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Honda

Short test: 2012 Honda Fit Sport

Vehicle: 2012 Honda Fit Sport with automatic
Price as tested: CDN$19980

When an engineering-driven car company becomes arrogant and complacement, their products usually become aggravate. As we have seen in BMW for the last couple of years, Honda should be add to this sad group lately. On the one hand; those 5-Series, 6-Series and 7-Series are execution letdowns. On the other hand; those Accord Crosstour, CRZ, Insight and Civic are complete disappointments. Honda’s subcompact Fit, seems to be the only survivor under the new beancounter management. Will the revised version able to keep its crown?

We have always smitten by Fit’s world-beating road manners. It has what makes a Honda a Honda. Unlike the new Civic, which is bloated and uninspiring to drive. Fit is docile, nimble and provides plenty of driver feedback. The responsive handling, which combined with a steering with meaty feel and feedback. A well-tuned chassis and superbly calibrated suspension combined to make a delightful package. It feels very engaging to drive. The well-engineered chassis continues with supple ride quality. Its able to absorb bumps as comfortably as cars costing twice as much, all have done with European suppleness, dial in the suspension damping. However, ESC is only standard on top range Sport as our tester. Those DX and LX are not even available as an option is completely unforgivable.

Reponsive handling aside, a peppy engine is what makes Honda a Honda. Although Fit’s 117hp 1.5 liter engine won’t win any drag races, it serves its purpose as a smart commuter really well. The well-honed refinement of Honda hallmark 4-cylinder VTEC engine remains intact. 5-speed automatic has worked like harmony with this little motor. Add to the fact that 106 lb/ft of torque provides decent low-end range while returning less than 6 liters per 100km, for a non-diesel and non-hybrid. Fit is the best testament to Honda engineering at its finest.

With rear seats up, Fit has 20.6 cubin feet of cargo space. With those down, it doubles up to 57.3 cubin feet. All with a complete flat floor for loading of any large luggages. It has more space than any cars in its class or class above.

The Fit is the last Honda which remain true to this iconic Japanese company’s engineering-first philosophy. Everything else from the huge cargo space to peppy engine have shown how well-integrated the entire package is. Only god knows if those beancounters will messed up with the next Fit…….:(

Likes:
Responsive engine
Handling and ride
Versatility
Overall execution

Dislikes:
Front visibility
ESC isn’t a standard feature across the board
No paddle shifters

Competitions:
Chevrolet Sonic
Ford Fiesta
Fiat 500
Mazda2
Toyota Yaris

Long-term wrap up: 2012 Honda Civic EX-L

Vehicle: 2012 Honda Civic EX-L sedan
Price as tested: CDN$24390
Mileage since picked up: 7500km
Regular maintenance: 0
Unscheduled repair(s): 1

Honda’s 9th generation Civic. A vehicle which this famed Japanese carmaker has delayed a year for some minor makeover, especially for its fuel economy. While we had a pretty good time with it during the whole 7500km of long-term driving, there are couple of aspects which its already fallen behind the crowd. Honda, just like BMW. Both companies used to known for producing fun cars with innovative technologies back in the 80s-90s, have been resting on its laurels, for as long as I can remember.

While it remains reliable, as should with all Honda products. We had plenty of dash rattles over the period we have driven the vehicle. The main reason is the dashboard has been filled with low-rent materials with poor fittings. Worse of all, it already felt and looked dated. In comparison to 8th generation Civic, which still has a dashboard which remains innovative and classy to the touch.

Civic used to stand for nimble, light-on-its-feet, agile and spirited performer. The current car stands for boredom. It doesn’t exactly provide sharp handling with class-leading ride quality, which was the hallmark of the Civic franchise. The ride feels choppy over all sorts of pavement, and the handling dynamics, just boredom the hell out of me. There are also plenty of road noises.

The i-MID multi information display and “Eco” buttons are just some of the gimmicks Honda tried to come out with the new Civic. To some extend, there are some features better not having standard instead of being redundant.

If you are looking for a bland-looking compact family sedan with the cachet of the Honda badge on the hood, Civic is reliable enough to put on your shopping list. Does it sound like a Toyota Corolla? Surely, it does. :( If you are looking for the best compact, Civic is no longer at the top of the chart. No wonder, by the time of our writing, Honda decided to go back to drawing board by pre-maturing revised the current Civic for 2013 after harsh complaints from dealers and consumers alike. We have seen the exact same story happened within Honda family not too long ago. Its called the 4th generation Acura TL.

Perhaps, for some arrogant car company, they have never learnt the mistakes and bound to repeat all over again.

As the old saying goes. Pay me now…pay me later.

In the meantime, we are waiting for what’s up in Honda’s sleeve with the premature revision in 2013 Civic.

Likes:
Comfortable interior
Reliable
Honda reputation
Fuel economy

Dislikes:
Bland styling
Cheap interior
Choppy ride
Unremarkable handling

Competitions:
Chevrolet Cruze
Mazda3
Ford Focus
Kia Forte
Hyundai Elantra

2012 Honda CR-V

Vehicle: 2012 Honda CR-V Touring
Price as tested: CDN$34990

Performance: Powering up the new CR-V is Honda’s familiar 2.4 liter DOHC 16-valve engine. Along with i-VTEC variable valve timing and electronic throttle, this engine has a good 185 ponies and 163 lb/ft of torque. What makes Honda different from other carmakers when redesigned their popular crossover is the lack of an uplevel turbocharged 4-cylinder or V6. Because as good as this 4-banger does, its truly has served CR-V’s purpose exceptionally well. That means the usual array of refinement, smoothness and NVH as we all expect from Honda’s engineering team. Although its only 163 lb/ft of torque, its low-end is peppy without feeling sluggish. When pushed the CR-V through the paces, 185hp has more than asking for in a crossover costing over 1608kg in our loaded Touring trim. As with most Honda engines, they are willing to rev through middle and upper rev ranges without breaking a sweat. Mated with this smooth powertrain is the equally compelling 5-speed automatic. Since Honda has said its customers don’t need manumatic mode, its surely good enough to leave it in “D” as it has perfectly fine gear ratios. The bottom 1st and 2nd are low enough for responsive acceleration while 4th and 5th are tall enough for superb cruising.

Like most Honda, new CR-V has an “Econ” button which helps fuel economy after press that “green” button. Honda has claimed its able to improve fuel economy by up to 15% with that button press, by using ECM to control the throttle response and gearbox mapping to achieve that desired economy. However, it tends to lost a bit of performance.

Handling: CR-V’s dynamic abilities have never been disappointed. In fact, Honda has found a sweetspot for combining confidence handling with superb ride quality which are near perfect compromise for its target audience. The result is a compact crossover which deliver a sure-footness handling sharpness with a sense of comfort dial through the equation. Although its RealTime 4WD is a “slip first before system steps in” reactive variety, it has served 99% of the consumers perfectly right. If you are looking for an advanced full-time AWD in Honda family, one has to upgrade to nearby Acura store for the RDX. In terms of driving feel, it continues Honda’s trend of deliver excellent stering feel and feedback. The electric power steering not only does help save fuel, Honda’s setting won’t be upsetting its responsiveness and feedback too much through the process. There are minimal body rolls, while terminal understeer is expected drama consider CR-V’s reactive system. However, all are able to solve with the advanced VSA which are able to save any drivers from rearing CR-V’s ugly heads when driven above the limits.

