New Cars from honda the Honda Fit now looks like a happy little piece of automotive prophecy, Redesigned for the 2009 model year, the Honda Fit is available in two main trims levels: base and Sport
Showing posts with label Honda. Show all posts
Showing posts with label Honda. Show all posts
Wednesday, June 3, 2009
New Car from Honda named Jazz Fit
New Cars from honda the Honda Fit now looks like a happy little piece of automotive prophecy, Redesigned for the 2009 model year, the Honda Fit is available in two main trims levels: base and Sport
Monday, March 23, 2009
2010 Honda Insight
The original Honda Insight, built from 1999 through 2006, was the first gasoline-electric hybrid car available in the United States. It was almost experimental in look and character, a two-seater with limited mainstream appeal at a fairly hefty price.
The all-new 2010 Insight is a compact five-passenger, five-door sedan.
It's much closer to the mainstream than the original, and it's expected to sell for about $4,000 less than the class-leading Toyota Prius or Honda's own Civic Hybrid.
2009 Honda Legend
Honda has unveiled the new redesigned 2009 Honda Legend, the Euro version of the 2009 Acura RL,at the?Moscow Motor Show. Ditching the crazy and somewhat awkward looking Acura grille, the 2009 Honda Legend gets a normal three-line grille that we wish Acura kept.
Power comes from the same 3.7 liter V6 producing 300-hp and 271 lb-ft of torque. Mated to a 5-speed gearbox, the improved transmission allows for a 0 to 62 mph time of 7.1 seconds. It also gets the RLs and TLs new SH-AWD drive system.
Other than that you get other luxury items like heated seats, Bose Audio system a USB socket and Bluetooth. Pricing and other details will be announced closer to launch.
Thursday, November 13, 2008
Honda sees FY exports to Europe of China-made 'Jazz' model at 45,000 units
Honda Motor Co said it expects to export to Europe this year 45,000 units of the Honda Jazz small car, made in China by a joint venture, up from 43,000 units a year earlier.
The automaker said in a statement that its China joint venture Honda Automobile (China) Co Ltd which specializes in supplying vehicles for markets outside China, produced 100,000 vehicles since it officially began production in April 2004.
In the first half, Honda Automobile exported 24000 cars valued at 281 mln usd, accounting for 18 pct of China's auto exports in volume and 29 pct in value.
Honda Motor and its Chinese subsidiary own a combined 65 pct stake in the venture, with the remainder held by its partners Guangzhou Auto and Dongfeng Motor Corp.
The automaker said in a statement that its China joint venture Honda Automobile (China) Co Ltd which specializes in supplying vehicles for markets outside China, produced 100,000 vehicles since it officially began production in April 2004.
In the first half, Honda Automobile exported 24000 cars valued at 281 mln usd, accounting for 18 pct of China's auto exports in volume and 29 pct in value.
Honda Motor and its Chinese subsidiary own a combined 65 pct stake in the venture, with the remainder held by its partners Guangzhou Auto and Dongfeng Motor Corp.
Monday, October 20, 2008
10 cheapest cars to drive
With economic fears seeming to compound daily, the burden of a new car may be the last thing you want. But buying a car doesn't have to put too much of a damper on your finances if you consider the price you'll pay in the long run for repairs, maintenance, fuel and financing.
Use Bankrate's interactive tool to decide if leasing or buying is best for you.
While hybrid vehicles may save you money on gas, consumers looking for a good deal should also consider inexpensive compact nonhybrid cars, says Joe Spina, industry analyst for Edmunds.com.
Information is key to making a wise choice, says Spina. Here's a look at the 10 cars that will make the smallest dent on your wallet. The expense figures are the national averages calculated by Edmunds.com over a five-year period.
1. Honda Fit
MSRP: From $13,950 Taxes and fees: $1,336 Depreciation: $9,172 Finance interest: $2,870 Insurance: $7,021 Fuel cost: $10,297 Maintenance: $2,885 Repairs: $654
Total: $34,235
2. Chevrolet Aveo
MSRP: From $11,460
Taxes and fees: $1,183 Depreciation: $8,979
Finance interest: $2,386 Insurance: $7,021
Fuel cost: $10,809 Maintenance: $3,567
Repairs: $713 Total: $34,656
3. Hyundai Accent
MSRP: From $10,775 Taxes and fees: $1,215 Depreciation: $9,326 Finance interest: $2,314 Insurance: $7,724 Fuel cost: $10,863 Maintenance: $2,724 Repairs: $569 Total: $34,375
Use Bankrate's interactive tool to decide if leasing or buying is best for you.
While hybrid vehicles may save you money on gas, consumers looking for a good deal should also consider inexpensive compact nonhybrid cars, says Joe Spina, industry analyst for Edmunds.com.
Information is key to making a wise choice, says Spina. Here's a look at the 10 cars that will make the smallest dent on your wallet. The expense figures are the national averages calculated by Edmunds.com over a five-year period.
