2011 Honda Insight

The 2011 Honda Insight gains a new entry-level model and expands standard features elsewhere to mark its second season as Honda’s answer to the Toyota Prius. Insight hasn’t been the sales or critical success Honda had hoped for when it debuted for model-year 2010 promoted by the automaker as the first “affordable hybrid.” This aerodynamic four-door hatchback rates a laudable 40/43 mpg city/highway, but its five-passenger cabin is cramped and noisy, and overall performance is tepid, even by hybrid compact-car standards. Moreover, Toyota stole much of the value impact Honda had banked on with the 2010 Insight’s $20,510 starting price by pricing its larger, faster, more fuel-efficient Prius at $22,750. Honda hopes to retake some value ground by adding the 2011 Insight base model at $18,950 while at the same time filtering such essentials as cruise control and a USB iPod interface from the top-line Insight EX model down to the less-expensive midlevel LX version.

 INTERIOR
The new Insight base model includes remote entry and has exclusive content compared to the other models consisting of unique seating fabric and a basic audio system with CD player and two speakers. The Insight LX gains features for 2011, adding cruise control, a USB audio interface, center armrest storage console and floor mats. The Insight EX adds to the LX features with steering wheel-mounted audio controls (previously exclusive to the Insight EX when equipped with navigation).

The Insight LX adds or replaces to the Insight with cruise control (new to LX), a four-speaker audio system, USB audio interface (new to LX), armrest console (new to LX), floor mats (new to LX) and a security system.

The Insight EX adds or replaces to the Insight LX features with alloy wheels; steering wheel-mounted paddle shifters; an audio system with six speakers; heated side mirrors with integrated turn signals; and much more. Exclusively available on the Insight EX, the Honda Satellite-Linked Navigation System3 (6.5-inch screen) with voice recognition provides routing and guidance to individual addresses and more than 7 million points of interest within the continental United States. Models equipped with the navigation system also include Bluetooth® HandsFreeLink® for hands-free operation of compatible mobile telephones, along with related steering wheel-mounted controls for voice activation of the navigation and hands-free telephone systems.

EXTERIOR
 The 2011 Honda Insight styling is unchanged. Its low nose, swept-back windshield, and long, gently arched roof reduce mileage-robbing wind resistance. They also let onlookers know that Insight is a gas-electric car. That message is important to many hybrid buyers, as evident from the success of the distinctively styled Prius.

The 2011 Toyota Prius is only about 3 inches longer than the Insight, but has enough passenger-compartment volume to be considered a midsize car. The 2011 Insight again falls into the compact class. It has fairly spacious front seating but rear accommodations are squeezed for knee and head room. The seating itself is notably supportive, though. And Insight’s hatchback design gives it fine cargo space: 15.9 cubic feet with the rear seatbacks up, 31.5 with them folded. However, a horizontal rib dividing the hatchlid’s upper and lower glass panels seriously interferes with the driver’s view of traffic behind.

The Insight borrows some chassis engineering from the 2011 Honda Fit, a slightly smaller and less-expensive four-door hatchback with a conventional gas engine. And in a bid to enliven its hybrid lineup, Honda cuts a few inches from the Insight’s overall length and wheelbase to create the 2011 Honda CR-Z, a sportier two-seat hatchback with a slightly more powerful version of the Insight’s hybrid powertrain and the added distinction of the only six-speed manual transmission available in a gas-electric car.  

The 2011 Honda Insight lineup expands to four models, from three. The newcomer is a base version that essentially replicates model-year 2010’s entry-level LX model, but at a price savings of $1,560. The 2011 Insight LX returns as the new midlevel model, while the Insight EX and Insight EX with Navigation again topping-out the roster. Visual distinctions between these models are slight: all 2011 Insights again have 15 inch wheels and identically size tires, though the EX is the only version with alloy wheels; the others have wheel covers. The EX also has exterior mirrors with integrated turn signals.    

 
 ENGINE
The 2011 Honda Insight gets one mechanical change: Honda’s Vehicle Stability Assist (VSA) antiskid system is now standard on every model after previously being exclusive to the EX versions. Like other antiskid systems, this one monitors steering angle, speed, turn rate, and other factors to determine any difference between the path the driver intends and the path the car is actually taking. If the car begins to veer off course, the system activates individual brakes and modulates engine power in an effort to prevent a sideways slide. It employs some of the same wheel-rotation sensors used by the antilock braking system, which is designed to enhance control in emergency stops.  