Brakes: With 4-wheel discs and standard ABS, CR-V delivers a brake pedal feel of what it should be. The stopping distance is short, while pedal always feels solid and reassurring. Unlike Honda in the past, ABS doesn’t step in unnecessarily while pedal remains fade-free after a couple of harsh stops.

Interior: In the past, one has to open the tailgate to fold down the rear seats in any cars. There is a new party trick with the new CR-V. There are pull levers on both side of the rear seats for folding them completely. With this design, its far more user-friendly when hauling lots of heavy stuffs. Just open the side door and do this little trick. Sometimes, its the smallest thing that makes the biggest difference. :)

In terms of luggage space, CR-V continues its versatile tradition. Along with a nice low floor and liftover, it has a huge 70.9 cubin feet with the seats down. When the seats are up for extra passengers, it has an already plenty 37.2 cubin feet of cargo space. A privacy cover comes standard to keep goods from thieves, on the other hand, everything has been nicely carpeted and finished. If there is one major flaw, however, its the rear glass doesn’t open independently.

Up front, CR-V’s user-friendliness continues. All the major controls are initutive and ergonomically correct. The auto climate control in our Touring provides effective heating during winter. The i-MID multi-information display has served everything else from Bluetooth incoming call to average fuel economy. The green light on the speedometer tells driver how “green” are they driving. Rest of the interior has completed with nice materials and quality workmanship.

Conclusion: “If it ain’t broke, don’t fix it”. Honda is obviously getting the 4th generation of CR-V right from the start. As it combines an ideal blend of performance, handling, comfort and feature content with the usual Honda quality. While its not as technologically remarkable as some of its major rivals, its conservative approach would continue to help CR-V keep its compact crossover selling crown for years to come.

Competitions:
BMW X1
Hyundai Tucson
Kia Sportage
Mazda CX-5
Nissan Rogue
Toyota RAV4
VW Tiguan

OVERALL VERDICT FOR 2012 Honda CR-V
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 5/5
Value-for-money: 4/5

Overall rating: 4/5

Long-term update: 2012 Honda Civic EX-L

Vehicle: 2012 Honda Civic EX-L sedan
Price as tested: CDN$24390
Mileage since picked up: 3500km
Regular maintenance: 0
Unscheduled repair(s): 1

As we put more mileage onto our long-term Civic, we started to find out some quality issue. The corner cutting of the 9th generation Civic has started to surface in the midset of our long-terming. We have found out some annoying dash rattles on the center console. Brought it back to Honda dealer, we are glad they have fixed it in one day. While we applauded the efficiency of Honda dealer for fixing our problem, we were disappointed on Honda’s pitfall when it comes to build quality.

Speaking of interior feature, we have tried to compare the fuel efficiency by using the green “Econ” button versus using our right foot regularly. Honda claimed the “Econ” button is able to give softer throttle response, in order to give driver a sensation on saving fuel by 10-15%. However, we actually found out it actually encourages to drive more aggressively as everything else have been soften significantly. This is not only limited to Honda, we have the same complaint for Hyundai and Infiniti, on the same system respectively. Engineers just use the computer to trick driver on slower throttle response = slower up and downshifting. Unfortunately, the result is usually completely different as we have tried in real world situation. No matter on whether we press the redundant “Eco” assist button, we are still manage to get an average of 6.5 liters per 100km regularly.

On our final update. We will wrap-up Civic’s overall experience.

2012 Honda Civic Si Coupe

Vehicle: 2012 Honda Civic Si Coupe
Price as tested: CDN$25990

Performance: The Civic Si has always been Honda’s crown jewel when it comes to sport compact. That’s mainly due to its reputation for providing reliable yet fun performance at an affordable price. Will the new Si able to keep its title, given the arose of many of its stiff rivals?

Unlike the previous Si, Honda decided to ditch the high revving 2.0 liter DOHC in flavor of this 2.4 liter mill. The reason Honda has dropped the 2.0 liter DOHC 16-valve is mainly due to the lack of torque. What its really ironic is the most fun is when revving up Honda’s VTEC through the upper end of the rev range. Anyone remember the legendary S2000 and Integra Type-R?

As for the 200hp 2.4 liter DOHC 16-valve 4-cylinder itself, its a good enough drivetrain mainly due to the fact that it has 170 lb/ft of torque. Honda really has addressed the torqueless complaint about the previous “fun” 2.0 liter when the maximum torque arrives at only 4000rpm. That makes for more tractable driving characteristics during low rpm, which is better for the shot-and-go traffic light race. On the other hand, this engine continues to be a happy revver whenever you pushed through middle and upper range of the equation. The work ethics is typical Honda’s elegant of engineering fashion. High level of refinement, entertaining VTEC engine note and superb NVH control. Another Honda gold standard is the wonderful 6-speed manual. Not only does the manual throw is clear and precise, the clutch is light and progressive while providing the exactly the same kind of feel and feedback enthuisasts wanted.

The silver lining behind all those power upgrade is the lack of new technologies one expects from each generation of Civic. We have seen Si’s competitions have been benefitted from turbocharged + direct fuel injection motor and double clutch gearbox. Instead, Honda gives its sports coupe the powerhouse which has been used in more sedate silibings. Is it a good or bad thing? You decide. But there will surely lots of controversies between driving enthuisasts and Honda fans alike for years to come.

Handling: Along with the chassis that is as solid as a concrete house, it also serves as a great foundation for Si’s well-calibrated suspension to hang its heads. Unlike the base Civic, Si benefits from sports-tuned suspension and limited slip differential. While the setting has been pretty natural and composed, typical of Honda front-driver fashion. It just doesn’t create the same kind of driving excitement as we experienced from sporty Civic of yesterday. The electric power steering provides a rather vague off and on-center feedback, even though its pretty damn precise while responding accordingly. Push the Si through corners, it feels rather benign rather than all-out driving fun. Its a composed and safe dynamic package which better dubbed it a Civic Sport than a Civic Si. The body motion has been well-controlled thanks to the well-damped sports suspension. On the other hand, both LSD and ESC have controlled understeer decently when pushed aggressively.

What have been missing in the whole package is Civic’s world-renowed fun character. Civic used to be the benchmark which others are judged, when it comes to driving fun in affordable sports/performance segment. With the introduction of the new Si, Honda has traded its fun loving character for a more boredom driving experience. It has lost the great steering feel, sharp reflexes, wonderful chassis communication and driving pleasure one associates with Civic franchise. Whether its able to please a more wider audience or plain lost the enthuisast crowd, only tell will tell. But this transition will definitely be as controversial as Honda ditched its neat front double wishbone suspension for less expensive MacPherson Strut on its 7th generation a decade ago.

Brakes: With Si’s 4-wheel discs and standard ABS, it pedal feels solid and reassurring. The stopping distance is short while pedal feels confidence-inspiring. The ABS doesn’t step in too abruptly is an added bonus.

Interior: Except for the nifty i-MID, which provides all the informations from fuel economy to Bluetooth capability. Honda doesn’t bring anything new to the party. That’s even if you can consider the VTEC meter as a gimmick to the boy-racer crowd who usually go gaga on Civic Si. The VTEC gauge, which has a couple of dots to show you, when its kicking in. Its more of a gimmick than anything else in my book.

The rest of the interior has been wrapped in cheap plastic. Along with the digital speedometer, which keeps flying around between 80 and 90 km/h. The interior design just doesn’t feel coordinate and modern enough for 21st century. In fact, the execution feels more 80s Hyundai than a 2011 Honda. However, its Si sports bucket seats have hugged driver and passenger in all the right places without feeling confining.