1. Honda Fit
MSRP: From $13,950 Taxes and fees: $1,336 Depreciation: $9,172 Finance interest: $2,870 Insurance: $7,021 Fuel cost: $10,297 Maintenance: $2,885 Repairs: $654 Total: $34,2352. Chevrolet Aveo
MSRP: From $11,460 Taxes and fees: $1,183 Depreciation: $8,979 Finance interest: $2,386 Insurance: $7,021 Fuel cost: $10,809 Maintenance: $3,567 Repairs: $713 Total: $34,6563. Hyundai Accent
MSRP: From $10,775 Taxes and fees: $1,215 Depreciation: $9,326 Finance interest: $2,314 Insurance: $7,724 Fuel cost: $10,863 Maintenance: $2,724 Repairs: $569 Total: $34,375Sunday, September 21, 2008
Honda Jazz
Every so often a new car appears that makes you realise all the other contenders have been getting it wrong for years, and one such car was the original Honda Jazz.
Launched in 2002, it was a little car with an implausibly spacious interior, ultra-frugal engines, unrivalled build quality and nimble handling, and it set a standard the rest have spent the past six years trying (and failing) to meet.
In that time it has won more than 30 awards, has been ranked number one in its category in the JD Power customer satisfaction survey since 2004, has the highest residual values of any car in its class and has been in the top three bestselling cars in its sector for the past four years. Some act to follow, then.
The question is this: is Honda about to replace a world-beater with a less attractive product, as it just has with the Accord saloon? Or will the new Jazz leave its rivals hanging their heads in shame?
Background
Looking at the new Jazz, its styling is similar to its predecessor but a touch blander. In a world in which customers are more keen than ever to stand out from the crowd, and in a class where there are so many good-looking cars, it’s a curious approach to take.
But delve a little deeper and you’ll find Honda has improved on the original product. The car is fractionally bigger in every significant dimension, has two new engines and carries over just 6% of the components of its forerunner. It still sites its fuel tank under the front seats to provide class-busting interior space, and is still built to a standard we’re not used to seeing in this kind of car. And it still comes in a range of happy colours (not counting the pink hue in which Honda painted an original Jazz for the benefit of one discerning owner by the name of Shirley Clarkson — mother of Jeremy).
Interestingly, Honda has seen fit to keep the two self-imposed limitations without which sales would have been stronger still: there is still no three-door version, and diesel engines continue to be omitted. Now, as then, there is a five-door body and a 1.2 or 1.4 litre petrol engine, and that’s your lot.
But the 1.4 litre engine I tried is transformed for the better. Power rises from an adequate 83bhp to a very competitive 99bhp, yet fuel consumption improves from 48.7mpg to 53.3mpg, while emissions fall from 137g/km to 123g/km. If buyers choose the six-speed automatic option, they drop down to 120g/km, putting the car in band B for road tax and reducing the annual cost of the disc from £120 to just £35.
Out on the road you really feel the extra performance. Unlike almost all new cars, the changes to the Jazz have barely affected its waistline. Just 33lb extra and the increase in power allows it to knock 1.5sec off the old car’s 0-62mph time — down to 11.8sec — and raise top speed from 106mph to 113mph. The new engine is smooth and eager, but most noticeable of all is the car’s exceptional refinement. Even at a high-speed cruise, this is an uncommonly quiet small hatchback, proving that Honda has addressed one of the two serious problems afflicting the original Jazz.
The other — a distinct lack of ride comfort — it has tackled with less success. It still fidgets its way along our back roads, interfering with one’s enjoyment of otherwise pleasant and engaging handling.
If you can put up with that, however, there’s little else to fault. The cabin is yet more spacious, and there’s a huge boot complete with under-floor storage, plus seats that fold completely flat at the pull of a handle. Honda doesn’t want you to think of the Jazz as a mini-MPV, because that pigeonholes it in a small corner of the market — but I even found 10 different places to put your cappuccino.
Yes, it’s less impressive in 2008 than was its parent in 2002, but that was revolution and this is evolution. What matters more is that it builds further on the Jazz’s enduring strengths, solves one of its two most serious problems and loses none of its considerable charm and easy-going nature. And while prices between £10,000 and £14,000 represent an increase over the outgoing models, this is more than explained away by its improved specification.
Make no mistake: but for one small thing, the Jazz would arrive in UK showrooms next month at the top of its class. That small thing is called the new Ford Fiesta, which rather inconveniently goes on sale at the same time. Which is better? It’s difficult to say at this early stage, but my strong suspicion is that while the heart would scream “Fiesta” for its superior driving dynamics, the head would calmly insist upon the more practical Jazz. Fact is, it’s hard to see how you could lose with either.
Launched in 2002, it was a little car with an implausibly spacious interior, ultra-frugal engines, unrivalled build quality and nimble handling, and it set a standard the rest have spent the past six years trying (and failing) to meet.
In that time it has won more than 30 awards, has been ranked number one in its category in the JD Power customer satisfaction survey since 2004, has the highest residual values of any car in its class and has been in the top three bestselling cars in its sector for the past four years. Some act to follow, then.