Underhood, the 2011 Honda Insight again uses a small, 1.3-liter four-cylinder gas engine boosted by an adjacent electric motor to produce 98 horsepower and 123 pound-feet of torque. It runs primarily on gas and uses the electric motor as an assist to produce more net power than the engine alone can make.

Honda calls the system Integrated Motor Assist (IMA). It self-charges Insight’s nickel metal hydride battery pack; no plug-in is necessary. Under ideal conditions, IMA can save fuel by running the Insight on electric power alone at low speeds for short distances. It can also shut off the engine while the car is stopped, then automatically turn it on again when you touch the accelerator.

By contrast, the gas-electric hybrid systems in the Prius and in some Hyundai models more equitably shares gas and electric propulsion. They can run on battery power for longer periods than the Insight, and under a wider range of conditions. Consequently, they use less gas, but they also are more expensive.

Like its hybrid competition, Insight has front-wheel drive and, like the majority of hybrids, has a continuously variable transmission (CVT). A CVT performs the duties of an automatic transmission but delivers power in a seamless, rheostat-like fashion rather than by stepping up and down through a set of four-to-six gear ratios. CVTs can be more efficient than conventional transmissions, but tend to allow the engine to rev ahead of actual vehicle speed during acceleration. It’s an unorthodox sensation and can result in copious engine roar until the pace of acceleration and rpm equalize. The CVT in the 2011 Insight EX models again is equipped with steering wheel-mounted paddle “shifters” so the driver can trigger manual-type gear changes programmed into the CVT.

On the road, the Insight can feel strained when you want to accelerate rapidly off the line or overtake faster-moving traffic. In ordinary driving conditions, the powertrain acquits itself is well enough and the car is stable on the highway and goes around corners with confidence. On the downside, engine and road noise are prominent and the ride is quite firm. Worst of all, the electric steering system provides little road feel and inconsistent response when you turn the wheel.

Features: The 2011 Honda Insight doesn’t add any new features, though the new entry-level base model has its own unique seating fabric and comes with just two radio speakers instead of the LX’s four and the EX’s six. As per Honda companywide policy, the 2011 Insight offers no options: each model in the lineup escalates in features as you ascend the price ladder. Of note is Honda’s move to liberalize availability of conveniences such as cruise control and USB linking, but it continues to reserve for only the most expensive Insight model an item that can be considered a safety feature. This would be Bluetooth hands-free mobile-phone connectivity, which is again available in the 2011 Insight only on the EX with Navigation.      

SAFETY
Standard safety features on all Insights include dual-stage, multiple-threshold front airbags; front-side airbags with a passenger-side Occupant Position Detection System (OPDS); side-curtain airbag system; anti-lock brakes with electronic brake distribution (EBD); driver's and front-passenger's active head restraints; and a front body designed to mitigate pedestrian injuries. All new Insights also feature Honda's Advanced Compatibility Engineering™ (ACE™) body structure, which provides improved occupant protection and crash compatibility between vehicles of different sizes and ride heights in frontal crashes.

Honda is a leader in developing cleaner, more fuel-efficient vehicle technologies, including the original Honda Insight, introduced as America's first mass-produced hybrid car in December 1999. Honda is also a leader in the development of advanced alternatives to gasoline, including the zero-emission, hydrogen-powered FCX Clarity fuel-cell electric car, the world's most-advanced production fuel cell automobile.
reference:www.autospectator.com,iguida.com/

 

2011 Honda Fit

The 2011 Honda Fit comes only a five-door hatchback and is Honda's lowest-priced car for the U.S. market. Although the Fit is also the smallest model in the Honda lineup, it's about the same length and width as the Honda Civic when it was last offered in the United States as a three-door hatchback (back in 2000). However, the five-door Fit is significantly roomier inside due to its tall, upright body style.