The backseat is cramped due to the low roof. There is always a Civic sedan for far superior rear seat space.

Unfortunately, Honda still refused to bring us Si hatchback after SiR hatchback failed miserably a couple of years ago. What its really ironic is how successful Mazda and VW, which will soon join by Ford and Hyundai. All of these companies have successfully market hot hatch. If Si has hatchback configuration, then we won’t have to deal with its rather high liftover and instrusive trunk hinges alike.

Conclusion: The new Si certainly will continue its status as a reliable and safe performer in the sport compact class. But the lack of groundbreaking technologies and class-leading dynamics will hurt its run with rivals in the long haul. That’s especially true when the whole segment has moved forward, Honda decided take a regressive instead of a progessive approach to, once their technological showcase, in their leading affordable segment. Perhaps we can look forward to another 5 years for a 10th generation Civic………oh well…….

Competitions:
Mazdaspeed 3
Hyundai Veloster
Kia Forte Koup
VW Beetle 2.0T

OVERALL VERDICT FOR 2012 Honda Civic Si Coupe
=====================================
Performance: 3/5
Handling and ride/fun-to-drive: 3/5
Interior/ergonomics/user-friendliness: 3/5
Fit-and-finish/build quality: 2/5
Cargo/accessibility/layout: 3/5
Value-for-money: 3/5

Overall rating: 3/5

Long-term update: 2012 Honda Civic EX-L

Vehicle: 2012 Honda Civic EX-L sedan
Price as tested: CDN$24390
Mileage since picked up: 2650km
Regular maintenance: 0
Unscheduled repairs: 0

We are still not fond of Civic’s poorly-made interior, which consists of cheap plastic with questionable fit-and-finish. Its design is not cohesive at best. It looks like something came from the 80s, when the Japanese cars were just at the beginning phase of learning from their European counterparts. What is most disappointing is the 2-tier instrumentation gauges bring nothing new to the table. Although the i-MID mult-function display provides all sorts of information, right from Bluetooth capability to average fuel economy, everything is able to control from the steering’s redunant control. The screen just placed way too far away from the driver’s eyesight. On the other hand, there are too much brittle plastic on the dashboard and door panels. Civic used to have one of the better made interiors in the business, the 9th generation no longer carries that advantage. The leather seats in our loaded EX-L certainly provides the right amount of support on the right places. However, we have found Honda has used some cheaper foam to produce a less expensive seats. The foam feels softer and not as rich as before.

I drove a 2011 Acura CSX the other day. The Canadian-only CSX is basically a repackaged JDM 8th generation Civic. All the interior details are far exceed those of the 9th generation.

If the only merits to 9th gen. Civic’s interior is the amount of rear legroom. Without the center tunnel, its still able to seat 3 persons comfortably without any complaints. Unfortunately, those rear passengers still have to deal with those cheesy plastic abound.

Long-term update: 2012 Honda Civic EX-L

Vehicle: 2012 Honda Civic EX-L sedan
Price as tested: CDN$24390
Mileage since picked up: 1120km
Regular maintenance: 0
Unscheduled repairs: 0

The main reason for a year delayed for the introduction of the 9th generation Civic was Honda had to go back to drawing board. Honda figured out they have to come out with a more competitive package, which has to forseen what the rivals up to in the next 5 to 6 years. The result is a Civic which is more evolutionary than revolutionary, given how remarkable its predecessor is. It also has shown how competitive and class-leading its 8th generation car was.

Instead of focusing on performance and driving pleasure, Honda has put more effort into engineered Civic as a comfortable compact. While those of us who have fond memories of how a Civic supposedly handle, Honda has taken a bold step by engineered better, if not exactly class-leading, ride quality into the current car. This is a move to please the “lowest common denominator” more than enthuisasts. Just like another sedan on a different spectum, the change to the new Civic has left us cold, exactly the same story when BMW has gone for softer and character-free 3-Series during the transformation from near-perfect E46 (1998-2005) to uninspiring E90 (2005.5-2012). Both are engineered toward lowest common denominators, in latter case, badge whore. Is this a smart move or not? There are certainly up to plenty of hot debates.

On our next update. We will tell you about the thought of Civic’s interior.

Long-term intros: 2012 Volvo S60 T6 & Honda Civic EX-L

Vehicle: 2012 Honda Civic EX-L sedan
Price as tested: CDN$24390
Mileage since picked up: 40km
Regular maintenance: 0
Unscheduled repairs: 0

Honda Civic has always been Canada’s favourite car. It has been Canada’s best-selling car for the last 13 years. While the latest iteration doesn’t receive a host of nifty new technologies as one expects from Honda. It continues its winning formula by offering a decent combination of power, handling, comfort and feature amenities. On our EX-L tester, it receives plenty of luxurious features only found in more expensive cars, right from auto climate control to leather seats. But does the new Civic deliver the same kind of quality and reliability as what it should be? Will its fuel economy continue to impress the crowd? We will have the answer in the next few months.

Vehicle: 2012 Volvo S60 T6 AWD with BSIS, Park Assist Camera, 4C Chassis and Navigation system
Price as tested: CDN$50625
Mileage since picked up: 25km
Regular maintenance: 0
Unscheduled repairs: 0

If “6″ is a lucky number, its no wonder this Swedish carmaker’s “60-series” is our favourite Volvo. We have been impressed with both current and previous iteration of S60, as well as its crossover silibing: XC60. The introduction of a T6 AWD has finally put S60 into the heart dominated by German heavyweights. With 300hp and 325 lb/ft of torque delivers through its T6 powersource, its able to pit this T6 versus stiff competitions from both Audi, BMW and Mercedes-Benz. Not only does Volvo has enough poise and grace to challenge those of S4, 335i and C350, it provides aplentry of kits when it comes to safety and comfort. The question remains to be seen is whether S60 has got the quality and reliability to take on those rivals.

Over the next few months, we will update our nicks and picks on each of these vehicles. :)

2012 Honda Civic EX Sedan

Vehicle: 2012 Honda Civic EX Sedan with 5-speed M/T
Price as tested: CDN$19490

Performance: Redesigning a popular model can be a risky proportion, especially if that particular car has been Canada’s best-selling car for the last 13 years. Subject to this test drive is the 9th generation of this evergreen product, Honda Civic.

It doesn’t come as a surprise Honda continues to use its proven engines as the major powerhouses for the Civic. Except for the Si, which has been replaced by a 2.4 liter. The rest of the Civic range benefits from Honda’s tried-and-true 1.8 liter SOHC 16-valve 4-cylinder engine. This engine has the advanced i-VTEC variable valve timing and driven-by-wire technologies. What Honda has added to this generation of Civic is the “Econ” button on the dashboard. What it does is to provide super efficient mode whenever it pushed. It control the throttle positioning to maximize fuel efficiency. As for the 140hp engine, it has more than enough get-up-and-go for Civic’s commuter status. While its 132 lb/ft of torque has moved Civic off-the-line relatively well. As with all Honda engines, its a happy revver whenever it pushed. That’s despite the fact that it tends to be a bit buzzy at high rpm. However, if the manual gearbox benefits from an extra gear. It would make its highway cruising far more relaxing than it already is. On the subject of the 5-speed manual, its what you typically expect from Honda. Superb throws and gates are well-defined, as well as a light and progressive clutch with perfect blip point. The rest of the refinement package is typical Honda fanfare, which has to be considered as very high standards.