The question is this: is Honda about to replace a world-beater with a less attractive product, as it just has with the Accord saloon? Or will the new Jazz leave its rivals hanging their heads in shame?
Background
Looking at the new Jazz, its styling is similar to its predecessor but a touch blander. In a world in which customers are more keen than ever to stand out from the crowd, and in a class where there are so many good-looking cars, it’s a curious approach to take.
But delve a little deeper and you’ll find Honda has improved on the original product. The car is fractionally bigger in every significant dimension, has two new engines and carries over just 6% of the components of its forerunner. It still sites its fuel tank under the front seats to provide class-busting interior space, and is still built to a standard we’re not used to seeing in this kind of car. And it still comes in a range of happy colours (not counting the pink hue in which Honda painted an original Jazz for the benefit of one discerning owner by the name of Shirley Clarkson — mother of Jeremy).
Interestingly, Honda has seen fit to keep the two self-imposed limitations without which sales would have been stronger still: there is still no three-door version, and diesel engines continue to be omitted. Now, as then, there is a five-door body and a 1.2 or 1.4 litre petrol engine, and that’s your lot.
But the 1.4 litre engine I tried is transformed for the better. Power rises from an adequate 83bhp to a very competitive 99bhp, yet fuel consumption improves from 48.7mpg to 53.3mpg, while emissions fall from 137g/km to 123g/km. If buyers choose the six-speed automatic option, they drop down to 120g/km, putting the car in band B for road tax and reducing the annual cost of the disc from £120 to just £35.
Out on the road you really feel the extra performance. Unlike almost all new cars, the changes to the Jazz have barely affected its waistline. Just 33lb extra and the increase in power allows it to knock 1.5sec off the old car’s 0-62mph time — down to 11.8sec — and raise top speed from 106mph to 113mph. The new engine is smooth and eager, but most noticeable of all is the car’s exceptional refinement. Even at a high-speed cruise, this is an uncommonly quiet small hatchback, proving that Honda has addressed one of the two serious problems afflicting the original Jazz.
The other — a distinct lack of ride comfort — it has tackled with less success. It still fidgets its way along our back roads, interfering with one’s enjoyment of otherwise pleasant and engaging handling.
If you can put up with that, however, there’s little else to fault. The cabin is yet more spacious, and there’s a huge boot complete with under-floor storage, plus seats that fold completely flat at the pull of a handle. Honda doesn’t want you to think of the Jazz as a mini-MPV, because that pigeonholes it in a small corner of the market — but I even found 10 different places to put your cappuccino.
Yes, it’s less impressive in 2008 than was its parent in 2002, but that was revolution and this is evolution. What matters more is that it builds further on the Jazz’s enduring strengths, solves one of its two most serious problems and loses none of its considerable charm and easy-going nature. And while prices between £10,000 and £14,000 represent an increase over the outgoing models, this is more than explained away by its improved specification.
Make no mistake: but for one small thing, the Jazz would arrive in UK showrooms next month at the top of its class. That small thing is called the new Ford Fiesta, which rather inconveniently goes on sale at the same time. Which is better? It’s difficult to say at this early stage, but my strong suspicion is that while the heart would scream “Fiesta” for its superior driving dynamics, the head would calmly insist upon the more practical Jazz. Fact is, it’s hard to see how you could lose with either.
Friday, September 5, 2008
2009 Honda Jazz First Steer
Honda’s second generation of the cute but practical Jazz is certainly tuned in to the latest market trends in the Australian car buying market.
David Twomey
Echoing a common theme of car manufacturers these days the second generation Jazz has evolutionary styling and packaging that builds on the very successful first-generation car, which has sold more than 2.5 million units worldwide.
The changes are subtle and the new Jazz hits the market with the same model line-up, GLi, VTi and VTi-S, as the previous car. In another ‘what’s changed’ move the opening price of $15,990 for the five-speed manual Jazz GLi remains unchanged.
There’s a choice of five-speed manual or automatic through out the range and for reason best explained by Honda Australia Senior Director Lindsay Smalley the car eschews the CVT transmission which is on offer in Europe and Japan.
Mr Smalley explained at today’s simultaneous media and on-sale launch that it was Honda Australia’s belief that local customers preferred the driving experience of a full-automatic over the stepless approach of the CVT transmission.
The decision also allows Honda Australia to configure the car with more powerful engines, 1.3-litre and 1.5-litre, than are on offer with the CVT.
The downside is that Honda has not yet developed Vehicle Stability Control (VSC), it’s acronym for the all-important ESC, to work with the more powerful engines and automatic transmission so we will not see this important safety feature in the Honda Jazz in Australia in the immediate future.
Mr Smalley told CarAdvice that “Japan R&D is working as quickly as possible to develop the VSC to work with our engines.”
Mr Smalley emphasised that Honda had gone for a more sporty driving experience with the new Jazz, wanting to enhance its appeal with a younger market and to broaden the market as the Australian market more widely embraces smaller cars.
The new Jazz is a much more driveable car with sharper handling, more dynamic feel and more responsive engines.
