Raceway Laguna Seca in Monterey, California. After giving the car all it was worth around Laguna's 2.2-mile road course, I can easily say the CR is the best S2000 Honda has ever built. The stiffer suspension settings, stickier tires, better aero work and hardtop make the CR a truly terrific track-day weapon. The CR's steering is quick and precise and the car is very well planted. Handling is near neutral, with just a bit of understeer at the limit that's easily adjusted with the throttle or trail braking, allowing me to "back it in," for instance, into the left-hander at the top of Laguna's Corkscrew. In low-speed turns, the CR's easy-to-control demeanor allows power-on tail-out action.

Due to the CR's small band of usable power — basically from 6000-8000 rpm — lots of shifting is required to keep the engine on boil. No problem, what with the car's phenomenally positive short-throw 6-speed manual. Another CR plus? Lots of head room, allowing plenty of helmet clearance.

Minuses? Only a few. Obviously, we wouldn't turn away more power if Honda were offering — there's just not a lot of oomph down the straights. At the same time, this is a true driver's car in the sense that it needs to be driven hard to eek out its full potential. There's also something truly special about the high-pitched scream emanating from under the hood, along with the engine's willingness to rev to 8000 rpm all day long.

Honda fits the exact same brakes to the CR as it does the standard S2000 (including pads), which means the pedal exhibits a nice, firm feel. But, toward the end of the first day of lapping, the pedal became soft, with longer stopping distances. By the end of the second day at Laguna, the pads were completely shot. The fix here would be more aggressive pads, an absolute must for any production car on a track day.

Ok, so the CR is a fantastic track car. But what's it like driving it to and from the track, or more importantly: Would a sane person even consider driving it to work? Although the CR's ride is harsher than your average family sedan, it's actually pretty easy to live with. Sure, some clutch slippage and revs are needed for quick-off-the-line stoplight launches; and don't expect Lexus-like civility inside the cockpit — the engine can be buzzy and a fair amount of tire noise makes its presence felt on the highway. But compared to pretty much any track-day car equipped with aftermarket suspension components, the CR is a pussycat.

And that's part of what makes the S2000 CR so alluring. You can virtually drive it off the showroom floor directly to a track, where it will perform (driver willing) at a level with cars making far more power, no modifications needed (other than brake pads). Plus, at $38,665 — with air conditioning and an 8-speaker AM/FM/CD stereo system — the CR is a mighty good bargain.

If the S2000 is so good, why is Honda killing it? A U.S. Honda official said: "It was simply decided that after a successful 10-year run, with lagging demand and a tough economic climate, production should be ended." And it was a good run, especially for a car Honda didn't have big plans for. But with only 2538 cars sold in the U.S. in 2008, the writing was on the wall.
So what can we expect as far as an affordable Honda sports car in the future? For now, a Honda source told us there are "no current plans for a successor. Never say never, but there's nothing on the radar."

In other words, until the economy picks up, don't count on something like the S2000 from Honda. But when things start looking up again, we wouldn't be surprised if Honda brings out a new sports car that's less expensive than the S2000, yet equally high-revving and exciting.
We can only hope. In the meantime, if you're looking for killer track-day car that's also a blast to drive on the street, the S2000 CR should be at the top of your list. Get one while you still can.

Source;

http://www.roadandtrack.com/article.asp?section_id=10&article_id=8326

Honda Prelude Unanimous Winner in Retired Revival Survey

In case it's too hard to read thats 69 votes out of 140 going to the Prelude. Can't say I'm too surprised. Really makes you wonder what could have been....

TOV: Honda 4 Door Coupe?!?

Within the last week or so, there have been rumors concerning a new "4-door coupe" that Honda is said to be working on. Auto Motor und Sport (a German publication) asserted that this vehicle would be a new top level version of the European Accord (also known as the Acura TSX in North America). Auto Motor und Sport claims that the 4-door coupe will feature short front and rear overhangs as well as a coupe-like high beltline. AMuS further contends that base versions of this vehicle will likely be front-wheel-drive and use largely carryover (2.4L ~200hp 4-cylinder) powertrains. They also suggest that a Type-S version featuring a 260hp turbocharged 2.3L 4-cylinder, DSG double clutch transmission, and SH-AWD will be in the offering as well.