Here lies the rough. When it comes to “high standards”, you would have “high expectations” when it comes to Honda advacement and engineering. With the introduction of the 9th generation Civic. We haven’t seen the advant of small turbocharged engine, direct fuel injection, double-clutch gearbox or even manumatic availability. When the rest of the class has moved forward, Honda seems to rest of its laurels when it comes to technologies. That’s something we haven’t seen from Honda of yesteryears.

Handling: When it comes to dynamic abilities, Civic never disappointed. The chassis is solid and flex-free, which serves as a great foundation for suspension components to hang its heads. The suspension has been well-calibrated to absorb all the bumps and roughness with ease. Its firm enough to control body motions without losing any comfort for the occupants. The electric power steering, however, is Civic’s shortfall. It doesn’t generate the same kind of feel and feedback as its predecessor. It feels somewhat featureweight even if its quite responsive. Its also relatively precise on its turn-in. When pushed the Civic through the corners, it remains composed considered Honda has always been the leader when it comes to front-driver chassis. Its standard ESC has acted decently, when it comes to control understeer. It doesn’t tend to get too instrusive even before driver rears its ugly heads.

If there is one problem, its Civic’s perishable character has traded for class-leading ride comfort. The excellent steering feedback, sharp reflexes and chassis communication which defined the Civic franchise have gone for a boring route, in order to please consumers who are looking for a reliable appliance. Whether this is the right move considering Civic built its reputation on leading edge dynamic abilities and class-leading driving fun, it will surely create plenty of controversies and debates for years to come.

Brakes: While the DX and LX are standard with front discs/rear drums, our EX and above trim levels are standard with all 4 wheel discs. Regardless of models, ABS come standard. That’s a great move since Honda has always promoted “safety for everyone”. The stopping distance is short while pedal feels firm and linear. Its very well-modulated with a nice thresold before ABS steps in. Subject to ABS, it doesn’t step in unnecessarily.

Interior: Its a simply a mixbag inside the new Civic. Let’s begin with the good news.

The goods are the driving position is easily find while all the control is typically Honda initutive and user-friendly. The i-MID, or what Honda called intelligent Multi-Information Display, which is able to control through the steering; provide nifty informations about fuel economy, radio channel and Bluetooth function is a welcome feature.

Now, here comes the bad news.

Before you need to get used to the digital speedometer, which is hard to read when its flying between 80 and 85 km/h. You have to learn to accept the low-rent plastic Honda has put through the interior. There are plenty of cheesy plastic on the dashboard, center console and door panels. The whole interior design doesn’t look cohesive. Everything else seem to design around the optional navigational system, it makes the base stereo looks afterthought. In terms of interior design, it looks so 80s. As for the seating upholstery, our EX already felt “rental car-ish” with uplevel velour. Just don’t bother with DX and LX.

There are plenty of head and legroom for rear passengers, even the center position is quite comfortable despite of the bolstering.

In terms of luggage space, its trunk has been decently layout. Even if it has instrusive trunk hinges and a rather high liftover; it remains a very versatile space for your luggage especially when rear seats are folded down.

Perhaps something Honda product planners have seen what the rest of us don’t. That’s the lack of a versatile hatchback which Civic was once famous for. Judging by how successful both VW, Ford, Toyota, Mazda and Kia with their respective entry-level hatchback offerings. Honda thinks there is no market for a Civic hatchback whatsoever. If you have to get a Honda with a proper hatch, they suggest to go for a Fit or a CR-V. Whatever!

Conclusion: The new Civic will continue to be one of Canada’s top-selling cars; simply because of its composed combination of power, handling and feature amenities. That’s when the problem arose when you have such a loyal followers because its a guaranteed seller. The 9th generation Civic is no longer the Honda that used to be. It won’t leapfrog its peers, when it comes to cutting edge technologies and dynamic charms which made Civic so appealing to both enthuisast and non-enthuisast-alike. While its certainly far from being dubbed as a terrible car, this #9 is far from being a game changer neither. Pity. :(

Will the 9th generation able to measure up to Honda’s legendary reliability and dependability? We will find out as we got our long-termer over the upcoming season.

Competitions:
Mazda3
Ford Focus
Toyota Corolla
Chevrolet Cruze
Hyundai Elantra
Kia Forte

OVERALL VERDICT FOR 2012 Honda Civic EX Sedan
=====================================
Performance: 3/5
Handling and ride/fun-to-drive: 3/5
Interior/ergonomics/user-friendliness: 3/5
Fit-and-finish/build quality: 3/5
Cargo/accessibility/layout: 4/5
Value-for-money: 4/5

Overall rating: 3/5

Short test: 2011 Honda Accord SE

Vehicle: 2011 Honda Accord SE sedan
Price as tested: CDN$26540

The single biggest highlight to Accord’s 2011 revision is the SE replaces entry-level LX. This trim level adds power driver’s seat, lumber support and alloy wheels to the mix. However, the biggest controversy has to be the revision of the grille. Just like the rest of Honda’s upcoming family looks, its definitely a love’em or hate’em kinda of affair.

What it haven’t changed is Accord’s usual combination of refinement and comfort in a dependable package. The 177hp 2.4 liter 4-cylinder with i-VTEC has provided plenty of performance even with 5-speed automatic. Unfortunately, Honda engineers think Accord’s target audience doesn’t need manumatic to maximize performance. The result is a package that is very efficient and effective. We had an average of only 8.5 liters per 100km during our testing. What Honda really needs is to upped the ante in the engine department, especially when the rest of the industry has moved to direct fuel injection and 6-speed automatic to CVT gearbox.

The Accord continues to be shine when it comes to handling department. It handles far superior than its Toyota rival when it comes to roll control and understeer. The steering provides sure-footness feel and feedback, while the ride quality is supple without losing Accord’s cushioned manners on washboard pavements.

Considering Accord is classified as a “large car” by EPA standard. There are tons of rear seat legroom while headroom is aplentry. The front is equally comfortable with well-made velour seats with leather steering wheel. As with the current generation of Accord, there are just way too many buttons on the center console.

With the introduction of the new Hyundai Sonata, Honda really have to give the Accord a mid-cycle refresh to keep it update before a complete redesign in two years. In the meantime, Honda should innovate themselves as the world’s finest engine builder with the incoming all-new Accord. When the rest of the industry already got direct fuel injection, Honda still haven’t entered this game yet. While everyone is going for 6-speed or 7-speed or even CVT gearbox, the Accord continues with 5-speed without manumatic mode. Resting on their laurels is not what Honda usually does. That’s because Honda has always been a progressive instead of a regressive engineering firm.

Likes:
Honda refinement and efficiency
Comfortable ride
Spacious interior
Attractive SE package

Dislikes:
5-speed automatic without maumatic mode
Intrusive trunk hinges
The handling edge over peers no longer holds true
Bland character

Competitions:
Toyota Camry
Nissan Altima
Mazda6
Ford Fusion
Hyundai Sonata
VW Passat

2011 Honda Freed

Vehicle: 2011 Honda Freed
Price as tested: CDN$25500 (Estimated)

Performance: Is the Freed able to redefine what the compact people mover as what Honda does with their Fit? Or is the Freed just a Fit with an extra row? We will have the answer after this test drive.