Thursday, July 10, 2008
Honda Unveils Japan Model of FCX Clarity
Honda Motor Co., Ltd. unveiled the Japan model of its FCX Clarity fuel cell vehicle, which will also be displayed at the Environmental Showcase at the G8 Hokkaido Toyako Summit that begins July 7, 2008. Leasing in Japan is scheduled to begin November 2008.
FCX Clarity (Japan model)
FCX Clarity (Japan model)
Initially, leases are to be limited to government agencies and certain corporate customers. Numerous FCX Clarity events are to be held beginning in 2009 at which the public will have the opportunity to come in contact with the FCX Clarity and gain a greater appreciation of the appeal of fuel cell vehicles.
Designed as a dedicated fuel cell vehicle, the FCX Clarity is powered by the Honda V Flow fuel cell stack. Thanks to the innovative layout of the fuel cell power plant, the FCX Clarity offers superior design, packaging and driving performance. Emitting no CO2 in operation, the FCX Clarity offers not only the ultimate in environmental responsibility but also real-world performance and appeal.
The new lightweight, compact Honda V Flow fuel cell stack offers significantly enhanced performance, with an output of 100kW (compared to 86kW in the conventional FC Stack), as well as enhanced cold climate performance that enables it to start in temperatures as low as -30°C. The lightweight and compact design of the FC Stack allows it to be arranged in the vehicle's center tunnel for a more spacious interior and an elegant, low-riding sedan form. Cruising range has been extended 30% to 620km.* The Japan model also features climate-controlled seats in the rear as well as in the front.
* In 10-15 mode (Honda Calculations)
The combined sales plan for Japan and U.S. calls for a few dozen units a year and about 200 units within three years. Visit : http://www.autonews24h.com/Auto-Industry/Honda/2818.html
FCX Clarity (Japan model)
FCX Clarity (Japan model)
Initially, leases are to be limited to government agencies and certain corporate customers. Numerous FCX Clarity events are to be held beginning in 2009 at which the public will have the opportunity to come in contact with the FCX Clarity and gain a greater appreciation of the appeal of fuel cell vehicles.
Designed as a dedicated fuel cell vehicle, the FCX Clarity is powered by the Honda V Flow fuel cell stack. Thanks to the innovative layout of the fuel cell power plant, the FCX Clarity offers superior design, packaging and driving performance. Emitting no CO2 in operation, the FCX Clarity offers not only the ultimate in environmental responsibility but also real-world performance and appeal.
The new lightweight, compact Honda V Flow fuel cell stack offers significantly enhanced performance, with an output of 100kW (compared to 86kW in the conventional FC Stack), as well as enhanced cold climate performance that enables it to start in temperatures as low as -30°C. The lightweight and compact design of the FC Stack allows it to be arranged in the vehicle's center tunnel for a more spacious interior and an elegant, low-riding sedan form. Cruising range has been extended 30% to 620km.* The Japan model also features climate-controlled seats in the rear as well as in the front.
* In 10-15 mode (Honda Calculations)
The combined sales plan for Japan and U.S. calls for a few dozen units a year and about 200 units within three years. Visit : http://www.autonews24h.com/Auto-Industry/Honda/2818.html
Saturday, May 19, 2007
Honda Odyssey - Well designed, enjoyable to drive.
The Honda Odyssey might be the best minivan on the market. It's certainly one of the most enjoyable to drive, and it lives up to Honda's reputation for refinement, convenient features and great fit and finish. Its flexible seating system can accommodate up to eight passengers.
All Odyssey models are powered by a 244-horsepower V6 engine with a five-speed automatic transmission. Four trim levels make it affordable to a wider group of buyers, yet all deliver car-like ride and handling and a comprehensive set of safety features, including electronic stability control and side curtain airbags for head protection.
In its third year of production, the current generation Odyssey still seems fresh. The base LX starts at about $26,000 and includes most of the features that make family travel easier. The line-topping Touring has as many bells and whistles as a good luxury sedan.
Odyssey's range of models has some drawbacks, to be sure. Certain desirable features such as the navigation system or fuel-saving Variable Cylinder Management are included only on the higher-priced models and not available as stand-alone options. With the Odyssey Touring approaching $40,000 out the door, it's out of reach for many buyers.
New for 2007: Honda's Tire Pressure Monitoring System is now standard on all Odyssey models. The system reports a significant drop in tire pressure with a warning indicator in the instruments and identifies the specific tire. Improvements for 2007 include a telescoping steering wheel and a more convenient coin holder. Otherwise, the Odyssey lineup carries over to 2007 unchanged.
Line Up
The 2007 Honda Odyssey lineup includes four models, each with its own character. All are powered by a 244-hp 3.5-liter V6 with variable valve timing and equipped with a five-speed automatic transmission.
The LX ($25,645) comes with manual sliding doors, manual seat controls and manual air conditioning with an air-filtration system. Power door locks with remote keyless entry, power windows, and 60/40 split fold-down rear seats come standard.
The EX ($28,695) adds power sliding doors, tri-zone climate control, a storable second-row PlusOne seat, in-dash CD changer, steering wheel audio controls, power driver seat controls, alloy wheels and other features.