Even at first glance, it's easy to pick out the 2011 Honda Fit as prioritizing function over form. It's difficult to make a super-practical, small, tall hatchback like the 2011 Fit look even vaguely sexy, and to those who value style, the tall proportions arguably make it look like a scaled-down minivan in some respects. Inside, the rakish windshield leaves a vast expanse of dashboard ahead of the driver, lending an airier feel than some other small cars. The swoopy, two-tiered instrument panel employs textured and matte-metallic plastic surfaces, along with upholstery and trim that are simple but sturdy.

INTERIOR
The 2011 Honda Fit will likely have you stepping back out and doing a double-take the first time you get inside. More than almost any other vehicle's design, the Fit makes the most out of a small space, for both passengers and cargo. Honda actually allowed enough headroom and legroom for two adults—or three kids—in back, and the so-called Magic Seat folds flat by lifting a single lever and pushing the seatback forward, with no need to remove rear headrests in the process. The driving position affords a good view outward, and the steering wheel telescopes on all models.

The cargo floor is especially low for easy loading, amassing an impressive 20.6 cubic feet of EPA cargo room. In addition, there are two glove compartments (upper and lower), plenty of cup holders, and many useful storage compartments and cubbies in the center console, dash, and doors—as well as under the back seat.

Fit doesn’t offer a sunroof or leather upholstery – few cars in its price range do – but it is available with a good factory-installed navigation system. The setup includes voice recognition, a 6.5-inch dashboard screen, and a digital audio-card reader. The navigation system continues to be limited to the Fit Sport, where its addition creates a separate model.

Standard features on all 2011 Fits include air conditioning, power windows with automatic up/down driver’s window, power locks, and tilt and telescope steering column. Exclusive to Fit Sport models are a security system, a leather-wrapped steering wheel, and cabin map lights. Sport models also get a rear stabilizer bar for steadier handling.

Fit’s audio system is a 160-watt single-CD unit with four speakers on base models and six on Sports. In addition to the USB interface, all Fits come with an auxiliary plug for digital players. The 2011 Fit remains unavailable with Bluetooth hands-free mobile-phone connectivity, however. Bluetooth is a safety and convenience enhancement that’s increasingly available on subcompact competitors.

EXTERIOR
The 2011 Honda Fit’s styling is a rerun of the 2010 Fit’s. This five-passenger hatchback belongs to the smallest class of cars sold in the U.S. The subcompact category includes even-tinier novelty acts like the stubby 2011 Scion iQ and the two-seat Smart ForTwo. But its foundation is cars like the Fit and the 2011 Ford Fiesta, 2011 Nissan Versa, and 2011 Toyota Yaris that aim to fill a need for basic, economical transportation.

The hatchback body style is clearly the best way to maximize passenger and cargo room in small cars and the 2011 Fit is one of the more unusually proportioned examples. Its styling, however, serves a greater purpose than mere aesthetics. Fit has a short snout highlighted by big, swept-back headlights. Its radically angled roof pillars frame a huge windshield. And its long-roof, wagon-like body is chopped off just behind the rear wheels.

With lots of side-glass, small wheel openings, and an overall length of just 12 ½ feet the effect is a bit toy-like. But with a tall roofline and relatively generous wheelbase -- the distance between front and rear axles – Fit devotes most of its volume to cabin space. Indeed, this subcompact surprises with room for four adults to ride in comfort and class-leading cargo versatility.

The dashboard layout is more orthodox than the exterior styling but is similarly functional, with large, unobstructed gauges and smartly designed controls arrayed within the driver’s easy reach.

ENGINE
The 1.5-liter i-VTEC four-cylinder engine in the 2011 Honda Fit doesn't move it quickly in any case, but it's relatively fun to drive with the manual gearbox. A five-speed automatic is also offered and comes with paddle-shifters in Fit Sport trims. While the Fit might not be astonishingly fast, its handling and maneuverability is impressive. The Fit has a very responsive, tossable feel that makes it feel almost sports-car nimble yet also adequately refined and settled for highway cruising. Relative to other cars its size, the Fit feels remarkably comfortable at 80 mph.

Otherwise, the 2011 Fit is a mechanical repeat. It comes with one engine, a 1.5-liter four-cylinder rated at 118 horsepower and 106 pound-feet of torque. Transmission choices for the 2011 Fit base and basic Sport models are a five-speed manual or a five-speed automatic. The 2011 Fit Sport with Navigation comes only with the automatic transmission, but on both Sport versions, the automatic again includes steering-wheel paddles that allow the driver manual-type control of gear changes.