Now comes another story, this time from a Japanese outlet. Daniel Garcia Rodgriguez just returned from a quick visit to Japan and while he was there he picked up the latest issue of Holiday Auto magazine and scanned in these images. If you're not familar with the magazine, Holiday Auto is one of Japan's "car scoop" magazines. I'm not real clear on their track record on past scoop stories, but apparently they too have heard of this supposed 4-door coupe, and they have a slightly different take on what it will be. Here is what Daniel was able to decipher from the Japanese text:

"Jeff, I got something for you in Japan. Sorry for not having time to work out the text, but from what I understood very quickly, there is not much real information. Here is what I think I got of what seems Honda's answer to the "4door coupe" incipient market according to Hollyday-Auto (June 2009 issue):

- expect it for 2010 (calendar year).

- should sit in between the TL and TSX in terms of size (see the figures on the table).

- should get similar powertrain-transmission combo as the ZDX.

- styling wise, think about a dropped-off ZDX. Cheers, Daniel

Commentary: With several outlets jumping in on this rumor, it seems that there could be something to it, but if this vehicle is going to be based on the existing FF platform, I'd have to assume that these drawings are probably not very accurate. It's a great look, but for it to be pulled off properly, the front overhang needs to be shorter than just about anything Honda currently sells. This would make a fantastic vehicle to build upon Honda's on-again/off-again FR platform, but don't get your hopes up. Scanning the text of the article, I noticed a few English letters that caught my eye, particularly 'FR' and 'V8' along with 'SH-AWD'. Daniel assured me that the text of the Holiday Auto article makes mention of those things as items that Honda was working on, and the article makes it clear that Honda decided not to use that platform for this vehicle and instead to make it happen with existing technology. Ah, here we go again...

Source;

http://www.vtec.net/news/news-item?news_item_id=832493

Original Honda Beat Information

With all this talk about the Honda Beat making a 'comeback' (don't know if this car would be destined for North America or just Japan like the original), I thought I'd do some digging in to the Original Beat.
The Honda Beat is a small sportscar, that fits the regulations of a keicar. It is a convertible and has a midengine. The production began in May 1991 and finished in February 1996. The total number of cars produced was around 33,600. Most of the production (around 2/3) occurred in the first year, and then production and sales reduced drastically. There were two different models of Beat (PP1-100 and PP1-110), although there were a couple of different limited edition versions as well. Variations on the first model were just cosmetic updates. Only the second model had any real mechanical differences. All cars were offered with the option of a drivers-side airbag. In typical Honda Fashion, the Beat's engine did not utilize a turbocharger or supercharger. The 660 cc engine was modified with the MTREC system, which included one throttle valve for each of the 3 cylinders, to produce 64 horsepower (48 kW). Only manual transmission was available. The MTREC design will filter down to the 1993 Honda Today keicar. The Beat is part of a wave of keicar-sized sports cars in the late 80s -- its competitors included the Suzuki Cappuccino and Mazda's Autozam AZ-1. Together they predicted the arrival of the Smart Roadster over a decade later, while Japan wouldn't see a new model of the genre until the recent Daihatsu Copen.

Source;
http://www.hondabeat.dk/

Honda Beat To Return In 2011, Based On Honda OSM Concept?

Not sure if this means anything to us in North America, but would look like what I would have thought a Honda S3000 would look like.
According to the news-makers at Japanese auto magazine Best Car, Honda is working on returning the Beat name to the streets of Tokyo after a 13 year absence.

The original Beat ran on a rear-wheel-drive platform and was powered by a 47kW 660cc engine, putting it in the ‘kei’ category – a class of car so small and with such a low environmental impact, that tax breaks and parking discounts are part of the benefits of owning one.

Best Car says that Honda is looking at the market closely and working feverishly to bring the new Beat – based on the Honda OSM concept – to showrooms at the right time, likely around 2011.

The ‘kei class’ 2011 Honda Beat will, according to Best Car, be powered by the same 660cc engine motivating Honda’s Life, Zest and Zest Spark kei cars, utilising the same front-wheel-drive platform.

While all-wheel-drive is an option, it is likely the new Beat will deliver its limited power to the front wheels only.

How much of this can be believed will remain to be seen, but as we’re unlikely to see the Beat in Australia it’s a moot point for Aussies anyway.

Source;
http://www.themotorreport.com.au/27369/honda-beat-to-return-in-2011-based-on-honda-osm-concept/

Some more Pic's of the Mugen NSX RR Concept

Source;
http://www.nihoncar.com/en/news-1039-Mugen+NSX+RR+Concept%E2%80%A6+The+Ultimate+Gallery.html