The Freed, as we have said, is based on Fit’s strong underpinnings. That means it receives the same heart as its silibing. That said, it has the identical 1.5 liter 16-valve 4-cylinder SOHC with Honda’s well-known variable valve timing with intelligence called i-VTEC. Which means this engine has 118 ponies and 107 lb/ft of torque at driver’s right foot. While you won’t be able to drag race a sports car with this little Freed, its more than capable for its status-in-life as a compact people mover even have to carry 1280kg of curb weight. CVT is the only gearbox available on the Freed. Without CVT, Freed would be more sluggish than what we expect. However, CVT’s utmost efficiency and economy really do help with Freed’s overall performance. Apart from typical Honda refinement and smoothness, there is a real drawback with Freed’s powertrain. That’s the rather noisy acceleration with the CVT gearbox. If Honda is able to engineer a paddle shifters on the steering or even manumatic mode, driver can control its rpm with less racket-like.

Handling: The Fit has been well-known for its exceptional handling and ride compromise. Freed haven’t lost anything to the Fit, dynamically. While there are more body rolls and understeer when pushed Freed into corners. It remains a very composed and balanced ride, even with higher center-of-gravity and slightly softer suspension. As with most Honda, its very much fun-to-drive. The steering has nice feel and feedback, with good precision. It has tracked its path relatively well. When it comes to ride comfort, it rates as some of the bests in the segment. The suspension is comfortably compliant which absorb all the bumps and roughness surprisingly well. If there is one drawback, its the elevated seating position. It feels like driving on top instead of inside a car, which tends to exaggreate its body rolls and understeer.

Brakes: With front discs, rear drums and standard ABS; Freed’s braking performance has done surprisingly well too. The stopping distance is short, while pedal feels firm and well-modulated. ABS doesn’t step in unnecesarily while pedal remains fade-free.

Interior: Given Freed’s physical dimensions, its 3rd row feels surprisingly well. Just like many of those compact people mover, the 3rd row is a neither/nor kinda affair. If you have to sit 2 more people, luggage area is pretty much non-existence. Fold the 3rd row onto the side, Freed has a decent amount of cargo space given its size.

The 2nd row continues to sit comfotably for 2 persons thanks to those well-foamed bucket seats with armrests. As with most of these compact people mover, the 2nd row passengers have to leave in order to let 3rd row get in and out.

In front, its interior quality is good enough for Freed’s price. The materials are decent while panel gaps are tight. All the auto climate control and stereo are initutive, while instrumentation gauges are clear and analog. If there is one drawback, its the thick A-pillars which have blocked some visibility to the front. That means you won’t be able to see anything right from the A-pillars to the hood. Get used to its visibility or kiss your front bumper “good bye”.

Conclusion: As for the questions I posted on the top. The Freed is more than only a Fit with the 3rd row of seats. Its a Fit with so much more. It has more interior space, more interior amenities and even more understated styling. In fact, it has set a new standard when it comes to compact people mover.

OVERALL VERDICT FOR 2011 Honda Freed
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 4/5
Value-for-money: 3/5

Overall rating: 4/5

Short test: 2011 Honda Civic DX sedan

Vehicle: 2011 Honda Civic DX-G sedan with 5-speed automatic
Price as tested: CDN$21175

It takes a company huge risks to redesign their most important model, that’s especially true when it comes to redesign a Honda Civic. With the 8th generation Civic enters the 5th year in the lifespin, Honda decided to delay another year before launching the 9th generation. That’s because the current Civic has been judged as one of the benchmarks in the compact segment.

Civic’s 1.8 liter SOHC 16-valve 4-cylinder has always been the hallmark of refinement and efficiency. After serving the current Civic for 5 years, it remains one of the sweetest 4-cylinder in the business. When it comes to fuel economy, nothing else is really able to beat Honda. As our test averager of only 6 liters per 100km is spectacular given the dimension and weight of the Civic. The 8th generation Civic is as large as Accord a decade ago.

Dynamically speaking, Civic remains a very entertaining car to drive. The steering is sharp and precise. It has a classy and expensive ride quality that feel like luxury cars twice the cost of the Civic. Even if its without larger wheels and sports suspension, the base Civic remains one of the most balanced front-driver I have ever driven. What is most impressive is the ABS is standard across the board, no matter its a base DX or the flagship Si rocketship. Honda’s “Safety For Everyone” strategy for having ABS and all sorts of airbags standard deserve praises.

There are plenty of interior and cargo spaces abound. When it comes to overall spaciousness, its almost or even better than Accord of a decade ago. The center console has awesome ergonomics, with all the large knobs for both stereo and HVAC. The materials remain top-notch with tight tolerance on panel gaps. Velour seats provide superb support all around.

Compact car is the most fiercely competitive segment in the business. Honda has fully realized the fact that they need to keep revolving the Civic in order to be the class leader. With new and excellent rivals like Kia Forte, upcoming Ford Focus and Chevy Cruze; not to mention the wonderful Mazda3. Honda needs to step up to the plate or it will just fell behind others, as Honda would not want to be another Toyota with the Corolla.

Likes:
Engine refinement
Fun-to-drive factor
Handling and ride compromise

Dislikes:
Digital instrumentation gauges
Lack of hatchback availability

2010 Honda CR-V

Vehicle: 2010 Honda CR-V EX-L
Price as tested: CDN$34990

Performance: Unlike so many of its rivals, Honda only put 4-cylinder in their latest CR-V. As everyone would expect from Honda, this particular 4 banger is a very good one. Pumping out 180 ponies from Honda’s well-renowed 2.4 liter SOHC 16-valve 4-cylinder with well-known i-VTEC variable valve timing technology, it moves the CR-V off-the-line with both refinement and power. 161 lb/ft of torque certainly serves this compact crossover exceptionally during bottom end, especially its maximum torque arrives at 4400rpm. The level of refinement, NVH and smoothness should be judged as the best in any normally aspirated 4 banger, regardless of price. As this is the carmaker which engineered world’s highest hp per liter in S2000′s 2.0 liter DOHC VTEC a decade ago. As we have mentioned many times in the past, Honda is the world’s best engine builder; as well as world’s best normally aspirated 4-cylinder producer. Bar none! 5-speed automatic is the only gearbox available in the CR-V’s EX-L. Despite the lack of manumatic mode for enthuisastic driving, this 5-speed automatic is a honey of a gearbox. As it provides silky smooth up and downshifts. The shifts are coordinated with proper ratios to suit CR-V’s needs. Both the engine and gearbox work in a perfect harmony. The power from this 180hp would also make you forget about opting for a V6, considering today’s gas prices. If you really want a 6-cylinder crossover, Honda would serve you with the Accord Crosstour and Pilot.

Handling: Since the original CR-V back in the 90s, Honda has based this compact crossover on the Civic platform. Judging by how good the latest Civic drives, it doesn’t come as a surprise CR-V won’t be a disappointing drive. Civic’s underpinnings are excellent to begin with, as both are based on a stiff and rigid chassis. Put a well-calibrated suspension and springs; CR-V handles just like a “Civic station wagon” with reactive AWD. Maybe because Honda wants customers to go over to Acura showroom for classier RDX, Honda has left the better SH-AWD to its upmarket division. That leaves Honda’s reactive AWD called RealTime 4WD for CR-V. While it certainly not a terrible sytem, its a system which only works when the computer detects any slippage on the rear offending wheels before sending any power from the front. CR-V is basically a FWD for most of the time, before it detects slippage. On the other hand, both the steering feel and feedback are what one expects from Honda. The steering feels precise and responsive, with nice feel and feedback to driver input. There are some safe understeer, especially with this reactive AWD system. Same goes for controlled body rolls. Whenever anything goes wrong, there is always an Vehicle Stability Control waiting in the wings. This sytem works as a perfect harmony with RealTime 4WD system, which is a godsent in Canadian winter. Last but not least, is CR-V’s superb ride quality. It absorbs all the bumps and roughness with ease. It filters out all the patholes without feeling floaty.