SAFETY
The 2011 Honda Fit offers an especially strong body structure, along with a long list of safety features including front seat side airbags, full-length side-curtain bags, and anti-lock brakes. And for 2011 you no longer have to get the navigation system in order to get stability control; ESC (or, as Honda terms it, VSA) is standard for 2011.
reference:iguida.com,www.thecarconnection.com

2011 Honda Element

The 2011 Honda Element represents the final model year for the original box-shaped crossover; decreasing sales mean there won’t be a 2012 Honda Element. The 2011 Element  pares back its model lineup and no long offers a navigation system – signs of Honda’s lowering expectations for this aging and decreasingly popular compact crossover. Except for a mild model-year 2009 facelift, the 2011 Element is the same shipping-container-shaped wagon introduced as a 2003 model. It again comes in front- or all-wheel drive and starts in the low-$20,000s. For its size, Element has always been among the roomiest vehicles on the road. But it’s not among the most fuel-efficient in its class and is compromised by an odd side-door arrangement that in effect prevents back-seaters from getting in or out without cooperation from someone in front.

 Honda has decided to cut its losses and not spend to develop and launch a second-generation version. Element introduced America to the high concept of a tiny motorized carton, breaking from the gate like a champ in 2003, recording 67,500 sales in its first model year. Demand declined steady each year since, and Element sales were on a 14,500-unit pace for calendar 2010. Partly, it’s because this is an aging novelty act. And rivals have fielded some tough competitors that pick up on Element’s cubist vibe without its problematical design touches, such as the French side doors. Bottom line, it’s clear the 2011 Element’s design appeals to a shrinking number of buyers. If you’re among them, a Honda dealer ought to reward you with a great deal.

INTERIOR
Honda Elements are a sport utility vehicle that come in three different brands. The LX, EX, and SC. All three brands have either a 2 wheel drive or a 4 wheel drive choice. They have price ranges from $20,000 to $24,000. The Honda Element EX can come with a Honda satellite linked navigation system with voice recognition. The Element comes with many different features that include wipe down utility floors, a center console with a removable cooler, dog friendly packages, and 64 different seating configurations. The engine has 166 horse power and are five speed automatics with 20 miles per gallon in the city and 25 on the highway. People who buy the Honda Element can choose their own features that they want added to the vehicle, such as wheel locks, bike attachment, ski attachment, roof rack, tailgate spoiler, short roof box, tailgate cabana, chrome exhaust finisher, and many other features. People can also choose a security system, six disc in-dash CD changer, and a cassette player.

2011 Honda Element EX models comes equipped with a 270-watt 7-speaker (with subwoofer) AM/FM/CD sound system and an auxiliary audio input built into the dash for digital media and MP3 players.

Once the reinforced side cargo doors gets close on The 2011 Honda Element, vertical beams add to the reinforced frame. Leaving the new Element with seriously tough passenger compartment and with features such as dual-stage front airbags and 3-point seat belts this new Honda proves to be safe and secure. Side cargo doors with no B-pillar open from the center and allow for easy loading of bulky items. For sports gear including mountain bikes, snowboards, surfboards and other equipment, the rear seats flip to the side to create a vast cargo area.

EXTERIOR
The 2011 Honda Element is a compact crossover SUV available in two trim levels: LX and EX.

The base LX comes with 16-inch steel wheels, air-conditioning, full power accessories, a tilt steering wheel, cruise control, keyless entry, a height-adjustable driver seat, folding and removable rear seats, a urethane utility floor and a four-speaker CD sound system.

The uplevel EX adds 16-inch alloy wheels, a center console with removable cooler/storage box, steering-wheel-mounted audio controls and a seven-speaker premium audio system with satellite radio and an auxiliary input jack.

The Dog Friendly dealer-installed accessory package adds a rear car kennel, a pet bed, a stowable ramp, dog-patterned seat covers, all-season floor mats, a spill-resistant water bowl, an electric fan and a bag dispenser.

