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Honda ReviewsHonda is the largest engine-maker in the world, producing more than 14 million internal combustion engines each year. In addition to motorcycles, jets, lawn mowers and generators, Honda is known for their reliable and fuel efficient passenger cars. |
The best-selling mid-size sedans in the United States will catch up to their competition by offering boosted fours under their hoods soon, Automotive News is reporting (via Car & Driver).
The long-running Camry will replace its six-cylinder engine with the turbo four, though the Accord is likely to use a new, smaller, boosted four pot to replace its base four-cylinder engine.
Honda unveiled its refreshed mid-sized sedan on Thursday, complete with facelift and available 19-inch wheels on the Acura Accord.
The new car also sports updated technology, including Apple’s CarPlay and Android Auto systems and a 7-inch touchscreen on EX and higher trims.
The Accord will continue to use its 2.4-liter four and 3.6-liter V-6 engines.
American Honda CEO John Mendel says he could tell us about the “baby NSX” that popped up in a patent filing, but that would probably get him fired, AutoGuide is reporting.
Whatever the patent filing is — whether it’s a smaller NSX, perpetual prototype or a late-night CAD fantasy — it could find a home in Honda’s lineup that’s decidedly missing a sports car.
When asked if there’s room for a driver’s car, Mendel responded: “Absolutely there is.”
UPDATE: Clarification on CR-Z at bottom.
Honda is doing a bit of late spring cleaning as it looks to get its hybrid house in order. The automaker announced production of the Civic CNG has ended and multiple hybrid models will soon get the axe.
Honda isn’t abandoning hybrid technology, however, as John Mendel, Executive Vice President, Automobile Division of American Honda Motor Co., Inc., hinted there are replacements in the pipeline in a release sent out today.
I needed a car. Any car. My dad and I were limping my dying ’85 Nissan Maxima around town to multiple car dealers, looking for an appropriate replacement. I was 19, I think, and since I commuted thirty miles a day to college (when I went to class) I needed reliable, efficient transport.
A second-generation CRX, much like this one, caught my eye and we climbed in. One problem arose, however, as both my dad and I were well north of 300 pounds each, and the stock springs were sagging a bit. Oh, and the streets near the dealer had rough, rutted cobblestones. We were lucky to return with an intact exhaust, and I reluctantly moved on to a roomier Accord coupe.
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Ladies and gentlemen, it’s time to bring an end to an automotive segment that simply needs to die: the non-sporty coupe.
For those of you who aren’t sure what I mean when I say “non sporty coupe,” allow me to describe the two types of coupes that currently exist today. One is the sporty coupe. This is a car with sleek styling, and a cool interior, and a lot of power, and some modicum of performance suspension, or performance brakes, or something performancey, like a faux carbon fiber door panel.
Examples of the sporty coupe include the Porsche 911, the Ford Mustang, the Subaru BRZ, and – if you ask the Germans – the BMW 6 Series Gran Coupe, though the rest of us just consider that to be an overpriced sedan.
And then you have the other type of coupe. The non-sporty coupe. This is a car that was a sedan, until some auto industry geniuses got ahold of it and decided they could create an entirely new segment by just throwing on a new, two-door body and marketing it as “sporty.” Examples include the Honda Civic, the Honda Accord, and, well, that’s about it.
Yesterday, I traded the most hysterically fun car I have ever owned, a 2008 Honda S2000, for a new 2015 Volkswagen GTI 6-speed manual.
Allow me to explain. Read More >
If a report from Britain’s AutoExpress is to be believed, the front clip of the next-generation Honda Civic hatchback – due to arrive in North America for the first time since 2000 (in non-Si form) – will look “near identical” to the Civic Coupe concept revealed in New York.
My friend and fellow auto journo Tyson Hugie is the ultimate Acura fanboy. He owns a 2013 Acura ILX 6-speed with the personalized plate ILX, a 1994 Legend GS Sedan 6-speed and a 1992 NSX 5-speed which just hit 100,000 miles. He was honored by American Honda for passing 500,000 miles on his 1994 Legend LS Coupe 6-speed. And he is currently searching for a Vigor 5-speed in Arcadia Green.
Hugie clearly has a case of ADHD – Acura Definite Hyperactivity Disorder.
So naturally we had to take his orphaned Acuras along with the greatest discontinued Honda ever – a S2000 roadster, my 2008 with 32,000 miles – for a run up Tucson’s twisty Catalina Highway to Mount Lemmon and bemoan the demise of these late, great Honda cars. All in the name of automotive research, of course.
Over 100,000 Honda vehicles have been added to the ongoing recall linked to Takata airbags.
After years of spec racing, IndyCar has decided to allow the manufacturers to shape the game for 2015. Honda, for its part, isn’t holding back.
Refreshed, redesigned or updated, whatever you want to call the changes to the CR-V for the 2015 model year, it’s hard to argue with this model’s success. The CR-V isn’t just the best-selling compact crossover in America, it’s the best-selling crossover period and the 7th best-selling vehicle overall. With sales success on the line Honda did what any Japanese company would do: make minor changes that give you more of what shoppers want without upsetting the apple cart. Does that make the CR-V just right? Or is it a compact bore-box?
Though set to appear next month in Geneva, the Honda Civic Type R drifted through a video showing a few of the automaker’s latest and greatest.
Should the day come when Takata asks for financial assistance to remain afloat after its troubles have passed, Honda may not be there to lead the rescue.
So here we are, one year after I took delivery of a 2014 Accord EX-L V6 six-speed coupe, eleven months after the first update, and five months after hitting the 12k mark. As fate would have it, at the same time the crew at Automobile was enjoying a free year in a car almost exactly like mine, courtesy of Honda. This, incidentally, is where the true nature of the autojourno biz comes into play: I laid out slightly over $9,300 in monthly payments, insurance, and maintenance to do exactly what the Automobile crowd did for free.
Well, not exactly; I also took mine to a racetrack. A few times.
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