The EX-L ($31,095) adds leather upholstery, heated front seats, a power moonroof, and the iVTEC engine with Variable Cylinder Management (VCM), which improves fuel economy by de-activating three engine cylinders under certain conditions. The EX-L is available with the DVD rear-seat entertainment system ($32,695), and the navigation system with rearview camera can be added to that ($34,895).
The Touring ($36,895) is what Honda's Acura luxury division would sell if it sold a minivan. It has a slightly stiffer suspension for improved handling and Michelin PAX run-flat tires. It also gets a 350-watt AM/FM/CD6 audio system with seven speakers and a subwoofer, rear Park Assist, power tailgate, eight-way power adjustable driver's seat with lumbar and memory, power-adjustable pedals, second-row bucket seats, removable second-row console, 17 cupholders, compass and outside temperature display, fog lights, auto-dimming mirror, and the DVD rear-seat entertainment system. The Touring comes with the iVTEC engine with VCM. The navigation system is extra ($39,095).
Safety equipment that comes standard on all models includes dual-stage front airbags, front side-impact airbags, curtain-style head protection airbags for all three rows of seats, electronic stability control and anti-lock brakes.
Walkaround
The Honda Odyssey cuts a curvy profile, and its front end looks similar to the Accord sedan. Large headlights flank its big grille. The hood is sculpted with curves that lead naturally back to the windshield and emphasize the big fender flares. Honda has not hidden the sliding door channels at the base of the window but left them partially obscured by a crease that runs the length of the vehicle.
All models come with two sliding doors, manually operated on the LX and electrically operated on all other models. The power windows in each of the side doors can be opened in the same fashion as in a car. The tailgate is electrically operated in the top-of-the-line Touring. The power doors seemed a bit reluctant to operate at times, and less responsive to key fob commands than the sliding doors on the Toyota Sienna.
The Odyssey boasts Honda's Advanced Compatibility Engineering (ACE) body structure. The vehicle's crush zones have been engineered to provide good protection for occupants while minimizing damage in a collision with smaller vehicles and pedestrians. Its body structure is rigid, which contributes to crisp handling and a smooth ride. A low drag coefficient helps improve fuel economy and high-speed stability.
Interior
Inside, the Odyssey is both comfortable and convenient. It feels downright luxurious when ordered with leather trim. The soft materials look good and the metallic-colored trim that runs across the center of the dash is attractive.
New for 2007: The Honda Odyssey is now equipped with a steering wheel that telescopes in addition to tilting. The telescoping wheel adds a welcome element of flexibility in creating a comfortable driving position. There's also a new center pocket coin holder.
The driver's seat is designed to hold the driver firmly and is positioned in a car-like setting. Power-adjustable pedals are available in the Touring model. The shift lever is mounted on the dashboard, and while it looks odd at first, it's easier to use than a column-mounted shifter. A handy drink tray is provided between the front seats, but there's no center console. Two glove boxes are provided, which are more awkward for storage than one big one.
The second-row bucket seats are roomy and comfortable.
The third-row seat splits 60/40 and folds easily into the well provided for it, and the headrests do not need to be removed before folding.
A useful storage area is hidden under the middle of the floor, accessible from both the front and middle-row seats. Originally designed to house the spare tire, Honda engineers moved the spare tire to a location in the rear. Instead of removing the round space under the floor where the spare used to reside, they've turned it into a hidden storage compartment with a rotating compartmentalized bin, like a Lazy Susan. A small panel in the floor between the two front seats lets front passengers access the bin while and another panel is provided in front of the second-row seats. Front and middle-row passengers can turn the Lazy Susan and access whatever is stored inside.
There's room for eight people with the optional PlusOne seat that fits between the two captain's chairs in the second row. If it's not needed as a seat it can be turned into a table or stowed in the floor in place of the Lazy Susan bin. If the PlusOne seat is not being used, the right-hand seat can be slid across to allow easier access to the third-row seats. This flexibility makes the Odyssey a versatile people hauler, and with the seats folded (a fairly easy task) there's more cargo space than in most SUVs.
The optional navigation system is one of the easiest to operate using its on-screen menus and includes Zagat restaurant data. The large eight-inch monitor is positioned high on the dashboard for easy viewing. The system also responds to voice commands, and we found it responds effectively. It's capable of responding to 637 different voice commands and is smart enough to understand different accents and find locations without any need for input other than by voice. Apart from navigation, the system can be used to operate the radio and climate controls. The rearview camera makes parallel parking easier and also functions as a safety feature: By displaying what's behind the car on the navigation screen, it can show the driver unseen hazards such as a small child possibly preventing a tragic accident. We find rearview cameras very useful in crowded shopping center parking lots where people are walking behind the car after we've shifted into Reverse.
The available DVD entertainment system features a large nine-inch widescreen display that folds out of the ceiling for viewing by second-row passengers. The wireless headsets turn on and off automatically as the ear pads are rotated.