 ENGINE
Every 2011 Honda Element is motivated by a 2.4-liter four-cylinder engine with 166 horsepower and 161 pound-feet of torque transmitted through a standard five-speed automatic transmission. Front-wheel drive is standard, while all-wheel drive is available on both the LX and EX trim levels.

With a portly curb weight of about 3,500 pounds, the Element isn't very lively. In Edmunds testing, an EX model took a leisurely 10 seconds to complete the 0-60-mph dash. It isn't especially economical either. EPA-estimated fuel economy is below average compared to other four-cylinder compact crossovers (a matter of weight and this vehicle's space-efficient yet boxy profile) at 20 mpg city/25 mpg highway and 22 mpg combined for 2WD models. The AWD version of the Element offers slightly worse mpg at 19/24/21.
Safety

The Honda Element comes standard with antilock disc brakes with brake assist, stability control, traction control, active front head restraints, front side-impact airbags and full-length side curtain airbags.

The 2011 Honda Element has not been rated using the government's new, more strenuous crash-testing procedures. Its 2010 ratings (which aren't comparable to 2011 tests) were a perfect five stars for frontal- and side-impact protection. The Insurance Institute for Highway Safety gives the Element a highest-possible score of "Good" in its frontal-offset and side-impact collision tests.

SAFETY
The safety features for the Element are three point seat belts for all seating positions, front side airbags along with a passenger side occupant detection sensor, anti-lock braking system, brake assistance, and multiple threshold airbags for safety. The interior features are cruise control, tail gate locks, power door locks, power front windows with automatic up and down features, door pocket storage bins, heater ducts for the rear seats, and rear ventilation windows. The Elements are spacious vehicles that give a lot of freedom with cargo doors that open wide, a clam shell tailgate in the back, and with a 1500 pound towing capacity. The vehicle can also drive on rough terrain with ease with its sophisticated suspension system. The suspension system is a MacPherson strut system with an L shaped arm that is able to absorb the bumps and hills on a rough road.
reference:www.reviewcar.com,iguida.com,www.edmunds.com

2011 Honda CR-Z

Honda's latest hybrid, the 2011 CR-Z, attempts to be both sporty and a hybrid, and it has middling success at each.

When it goes on sale Aug. 24, the CR-Z will be the first hybrid in six model years to offer a manual transmission; it will also be available with a continuously variable automatic transmission. As the spiritual successor to the wedge-shaped CRX, produced from 1984 to '91, the two-door, two-seat CR-Z joins the five-seat Insight and Civic hybrids in Honda's semi-electric lineup. Final pricing hasn't been released, but Honda says the base CR-Z will cost less than $20,000 including the destination charge. The 2010 Insight is $20,550 with destination, and the Civic Hybrid starts at $24,550.

INTERIOR
The interior of the production car has been influenced by the cabin of the 2007 Tokyo Motor Show Honda CR-Z Concept, especially the 3D speedometer and driver focussed cabin. The high-technology instrument binnacle places all of the commonly used controls close to the driver's hands, allowing full concentration on driving at all times.

The dashboard of the new coupe has a complex and interesting form, with a dark upper portion appearing to float above a light grey lower dash section, which is continued into the centre of the inner door panels.

Equipment levels on the Honda CR-Z are generous with all grades benefitting from six airbags, active headrests, Vehicle Stability Assist and Hill Start Assist. All CR-Zs will also come fitted with Climate Control, 6-speaker CD player, USB iPod® link and an engine start button. Middle and top grades benefit from leather seats, steering wheel audio controls and alloy pedals. Top grades gain Bluetooth® Hands Free Telephone controls, Cruise Control, Panoramic Glass Roof, HID lights and 360W high power audio system - including a boot mounted sub-woofer.

The stylish interior has a 2+2 layout, opening up the possibility of carrying smaller adults for short distances or children on longer journeys. The one-touch motion folding rear seats open up a flat floored cargo area, that gives a surprising 382 litres of cargo space, on a par with most C-segment hatchbacks, allowing a wider range of luggage to be carried. The flexible luggage area also has an under-boot area of 19 litres to stow additional cargo, or store items out of sight.