Brakes: With 4-wheel discs and standard ABS, CR-V’s brakes perform decently. The stopping distance is short while pedal feels decisive and solid. Its all you would expect from Honda. The pedal always feels alive without spongy while ABS only acts necessarily.

Interior: CR-V’s cargo space is large for its size. When you fold down the 40/60 split fold-down rear seats, it got 72.9 cubin feet of cargo space. Best of all, the entire cargo area is squared with nice cut-off on both sides. There are plenty of cubbyholes underneath, including CR-V’s trademark picnic table. The loading is easy thanks to low liftover. If there is one drawback, its the rear window doesn’t open indepedently.

Up on the front, CR-V’s use of materials and fit-and-finish are up to Honda’s high standards. In our loaded EX-L, it got comfortable leather seating and automatic climate control. The climate control is effective by cooling and warming up the interior.

Conclusion: The CR-V has always been considered as one of the better compact crossovers in the market. It is certainly so. As it combines good performance, handles relatively well with a nice interior to boot.

Here lies the rough, though. Like our loaded tester EX-L, without the Navi, already cost up to 35 grand. The nearby Acura store has a RDX for less than 40 grand. But that comes with a more upscale nameplate, plusher interior, SH-AWD and a 240hp 2.3 liter turbo engine. The final decision is whether you prefer to fill up your Honda CR-V with regular gas or Acura RDX with premium gas.

OVERALL VERDICT FOR 2010 Honda CR-V
=====================================
Performance: 3.5/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 4.25/5
Value-for-money: 3/5

Overall rating: 4/5

2011 Honda CR-Z

Vehicle: 2011 Honda CR-Z
Price as tested: CDN$23490

Performance: Honda CR-X used to stand for pocket rocket in Japanese laugage, is the latest CR-Z live up to its reputation? We will find out after this test drive.

Unlike its forebears which powered by gasoline engine only, the CRZ uses Honda’s hybrid system. The CR-Z uses a 1.5 liter 16-valve DOHC 4-cylinder engine mated with Honda’s Intergrated Motor Assist hybrid drive. On our model equipped with CVT, it has 122hp and 123 lb/ft of torque. Compared with its manual gearbox silibing, it has 2 lb less for CVT application. The transition between electric power and gasoline engine is seamless. Its 10 KW electric motors are enough to move the CR-Z from standstill to 100 km/h in 10.5 seconds. The general refinement of this 1.5 liter motor have lived up to Honda’s reputation as the world’s greatest engine builder, for the most parts. When mated with the CVT, CR-Z’s run from zone to 100 km/h is a noisy racket during acceleration. All you hear is noise, noise and more noise when you need to accelerate. Given CR-Z’s reputation as a hot hatch, I would recommend the 6-speed manual gearbox. As it provides excellent gear ratios without losing Honda’s trademark gear throw precision and progressive clutch. However, don’t expect this hybrid to get the posted fuel economy. During the day of our tester, we only got an average of 8 liters per 100km which is disappointing. With its curb weight of only 1236 kg and mated with an efficient CVT, Honda can and should do a whole lot better when it comes to fuel consumption. Sadly, CR-Z isn’t one of their best efforts.

Handling: When it comes to building excellent foundation for chassis, no one does it better than Honda. The latest CR-Z is a prime example as the chassis is a solid and rigid foundation for suspension components to hang its heads. The suspension combines ride and handling surprisingly well. Its comfortably compliant when pushed CR-Z into corners. There are minimal body rolls when pushed, so does understeer. The suspension takes a set right after the initial rolls and composed itself into a turn, which is what we all expect from Honda. The steering provides sharp reflexes with excellent feel and feedback. CR-Z’s ESC is an uninstrusive type which doesn’t act up unnecessarily, which is a good thing consider its hot hatch status. Dynamically speaking, CR-Z remains one of the most balanced front-drivers I have ever driven. That doesn’t come as any surprise since Honda has always been judged as the world’s finest front-driver producer. :)

Brakes: Unlike so many hybrids with regenerative braking, CR-V’s brake feels solid and reassuring. While one won’t called its stopping performance outstanding, its certainly live up to Honda’s reputation as a performance car builder. The regenerative braking doesn’t feel spongy and numb whenever driver nails the pedal, which is a very good thing.

Interior: Even if the CR-Z has a rather flat cargo area, its high liftover doesn’t seem to help things neither. The reason for such a high liftover has to do with its battery packed underneath the cargo area. What this car really needs is the back-up camera as the rear sightlines are poor at best. With the small side windows and rear glass choppedin half. The rear sightlines are terrible. At the same time, rear view mirror has been chopped half by the two portions of the rear glass (same scanario as Insight and Prius). Even for a compact coupe, its highly recommended to opt for parking sensors with the CR-Z.

As for the rest of the interior, there are plenty of hard plastic which seem to be out of place in a Honda. However, the switchgears are of tactical feedback and the velour sports seats are comfortable. Getting in and out of this CR-Z also needs to get used to. As you are most likely climbing out instead of stepping out of the cabin.

Conclusion: So at the end of the day. Does the CR-Z live up to its legendary CR-X’s reputation as a great hot hatch? It certainly lives up to its reputation when it comes to handling and driving pleasure. However, the rest of the performance and practicality don’t equal to the sum of its parts. There are just too much compromises when it comes to hybrid powertrain and amount of cargo space, even if its primarily a 2-seater. Honda has produced many nice cars over the years. Unfortunately, CR-Z isn’t one of them. :(

OVERALL VERDICT FOR 2011 Honda CR-Z
=====================================
Performance: 2.5/5
Handling and ride/fun-to-drive: 4.5/5
Interior/ergonomics/user-friendliness: 3.5/5
Fit-and-finish/build quality: 2/5
Cargo/accessibility/layout: 2/5
Value-for-money: 2/5

Overall rating: 3/5

Special feature: A farewell to Honda S2000

When Honda came out with the S2000 back in the millenium, it was to celebrate company’s 50th anniversary. Its a truly remarkable roadster with front midship engine layout, a high revving 2.0 liter 4-cylinder engine that is capable of producing 237hp and as reliable as any Honda products. The docile and tossable nature of this superb engineered platform has given many of those European roadsters a run-for-their-money, especially Porsche Boxster. The S2000 has forced Porsche to came out with an uprated 2.7 and 3.2 liters during 986 era. It has also forced BMW to come out with a proper M Roadster, Mercedes had to introduce an SLK320 and SLK32 AMG while Audi can’t come out with a 3.2 V6 Quattro TT roadster soon enough.

The high-revving 2.0 liter DOHC engine is simply a music to the eyes when revving into 7 and 8000rpm, during the VTEC kicks in. The aura of the VTEC screaming is even more entertaining than all those turbo and supercharger spooling up. All Honda has done without losing their hallmark quality and reliability. When Honda introduced a more civilized 2.2 liter during facelifted in 2004, although it has more torque down low, its high-revving character remains intact. S2000 has the sweeter manual gearbox I have ever driven, only taken a backseat to DC2 Integra Type-R.