All Odyssey models are powered by a 244-horsepower V6 engine with a five-speed automatic transmission. Four trim levels make it affordable to a wider group of buyers, yet all deliver car-like ride and handling and a comprehensive set of safety features, including electronic stability control and side curtain airbags for head protection.
In its third year of production, the current generation Odyssey still seems fresh. The base LX starts at about $26,000 and includes most of the features that make family travel easier. The line-topping Touring has as many bells and whistles as a good luxury sedan.
Odyssey's range of models has some drawbacks, to be sure. Certain desirable features such as the navigation system or fuel-saving Variable Cylinder Management are included only on the higher-priced models and not available as stand-alone options. With the Odyssey Touring approaching $40,000 out the door, it's out of reach for many buyers.
New for 2007: Honda's Tire Pressure Monitoring System is now standard on all Odyssey models. The system reports a significant drop in tire pressure with a warning indicator in the instruments and identifies the specific tire. Improvements for 2007 include a telescoping steering wheel and a more convenient coin holder. Otherwise, the Odyssey lineup carries over to 2007 unchanged.
Line Up
The 2007 Honda Odyssey lineup includes four models, each with its own character. All are powered by a 244-hp 3.5-liter V6 with variable valve timing and equipped with a five-speed automatic transmission.
The LX ($25,645) comes with manual sliding doors, manual seat controls and manual air conditioning with an air-filtration system. Power door locks with remote keyless entry, power windows, and 60/40 split fold-down rear seats come standard.
The EX ($28,695) adds power sliding doors, tri-zone climate control, a storable second-row PlusOne seat, in-dash CD changer, steering wheel audio controls, power driver seat controls, alloy wheels and other features.
The EX-L ($31,095) adds leather upholstery, heated front seats, a power moonroof, and the iVTEC engine with Variable Cylinder Management (VCM), which improves fuel economy by de-activating three engine cylinders under certain conditions. The EX-L is available with the DVD rear-seat entertainment system ($32,695), and the navigation system with rearview camera can be added to that ($34,895).
The Touring ($36,895) is what Honda's Acura luxury division would sell if it sold a minivan. It has a slightly stiffer suspension for improved handling and Michelin PAX run-flat tires. It also gets a 350-watt AM/FM/CD6 audio system with seven speakers and a subwoofer, rear Park Assist, power tailgate, eight-way power adjustable driver's seat with lumbar and memory, power-adjustable pedals, second-row bucket seats, removable second-row console, 17 cupholders, compass and outside temperature display, fog lights, auto-dimming mirror, and the DVD rear-seat entertainment system. The Touring comes with the iVTEC engine with VCM. The navigation system is extra ($39,095).
Safety equipment that comes standard on all models includes dual-stage front airbags, front side-impact airbags, curtain-style head protection airbags for all three rows of seats, electronic stability control and anti-lock brakes.
Walkaround
The Honda Odyssey cuts a curvy profile, and its front end looks similar to the Accord sedan. Large headlights flank its big grille. The hood is sculpted with curves that lead naturally back to the windshield and emphasize the big fender flares. Honda has not hidden the sliding door channels at the base of the window but left them partially obscured by a crease that runs the length of the vehicle.
All models come with two sliding doors, manually operated on the LX and electrically operated on all other models. The power windows in each of the side doors can be opened in the same fashion as in a car. The tailgate is electrically operated in the top-of-the-line Touring. The power doors seemed a bit reluctant to operate at times, and less responsive to key fob commands than the sliding doors on the Toyota Sienna.
The Odyssey boasts Honda's Advanced Compatibility Engineering (ACE) body structure. The vehicle's crush zones have been engineered to provide good protection for occupants while minimizing damage in a collision with smaller vehicles and pedestrians. Its body structure is rigid, which contributes to crisp handling and a smooth ride. A low drag coefficient helps improve fuel economy and high-speed stability.
Interior
Inside, the Odyssey is both comfortable and convenient. It feels downright luxurious when ordered with leather trim. The soft materials look good and the metallic-colored trim that runs across the center of the dash is attractive.
New for 2007: The Honda Odyssey is now equipped with a steering wheel that telescopes in addition to tilting. The telescoping wheel adds a welcome element of flexibility in creating a comfortable driving position. There's also a new center pocket coin holder.
The driver's seat is designed to hold the driver firmly and is positioned in a car-like setting. Power-adjustable pedals are available in the Touring model. The shift lever is mounted on the dashboard, and while it looks odd at first, it's easier to use than a column-mounted shifter. A handy drink tray is provided between the front seats, but there's no center console. Two glove boxes are provided, which are more awkward for storage than one big one.
The second-row bucket seats are roomy and comfortable.
The third-row seat splits 60/40 and folds easily into the well provided for it, and the headrests do not need to be removed before folding.
A useful storage area is hidden under the middle of the floor, accessible from both the front and middle-row seats. Originally designed to house the spare tire, Honda engineers moved the spare tire to a location in the rear. Instead of removing the round space under the floor where the spare used to reside, they've turned it into a hidden storage compartment with a rotating compartmentalized bin, like a Lazy Susan. A small panel in the floor between the two front seats lets front passengers access the bin while and another panel is provided in front of the second-row seats. Front and middle-row passengers can turn the Lazy Susan and access whatever is stored inside.