The chassis was an important factor in the development of the new car, with driver enjoyment being a core part of the design brief. The platform shares some components with the Jazz and Insight models, but the wheelbase, track width and set-up are all unique to the new hybrid. Overall the Honda CR-Z has a 115 mm shorter wheelbase and is 310 mm shorter in overall length than the Insight, enhancing agility and reducing kerb weight by 57 kg compared to its 5-door, five-seat, family car cousin.

The Honda CR-Z suspension features unique, springs and dampers setting and the tolerances are also unique. One of the major detail changes is the adoption of a forged aluminium lower arm in the MacPherson strut front suspension to replace the Insight's pressed steel items. This reduces weight of each wishbone by 2 kg and also increases strength to cope with the wider track width and tyres.

EXTERIOR
The Honda CR-Z was created from a project to create a sporty coupe for the second decade of the 21st century. The compact dimensions, light weight construction and aerodynamic design brings a dual benefit of improving performance, but also cutting fuel consumption and emissions.

The design has hints of Honda's past with the split level window and shallow sloping roof, combining them with complex curves and deeply scalloped panels that would have been impossible to mass produce just a few years ago.

Modern car design has many constraints placed upon it, with the increasing number of regulations and policies which influence the shape of new models. The major challenge that faced Honda's designers and engineers was to maintain the sleek low bonnet design of the initial design studies, while adopting the 1.5-litre engine with IMA system and complying with pedestrian impact requirements. Honda's engineers worked tirelessly with the designers to reduce the height of the engine, as well as working on suspension and body hard points to allow for sufficient clearance for bonnet deformation.

The wide and low stance is enhanced at the front end by the unusual one piece grille, which extends above and below the front bumper line. This grille is a key feature of the car's "face", with a pronounced raised area of the bonnet flowing from its top line right up to the base of the windscreen. The wide tapering headlights, with day time running lights elegantly integrated into the lower edges, extend towards the edges of the strongly flared wheels arches.

The angle of curvature at the edge of the windscreen of the Honda CR-Z is the greatest of any current Honda model, and it blends almost seamlessly into the A-pillars and side windows. This wraparound effect is only possible because of the revolutionary rain gutters integrated into the front pillars that significantly reduce the usual step between the edge of the windscreen and the A-pillar by 50%. As well as creating a distinctive visual effect, the reduction in this step has clear aerodynamic benefits, reducing turbulence in this important area. The integrated look is accentuated by the gloss black surface finish applied to the A-pillars, creating the illusion of a single piece of glass.

The wraparound screen positions the A-pillars further back in the side profile, giving the bonnet a longer and lower appearance. By curving the glass around the sides of the car, Honda's engineers were able to achieve excellent forward visibility, a key factor in safety and enthusiastic driving.

ENGINE
The Honda CR-Z emits just 117 g/km of CO2 on the EU test cycle and consumes just 5.0 l/100km of fuel. This CO2 figure is just 1 g/km higher than the original Civic IMA, an incredible achievement considering the over 30 PS power advantage the CR-Z has over its saloon ancestor.

The Honda CR-Z engine used is based on the 1.5-litre Jazz unit with changes to the valve timing allowing for one intake valve to be deactivated at low engine speeds. This creates an additional swirl effect which enables fast combustion and higher exhaust gas recirculation. The effect of this additional turbulence is to reduce emissions and improve fuel consumption. At higher revs, both intake valves are opened to increase power output.

Numerous small changes are made to the engine to suit the characteristics of the Honda CR-Z, integration of the IMA system and installation in the coupe body. The original engine, as it was installed in the Jazz, would not fit under the low bonnet of the car as it stood. The development engineers developed a new intake manifold and a flat air cleaner assembly, to give sufficient clearance and allow space for pedestrian impact protection.

The 1.5-litre i-VTEC engine has not been seen in an EU specification car before and was chosen for its combination of light weight, fuel efficiency and compact size. The block of the 1.5-litre engine is similar to other Jazz engine variants and the Insight meaning that integration of the IMA system is simplified. Because the basic block layout is shared with the 1.3-litre Insight engine, the sump pan that was developed for that car was adopted. This measure assisted the team in the task of reducing the overall engine height and lowering the position in the chassis.
 