When it comes to ride and handling compromise, S2000 simply aces it. Its not only S2000 is a Honda formula 1 produces for the street, its ride quality is surprisingly civilized without beating the hearts out. The steering is surgicially precise with awesome road feel, something that you would have thought its engineered by Porsche. What really makes the S2000 so special is it doesn’t share any platform with other Honda silibings, its a dedicated chassis specially engineered for this roadster. The delicate balance of the chassis is nothing but superb. In terms of harmony balance between powertrain, chassis and civilization, S2000 remains the one to beat even after 9 years.

First we have seen the lost of Prelude, Integra/RSX and NSX. S2000 will soon follow all other great Honda sports cars into the sunset. Leaving Civic Si and CSX Type-S as the sportiest offerings in Honda line-up. They better come out with great sports cars, or Nissan will be leaving Honda in the dust with their amazing Z and GT-R. Its also sad if Honda is going Toyota’s direction, as an appliance producer instead of an enthuisastic and engineering-driven performance carmaker. :(

2010 Honda Accord Crosstour

Vehicle: 2010 Honda Accord Crosstour EX-L 4WD Navi
Price as tested: CDN$40450

Performance: Considering the Crosstour weights at 2 tons, it doesn’t come as a surprise its lack of a 4-cylinder available. That’s despite the fact that Honda’s 2.4 liter i-VTEC 4-cylinder has more than enough to move Crosstour off adequately with 200 ponies. With the only availability of 3.5 liter SOHC V6 with i-VTEC variable valve timing technology, it certainly able to move Crosstour willingly if not breathtakingly with 271 hp and 254 lb/ft of torque. As one expects from Honda, the powertrain is silky smooth with exceptional refinement and flexability. Something the world’s best engine builder that has been well-known for years. Its not only the bottom end is willing to pick-up swiftly, both mid and upper ranges are very willing and eager as with all Honda engines. 5-speed automatic is the only gearbox available with the Crosstour. The gear ratios are well-spaced, both up and downshifts are coordinated without any drama. The 5th gear is tall enough to give Crosstour a great highway cruising ability for its purpose. What it lacks is the manumatic mode.

Handling: Honda’s chassis rigidty and stiffness have always been highly regarded as some of the best enginnered in the world. Given Crosstour is based on Accord platform, which has always been judged as the benchmark in the mid-size family sedan segment. The Crosstour certainly won’t be disappointed. While Crosstour’s ride is firmer than regular Accord sedan, it certainly far from being harsh. It has managed to absorb all the bumps and roughness with ease. Its suspension is comfortably compliant with a sense of European suppleness as one expects from latest Honda product, which is always good on our books. The steering is precise and responsive, with a sense of driver feel and feedback only received from Honda. However, Crosstour’s RealTime 4WD is a FWD until it detects slippage before it delivers power to the offending wheel. That means its a reactive instead a proactive system. What the saving grace is whenever the RealTime 4WD won’t be able to save anyone from rearing its ugly heads, there is always a Vehicle Stability Control waiting in the wings. When pushed Crosstour through its paces, there are some safe understeer from its reactive AWD system while body rolls are quite pronounced given its center-of-gravity.

Brakes: Once again, considering Crosstour’s hefty weight, its braking performance is much better than average. Both the stopping distance and pedal feel are all within Honda’s usual high standards. The stopping distance is short while pedal feels alive. The hallmark of the system is the ABS doesn’t step in unnecessarily.

Interior: Instead of fold down the 60/40 rear seats with switches on top of those seats, Honda has cleverly placed the release buttons on top of the cargo area. Its more initutive considering when anyone is lifting cargos, they don’t need to go back-and-forth to fold the whole lot down. There are 25.7 cubin feet when all the rear seats fold down which are huge. However, what’s limiting the cargo capacity is the sloppy D-pillars.

Just like the Insight, the rear wiper only clears the top portion of the window. That means it doesn’t clean the small one before. Combined the sloppy pillars and window, Crosstour’s rear sightlines are simply poor at best. Without the assistance of back-up camera and parking sensors, one can always reserve an appointment at bodyshop for repainting the rear bumper.

The sloppy D-pillars have cut into the rear headroom at the same time. It makes the headroom at a premium for anyone over 6 feet tall.

On the front, its everything you expect from a flgaship Accord. That means world-class use of plastic and leather materials in the cabin. The instrumentation gauges are clear and analog. On the other hand, we found the center console too button-happy. We count no less than 50 buttons for the auto climate control and stereo alone, not to mention the multi-functions steering.

Conclusion: If you can get pass Crosstour’s controversial looks and limited rear headroom, its certainly an Accord “station wagon” that is worth considering. It got a decent enough V6 engine which its smaller CR-V silibing lack, handles relatively well despite of its reactive RealTime 4WD and more than generous cargo space for most needed.

OVERALL VERDICT FOR 2010 Honda Accord Crosstour
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 3/5
Value-for-money: 3/5

Overall rating: 3.5/5

2010 Honda Insight

Vehicle: 2010 Honda Insight LX
Price as tested: CDN$23900

Performance: When the original Insight introduced about a decade ago, it was being criticized as overpriced, cramped and too quirky for its own goods. With the introduction of this 2nd generation Insight, Honda promises to be a mainstream hybrid for everyone. Has Honda delivered what they promise? We will find out.

The new Insight is motivated by a set of batteries with 13hp and 58 lb/ft of torque, its called Integrated Motor Assist or IMA. On the other hand, its gasoline engine is a small 1.3 liter 8-valve SOHC with Honda’s well-renowed i-VTEC variable valve timing technology. The gasoline engine has 85hp and 65 lb/ft of torque. Although this engine is engineered for economy instead of performance, they actually deliver plenty of power for all daily driving. The changes are seamless between IMA and gasoline engine. Its also surprisingly quiet with Honda’s usual refinement and smoothness during its work out on gas. As expected, its very quiet during cruising speed with IMA alone. This Insight only comes standard with one gearbox. Its a CVT, which is perfect for mating with hybrid powertrain cause it delivers seamless yet efficient work manners on both D, S and L. What is the most delightful fact about this Insight is it actually delivers fuel economy that is close to the factory rating. We had an average of 5 liters 100km, which is only 0.2 liters behind of what the manufacturer claims. We also have to give Honda credit for giving out realistic figures on both battery and gasoline motor’s real world horses and torque. While many hybrid rival carmakers don’t provide fuel economy anything close to real life experience, Honda certainly isn’t one of them. That really shows Honda is the world’s best engine manufacturer.

Handling: Another delightful fact about this new Insight is its based on Honda’s well-renowed Fit subcompact platform. The Fit platform has been known for providing class-leading handling and ride compromise with wonderful use of interior space. Its a perfect “fit” for this affordable hybrid as a fundamental. That has explained of Insight’s low admission price. Most importantly, this platform is solid-as-a-rock for suspension components to hang its heads. While on our tester, LX, which doesn’t come with VSA, or what Honda dubbed Vehicle Stability Assist. The system we tested in uplevel EX is well worth the pennies. As it is an excellent active safety feature that acts as a helping hand when the driver rears its ugly heads. The electric power steering provides excellent feel and feedback, with precision and responsiveness we all expect from Honda. There are plenty of body rolls and understeer is obvious when pushed hard into corners. What we found most surprising is how much fun the Insight drives. Unlike many of its hybrid peers, Insight is actually a pleasure to drive without getting bored easily. Our only criticism is Insight’s ride quality. We found the suspension has calibrated a bit of overdamping when driven through all the washboard pavements, patholes, expansion joints and railroad tracks. On a smooth surface, the suspension is very capable and certainly up to Honda’s high standards of combining superb ride and handling. On poorly paved roads, this Insight needs to get better damping characteristics for its target audience. Dynamically speaking, this Insight exceeds of all my expectation of being a hybrid.