There's room for eight people with the optional PlusOne seat that fits between the two captain's chairs in the second row. If it's not needed as a seat it can be turned into a table or stowed in the floor in place of the Lazy Susan bin. If the PlusOne seat is not being used, the right-hand seat can be slid across to allow easier access to the third-row seats. This flexibility makes the Odyssey a versatile people hauler, and with the seats folded (a fairly easy task) there's more cargo space than in most SUVs.
The optional navigation system is one of the easiest to operate using its on-screen menus and includes Zagat restaurant data. The large eight-inch monitor is positioned high on the dashboard for easy viewing. The system also responds to voice commands, and we found it responds effectively. It's capable of responding to 637 different voice commands and is smart enough to understand different accents and find locations without any need for input other than by voice. Apart from navigation, the system can be used to operate the radio and climate controls. The rearview camera makes parallel parking easier and also functions as a safety feature: By displaying what's behind the car on the navigation screen, it can show the driver unseen hazards such as a small child possibly preventing a tragic accident. We find rearview cameras very useful in crowded shopping center parking lots where people are walking behind the car after we've shifted into Reverse.
The available DVD entertainment system features a large nine-inch widescreen display that folds out of the ceiling for viewing by second-row passengers. The wireless headsets turn on and off automatically as the ear pads are rotated.
Honda Element - Stylish and versatile
The Honda Element was created to be the ultimate in utilitarian chic, and this year it got a little chic-er. The mainstream models that dog lovers and surfers love remain, but the introduction of the chic new Element SC turns this versatile box on wheels into a lowered, carpeted, monochromatic urban cruiser.
As with the other models, the 2007 Honda Element SC can in minutes change roles from a four-seat people mover to a surprisingly big cargo hauler. Likewise, it delivers sedan-style driving dynamics and good fuel economy, at least by SUV standards. However, the SC is not a muddy boot, hose-it-out kind of vehicle, and it's dropped any pretense of all-terrain capability. Clearly, the Element has evolved.
Launched as a 2003 model, the Honda Element was originally aimed at young adventurers who need to haul wet or messy gear within the security of an enclosed cargo area. Its durable, quick-clean interior was a big part of its charm, rather than a strippo-model drawback. Low step-in height made loading mountain bikes or surfboards or big dogs easy, and vinyl flooring made it extra dog-friendly. Dark vinyl fenders and heavy cladding made stone chips or brush scrapes a non-issue. But young surfer boys weren't the only ones attracted to the utility and cuteness of the Honda Element. Other folks saw the benefits of roomy box that got good gas mileage and was easy to park.
The utility benefits mentioned above still apply to the 2007 Element LX, an unadorned base model. And to a considerable extent those benefits still apply to the high-trim EX. Starting with the 2006 models, however, the EX models began rolling out of the factory with painted fenders and cladding, though the bumpers and roof trim remained basic dark vinyl.
Now comes the Element SC, the first model with a fully painted exterior and cloth upholstery. Its suspension is lower and stiffer for improved handling, and it has big 18-inch wheels.
All 2007 models benefit from a major infusion of safety features, including curtain-style head protection airbags for front and rear passengers and Vehicle Stability Assist for improved driver control, making them the benchmark for small utility vehicles. With these upgrades, Honda completes its Safety First marketing initiative, which it claims gives all its vehicles luxury-grade safety features.
A new five-speed automatic transmission for 2007 and a slight increase in horsepower improves throttle response. Despite its utilitarian roots, the Element has always driven more like a car than a truck. Think of a base Honda Civic sedan with softer springs and a higher driving position and you won't be far off. The Element is a fine little automotive appliance. Dressed up as the SC model, it has a little more style.
Line Up
The Honda Element is available in three models. All come with a 2.4-liter four-cylinder engine with a choice of five-speed manual or five-speed automatic transmission ($800). All come standard with front-wheel drive, but the LX and EX models are available with all-wheel drive.
The LX ($18,900) and LX 4WD ($20,300) come with air conditioning with micron filtration, power windows, power door locks, power mirrors, cruise control, an adjustable steering column and a four-speaker AM/FM/CD stereo. This is the only Element that still sports the unique gray vinyl fenders and lower body cladding. For 2007, the LX comes standard with remote keyless entry.
The EX ($20,910) and EX 4WD ($22,310) add aluminum wheels, a passenger-side armrest and a 270-watt, seven speaker AM/FM/CD stereo with subwoofer, XM Satellite Radio hardware and redundant controls on the steering wheel. EX models have fenders and cladding painted to match the rest of the body.
The SC ($22,695) is equipped comparably with the Element EX model, including the upgrade 270-watt stereo.