A Manual Hybrid
Of the two transmissions, the standard six-speed manual is the more responsive and certainly the more fun, as manuals usually are. The six-speed stick has a decent feel, with reasonably short throws. The gear ratios are well chosen to give the car a respectable launch, and the clutch and all other aspects feel like any other manual, which is nice when compared with all other hybrids, whose continuously variable characteristics vary in refinement and all feel a bit foreign in the best of circumstances.

It doesn't hurt that the engine-motor combination has 5 pounds-feet more torque at a lower rpm when teamed with the stick: 128 pounds-feet at 1,750 rpm versus 123 at 2,000 rpm. The horsepower rating is constant at 122. The hybrid system is Honda's relatively simple Integrated Motor Assist, in which an electric motor is effectively mounted to the crankshaft — an oversimplification, but the point is it turns only when the engine does. The gas engine automatically turns off when the car comes to a stop, and the electric motor restarts it when you lift your foot off the brake.

The motor also assists in acceleration, contributing 13 horsepower at 1,500 rpm and 58 pounds-feet of torque at 1,000 rpm to the overall rating. When coasting or braking, it serves as a generator, regenerating electricity and charging the high-voltage battery pack.

Where the Insight uses a 1.3-liter four-cylinder engine, the CR-Z has a 1.5-liter. This higher displacement and sportier, higher-rolling-resistance tires play a part in the car's decreased mileage, as does a higher coefficient of drag: 0.3 versus the Insight's 0.2.

The brake pedal feel is also quite good for a hybrid. Regenerative braking tends to make the pedal mushy and nonlinear. (If anything, the current-generation Prius is worse in this regard than the previous one.) Between its stick shift and decent brake pedal feel, the manual CR-Z is the least hybridlike hybrid we've driven.

It's good to drive a manual hybrid again, as the last one went out of production with the previous-generation Civic Hybrid in 2005. There is a tradeoff, though, in gas mileage. In regular cars, manuals often are more efficient, but it all depends on how you drive them. This goes double for hybrids, because the alternative, a computer-controlled CVT, does a better job of maximizing regenerative braking. However, Honda says a driver who follows the manual CR-Z's shift-up and shift-down indicator arrows can come close to the CVT's rating.

Continuously Variable Automatic Transmission
I also drove the CVT version, which behaves pretty well. CVTs sometimes accelerate abruptly from a standing start or come to a stop awkwardly. The CR-Z lurched a bit upon launch, but it improved once the car had warmed. I also noticed smoother response if I let off the brake and waited for the engine to spin up and engage the transmission before hitting the gas pedal. Otherwise I'd catch the sleeping engine by surprise and it would jump out of bed and whack its head on the transmission, if you will. Like other CVTs, when you accelerate hard, the engine zooms to its top speed and the transmission accelerates the car as the engine drones on at a constant and rather loud level.

The CVT makes full use of the CR-Z's three-mode drive system. In both versions, Sport mode decreases the power-steering assist, and Econ mode switches the air-conditioning compressor to a more efficient cycle. With the manual transmission, the modes vary how much the car accelerates based on accelerator-pedal depression. It's more responsive in Sport, reluctant in Econ and up the middle in Normal mode. In the CVT, it varies the throttle response less and the gear ratio quite a bit.

 SAFETY
As a brand-new model, the CR-Z hasn't been crash-tested yet. Standard safety features include frontal, side-impact and curtain airbags and active head restraints. Also standard are antilock brakes with discs at all four corners and an electronic stability system with traction control.
 reference:www.netcarshow.com,www.cars.com

 

2011 Honda Accord

Honda has unveiled today the 2011 Honda Accord Sedan and the 2011 Honda Accord Coupe and announced that both models will go on sale at the middle of this August. The 2011 Honda Accord Coupe and Sedan offer a choice between two 4-cylinder engines a V6. Both 4-cylinder engines are 2.4-liter, 16-valve DOHC i-VTEC units, one developing 190 hp and one with a 177 hp. The more powerful 190 hp engine will equip the 2011 Honda Accord Sedan EX and EX-L, and the 2011 Honda Accord Coupe LX-S, EX and EX-L. The 177 hp will be available on the LX, LX-P and SE Sedans.

Set to go on sale in mid-August, the 2011 Honda Accord Sedan and Coupe receive significant updates including improved fuel economy, enhanced exterior and interior styling and the addition of a new leather-equipped Special Edition (SE) trim level. Available as either a sedan or a coupe in 4-cylinder and V6 variations, the Accord offers a unique balance of style, performance, efficiency and value specific to each individual model.

