finding the signal in an industry filled with noise
Nearly two decades ago the Honda/Acura NSX shook up the performance car scene.
This year, the Nissan GT-R is said to be doing the same.
But could the two cars be any more different?
Looking at this picture I stumbled across on the web – is the NSX is too much like a Formula 1 car or is the GT-R is too much like an SUV?
Although the [Ridgeline’s] entire engine is carryover, the all-aluminum 3.5L V-6 does have a new Magnesium dual-stage intake manifold that bumps the horsepower and torque up by three and two, respectively. Additionally, Honda keeps the current five-speed automatic, but does offer slightly different gear ratios, in some cases changed only 0.2 percent, to help to improve overall responsiveness. Of note, throttle response off idle is vastly improved, making it feel like the truck has more power off the line because of how strongly it jumps from a stop. A new computer software program works with the new gearing strategy to make it feel like there’s more power than the small gains in hp and torque would suggest. – Motor Trend
The [TSX is] not necessarily an easy car to drive, however: there are several blind spots (the rear windscreen is shallow and strangely angled… and the new dashboard layout is confusing and over-complex. The driver is faced with banks of switches, LEDs, dials within dials, display screens, electronic gauges and levers – it’s a case of information overload. – 4car
It’s depressing to see a company – any company – forget what made them great and there’s perhaps no clearer example of this than Honda’s interior design these days.
The virus started with the Acura RL then spread to the MDX, but now its found its way into the Accord and even the Pilot. Not only are the controls arranged in a completely nonsensical manner, there’s a visual clutter – a hodgepodge of shapes that seems contrived to make the braindead feel they’re getting more for their money.
I can understand why you’ve gone to overly large and wide tires now that your cars are overly wide and large as well but please Honda, stop the madness. Sure, plastic is easy to mold into any shape you desire but that doesn’t mean you should. To paraphrase Chris Rock, “You can drive a car with your feet, but that doesn’t make it a good idea!”
I’ve never understood the Accord Hybrid given that even the 4 cylinder Accord feels ill equipped to handle the torque its 2.4L I4 produces. Apparently shoppers didn’t get it either with just over 6,000 units sold last year, well below the projections of 20,000 units.
Honda’s announced there will be no replacement for the Hybrid version when the Accord is redone this fall, odd given the Altima and even Aura now compete with the Camry Hybrids.
Scroll down on this page for a refreshingly visual discussion of cam timing and lift…
In their short take on the Accord SE they say:
Buying an Accord? We recommend the four-cylinder.
That’s been my suggestion since this generation of Accord debuted – the suspension and steering is overwhelmed by the weight and torque of the V6 (hybrid versions are worse).
In truth I prefer the Subaru Legacy. It more closely approximates what the 1990-1993 and 1998-2002 Accords felt like with pinpoint steering and a chassis that never falls a step behind. Sadly neither family sedan is offered with stability control unless you option them up.
So much for Honda’s ‘Safety for Everyone’...
subtle “de-contenting” has crept into (or out of) the Civic, and some of its exceptional driving dynamics, once due to its unique double-wishbone front suspension, have been lost to the more cost-effective strut-type hardware… the Civic isn’t off the pace as much as we anticipated—on paper. The lack of steering isolation, the way bump-steer affects the car, and the Civic’s less assertive turn-in, however, are noticeably changed. Most people probably won’t notice in everyday driving, nor would they have the opportunity to drive the 2000 and ‘01 Civic back-to-back, but there’s definitely a difference. It’s too bad, because sporty handling was one of the Civic’s hidden talents and secret pleasures. If one liked an active, sportier driving experience, it was always easy to recommend the Civic over more common strut-suspended cars. Now, there’s less to rave about, and little to distinguish itself from the crowd. – Motor Trend
the test car, to our great surprise… had some major rattles, and the metallic paint had more shady spots than the Coconino National Forest. We thought the panel gaps were rather wide, too, and certain details of the dash fit poorly… the ride has gotten harsh. Noisy, too. The engine, as well, is plenty loud in the high revs, and wind noise is apparent at speed. Moreover, path control on the freeway is nowhere near as sharp as Civics used to be. – Car and Driver
Given the greatness we’ve come to expect from Honda, we have been disappointed that the seventh-generation Civic is not quite the step forward we’d usually expect from such a veteran. We[‘ve] chastised Honda… for some bad decisions made with this Civic; the rear suspension, its trailing arm discarded in the quest for better space efficiency, doesn’t feel as well planted as the great setup on the previous car. The steering is also light to the point of precluding much communication of what the tires are doing. In both the 2000 test and this one, we found the car less confident through tight turns than both the previous Civic and, more importantly today’s opponents… small dimensions, a lack of power, an uninspired interior, and suspension faults have taken this car out of the spotlight. There are simply more exciting cars than the Civic at this price. – automobile
Ad spending for the Fit [sold elsewhere as the Jazz] introduction was not disclosed, but sources said a $50 million-plus push is planned. (When Honda refreshed the Civic last year, the Torrance, Calif.-based automaker spent $140 million in measured media, per Nielsen Monitor-Plus.) Honda spent $735 million advertising in 2005, according to Nielsen. – Brandweek
Underway, the Prius is quieter and its more powerful electric motor (67bhp compared to the Civic’s 20bhp) is happier to provide the sole drive around town. Not that the Civic is unrefined: wind and road noise is kept to acceptable levels and, at a cruise or under light acceleration, the 1339cc petrol engine is relatively hushed. Ask for a lot of acceleration, though, and it’s boomy; louder than a Prius, and with less-impressive acceleration. In terms of drivetrain refinement, the Toyota gets the nod. But not when it comes to enjoyment. The Civic is no driver’s car, but it corners neatly, with quick and accurate, if lifeless, steering and decent agility. But this is not a fun car: it’s more entertaining than a Prius in the same way that eating liver is preferable to eating fish heads. – Autocar Online