Safety features include curtain-style head protection airbags for front and rear passengers with rollover sensors, as well as Honda's Vehicle Stability Assist anti-skid electronics and a tire pressure monitoring system. That's in addition to side-impact airbags for front-seat passengers for torso protection and the mandated dual front airbags with dual-stage deployment. Also standard are LATCH child-seat anchors, three-point seat belts for all seats with automatic tensioners on the front seats. Be sure and wear your seat belts because they're your first line of defense in an accident. Anti-lock brakes (ABS) with Brake Assist come standard
As with the other models, the 2007 Honda Element SC can in minutes change roles from a four-seat people mover to a surprisingly big cargo hauler. Likewise, it delivers sedan-style driving dynamics and good fuel economy, at least by SUV standards. However, the SC is not a muddy boot, hose-it-out kind of vehicle, and it's dropped any pretense of all-terrain capability. Clearly, the Element has evolved.
Launched as a 2003 model, the Honda Element was originally aimed at young adventurers who need to haul wet or messy gear within the security of an enclosed cargo area. Its durable, quick-clean interior was a big part of its charm, rather than a strippo-model drawback. Low step-in height made loading mountain bikes or surfboards or big dogs easy, and vinyl flooring made it extra dog-friendly. Dark vinyl fenders and heavy cladding made stone chips or brush scrapes a non-issue. But young surfer boys weren't the only ones attracted to the utility and cuteness of the Honda Element. Other folks saw the benefits of roomy box that got good gas mileage and was easy to park.
The utility benefits mentioned above still apply to the 2007 Element LX, an unadorned base model. And to a considerable extent those benefits still apply to the high-trim EX. Starting with the 2006 models, however, the EX models began rolling out of the factory with painted fenders and cladding, though the bumpers and roof trim remained basic dark vinyl.
Now comes the Element SC, the first model with a fully painted exterior and cloth upholstery. Its suspension is lower and stiffer for improved handling, and it has big 18-inch wheels.
All 2007 models benefit from a major infusion of safety features, including curtain-style head protection airbags for front and rear passengers and Vehicle Stability Assist for improved driver control, making them the benchmark for small utility vehicles. With these upgrades, Honda completes its Safety First marketing initiative, which it claims gives all its vehicles luxury-grade safety features.
A new five-speed automatic transmission for 2007 and a slight increase in horsepower improves throttle response. Despite its utilitarian roots, the Element has always driven more like a car than a truck. Think of a base Honda Civic sedan with softer springs and a higher driving position and you won't be far off. The Element is a fine little automotive appliance. Dressed up as the SC model, it has a little more style.
Line Up
The Honda Element is available in three models. All come with a 2.4-liter four-cylinder engine with a choice of five-speed manual or five-speed automatic transmission ($800). All come standard with front-wheel drive, but the LX and EX models are available with all-wheel drive.
The LX ($18,900) and LX 4WD ($20,300) come with air conditioning with micron filtration, power windows, power door locks, power mirrors, cruise control, an adjustable steering column and a four-speaker AM/FM/CD stereo. This is the only Element that still sports the unique gray vinyl fenders and lower body cladding. For 2007, the LX comes standard with remote keyless entry.
The EX ($20,910) and EX 4WD ($22,310) add aluminum wheels, a passenger-side armrest and a 270-watt, seven speaker AM/FM/CD stereo with subwoofer, XM Satellite Radio hardware and redundant controls on the steering wheel. EX models have fenders and cladding painted to match the rest of the body.
The SC ($22,695) is equipped comparably with the Element EX model, including the upgrade 270-watt stereo.
Safety features include curtain-style head protection airbags for front and rear passengers with rollover sensors, as well as Honda's Vehicle Stability Assist anti-skid electronics and a tire pressure monitoring system. That's in addition to side-impact airbags for front-seat passengers for torso protection and the mandated dual front airbags with dual-stage deployment. Also standard are LATCH child-seat anchors, three-point seat belts for all seats with automatic tensioners on the front seats. Be sure and wear your seat belts because they're your first line of defense in an accident. Anti-lock brakes (ABS) with Brake Assist come standard
Friday, May 18, 2007
New Honda Accord
Honda's strong-selling midsize Accord sedan underwent a massive redesign for 2003 that included more-powerful engines. A five-speed automatic transmission replaced the former four-speed unit, and a V-6-powered coupe with a six-speed manual gearbox joined the lineup.
For 2007, Honda introduces a V-6 Special Edition trim level that includes 17-inch alloy wheels, rear disc brakes, steering wheel audio controls, a six-disc CD changer and an alarm system.
Sedans come in LX and upscale EX trim levels, along with LX V-6 and EX V-6 versions and an LX Special Edition. LX and EX coupes are offered with four-cylinder or V-6 power.
An Accord Hybrid with a gasoline/electric hybrid powertrain went on sale late in 2004 as a 2005 model.
For 2007, Honda introduces a V-6 Special Edition trim level that includes 17-inch alloy wheels, rear disc brakes, steering wheel audio controls, a six-disc CD changer and an alarm system.
Sedans come in LX and upscale EX trim levels, along with LX V-6 and EX V-6 versions and an LX Special Edition. LX and EX coupes are offered with four-cylinder or V-6 power.
An Accord Hybrid with a gasoline/electric hybrid powertrain went on sale late in 2004 as a 2005 model.
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