 INTERIOR
Moving inside, the 2011 Accord also features a slightly reworked interior, with good fit and finish and high-quality materials usually reserved for luxury makes.  With seating for five and standard features like air conditioning, cruise control, stereo with auxiliary input jack, and a tilt/telescoping steering wheel, all Accords come well equipped.  The new SE sedan trim level comes with leather seating, heated front seats, and a leather trimmed steering wheel.  Also new for 2011, all Accords with the optional navigation system now receive a backup camera.

Three audio systems are available – all with MP3/Windows Media Audio (WMA) playback capability and an auxiliary input jack. The standard system provides a single-disc CD player, six speakers and 160 watts of power. Radio Data System (RDS) displays information broadcast by participating FM radio stations that often includes call letters, station type (searchable by genre) and programming information. Steering wheel-mounted audio controls come standard on every Accord. The Accord EX Sedan and LX-S Coupe add a 6-disc in-dash changer.

A premium 270-watt audio system comes standard on Accord EX Coupe and Accord EX-L Sedan models, and includes a six-disc CD changer and seven speakers including an 8-inch subwoofer. XM Radio is standard equipment on all Accord EX-L models.

EXTERIOR
Exterior changes for the 2011 Accord include revised front and rear styling, as well as the improved aerodynamics noted previously.  Available as a coupe or sedan, the Accord has a new bumper and grille design up front, and updated wheel designs.  The sedan comes standard on 16-inch steel wheels, while 17-inch alloys are available.  Those 17-inch alloy wheels are standard fare on the sportier coupe, with new 18-inch alloy wheels as an available option.

ENGINE
A 190-horsepower, 2.4-liter, 16-valve DOHC i-VTEC 4-cylinder engine is standard in the Accord EX and EX-L Sedans and Accord LX-S, EX and EX-L Coupes. The 2.4-liter i-VTEC four-cylinder engine in the Accord LX, LX-P and SE Sedans produces 177 horsepower.

The available 3.5-liter, 24-valve SOHC i-VTEC V6 engine produces 271-horsepower and takes advantage of Variable Cylinder Management (VCM) technology that can deactivate up to half of the cylinders while cruising to improve fuel economy. Preliminary EPA fuel-economy ratings3 for the 2011 Accord V6 Sedan are 19 city/30 highway mpg, an improvement of 1 mpg in highway driving. The performance-oriented Accord EX-L V6 Coupe with the 6-speed manual transmission has a unique 3.5-liter V6 VTEC engine (without VCM) that provides a performance-tuned valvetrain, intake and exhaust system to broaden the torque curve in the low- to mid-rpm range for enthusiast-level performance. A 5-speed manual transmission is standard on 4-cylinder models and a 5-speed automatic is available. A 5-speed automatic transmission is standard on V6-powered models. A 6-speed manual transmission is available exclusively on the Accord EX-L V6 Coupe.

The second big change is an across-the-board fuel-economy bump for all Accord models—sedan, coupe, inline-four, V-6—with no diminution in power. The auto-equipped four-cylinder sedans are the coffee achievers here, jumping 2 mpg in the city (to 23), 3 mpg on the highway (34), and 2 mpg combined, for a best-in-class blended rating of 27 mpg. In pursuit of these increments, Honda tweaked the front grille and bumper for better aero, lowered oil-ring tension, refined spark timing, and even dumped in lower-viscosity engine oil. But the change with the greatest mpg payoff is a taller fifth gear in all Accords. Careful observers and slushbox defenders will note that auto-trans Accords get better fuel economy than manual-equipped ones. That’s because Honda rightly amps up the gearing on its manual models for performance.

SAFETY
Safety features on the Honda Accord include side-impact and side curtain airbags, an electronic stability system, four wheel disc and antilock brakes, and active front head restraints.

The 2011 Honda Accord is available in a variety of trims and forms to fit whatever automotive needs you have.  Check one out today and see why the Accord’s mix of luxury, fuel economy, and reliability is tough to beat.
reference:www.zercustoms.com,www.newcars.com,www.caranddriver.com