Brakes: Hybrid’s regenerative braking usually comes with nasty and mushy pedal feel. It isn’t with the Insight. Although the pedal feel still haven’t matched regular gasoline and diesel-powered cars for feedback. This Insight provides better than average pedal feel and modulation. The regenerative braking doesn’t grab driver’s right foot too much during heavy workload. Another bonus is the ABS doesn’t act unnecessarily.

Interior: As we have mentioned earlier, the biggest benefit of consolidate Fit’s platform is the amount of versatility. Insight impresses with its full flat rear floor with 60/40 fold-down rear seats, low loading floor and practical hatchback practicality. For a hybrid, the Insight’s cargo space is as good as it gets. The biggest problem is you really can’t see anything through the rear-view mirror due to its sloppy hatch.

The velour seats are comfortable and well-foamed. Honda has designed a nifty instrument to gauge driver on how to drive the Insight properly. When you pushed the “Eco” button, there are numbers of “trees” glow to tell you whether you drive in IMA or gasoline. On the speedometer, the green light means its running on IMA while blue means on gasoline. While I feel its more of a grimmick at first hand, it works quite nicely as I put more miles on this Insight. It really does encourage the fuel saving driver manner of a hybrid vehicle.

The rest of the interior have been very well layout. The automatic climate control is logical and effective. The A/C is cold without feeling freezed. Everything else from climate control to stereo to trip computer all fall right at hands. There is one major flaw, which has to do some of the plastic materials used in the Insight. It just lacks the tactical and quality feel one expects from a car company of this caliber. It just doesn’t feel as soft and supple as what a Honda should be. The rest of the switchgears feel high-quality and tactical, though.

While we found enough headroom, the legroom is at a premium compares to its rivals.

Conclusion: Except for its name, everything else is radically different in the new Insight. Its finally a mainstream hybrid that is affordable, capable and, most of all economical. In the past, you have to drive a hybrid for a long period of time to compensate for the running costs and premium over its gasoline equivalent. With this new Insight, you finally have a hybrid that will return the all the costs in a short period of time. What really impresses me is the significant price advantage the Insight over its peers.

OVERALL VERDICT FOR 2010 Honda Insight
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 5/5
Value-for-money: 5/5

Overall rating: 4/5

2009 Honda Element SC

Vehicle: 2009 Honda Element SC-2WD
Price as tested: CDN$31690

Performance: When you first looked at the trim level “SC”, you would have thought this is the Element equips with a supercharge. Instead, this Element is only powered by Honda’s well-proven 2.4 DOHC i-VTEC normally aspirated motor. Even without the help of a supercharger, this Element has performed decently well given its 1640kg curb weight. With 166 ponies and 161 lb/ft of torque at driver’s disposal, this Element is a surprisingly responsive piece of box. 161 lb/ft of torque arrives at 4000rpm has provided decent amount of low-end grunt with the responsive throttle. On the other hand, it doesn’t lost any of Honda’s hallmark rev-happy nature thanks to the advanced i-VTEC variable valve timing. That makes 166 hp runs all the way rev past redline without any of the hesitation one expects from a “box on wheels”. The only gearbox that comes standard with any Element is the 5-speed automatic. As with any Honda automatic gearbox. The shifts are coordinated and willing to kick-down. It also have excellent final drive ratio for comfortable cruising and low enough 1st gear for willing pick-up.

Handling: Although the current Element is based on the outgoing CR-V chassis, in SC’s guise, it comes standard with front-wheel-drive instead of EX’s RealTime4WD variety. The Element remains a confident set of wheels. While we have never been a fans of Honda’s RealTime4WD due to its slip 1st, then detect slippage before AWD steps in to save the nasty. The FWD version has enough capability to handle poor weather confidently, especially with Honda’s excellent VSA with traction control. VSA is an excellent stability control that helps driver avoid all the nasty by correcting under or oversteers. That’s even with Element’s center-of-gravity, VSA combines with the careful calibrations of suspension and springs really given this box car lots of confidence through corners. It also makes Element more tossable and fun-to-drive than many of its peers. Its steering provides decent feel and feedback with right amount of precision. There remain plenty of body rolls and understeer does surface while entering the limits. Honda engineers managed to make Element a practical car that is equally fun without losing the ride comfort consumers are looking in a crossover. That begs a question. Does Element really need that RealTime4WD? That AWD would certainly be an extra line of defence during poor weather. But I would prefer a proactive instead of a reactive system.

Brakes: Our SC comes standard with 4-wheel discs and standard ABS. It all performs within the expectation of being a Honda. That means the brake pedal provides confidence-inspiring feedback and modulation, with proper stopping distance. On the other hand, ABS only steps in necessarily without unwanted intervention.

Interior: Everything else from the climate control unit to the instrumentation gauges have placed in logical Honda manners. While some of the plastic materials are somewhat hard, they have served Element’s purpose as a practical crossover particularly well. The suicide door has made access to the rear easier with a complete flat loading floor. The use of all plastic instead of carpet flooring have created a sense that the Element is for those who truly use the vehicle, instead of babying it.

Conclusion: The latest revision has made Element’s styling easier on the eyes, especially to the mainstream consumers. With the tasteful use of body kit and the addition of SC-2WD trim level also made it more appealing to those who don’t want the more luxurious EX with that so-called 4WD. In this time and age, when everyone is coming out with a “box car” from the entry-level Kia Soul to the upcoming Scions, Honda should take the credit as the innovator in this trend.

OVERALL VERDICT FOR 2009 Honda Element SC
=====================================
Performance: 3/5
Handling and ride/fun-to-drive: 3/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 4.5/5
Value-for-money: 3/5

Overall rating: 3.5/5

2009 Honda Fit

Vehicle: 2009 Honda Fit Sport with automatic transmission
Price as tested: CDN$20480

Performance: As with the rest of the Honda range, the new Fit is benefitted from the advanced of i-VTEC technology. With the intelligence part build into Honda’s excellent variable valve timing technology, it improves the bottom end performance which is most needed in the subcompact class. As with the new Fit, its little 1.5 liter 4-cylinder 16-valve SOHC i-VTEC mill is good for 117 ponies and 106 lb/ft of torque. In terms of numbers and real-life experience, both are at the top of its class. The engine refinement, NVH control and smoothness are all up to Honda’s usual high standards. It doesn’t have the noisy racket feel as in many of its competitors. Instead, its a responsive and smooth unit which feel really at home for cars a class or 2 above, which is a very high praised indeed. Even though its on SOHC instead of DOHC, this little motor remains eager when revving into high rpm. Another Honda VTEC character remains intact even with the intelligent build in to improve low-end grunt. While 106 lb/ft of torque might not sound like much, especially with its maximum torque arrives at 4800rpm. It feels aplentry down below. Mated to this class-leading motor is the equally impressive 5-speed automatic. When Honda launched the previous Fit, we criticized the reluctant response of the paddle shifters in the auto box. Because of the lack of a proper manual mode on the gearlever, Honda decided to drop this feature as a whole. This is the right move because Fit’s target audience are usually those who leave it in “D” for the rest of the vehicle’s driving lives. As for the gearbox, its smooth and coordinated. The 1st and 2nd gears are low enough for enthuisastic launch. 3rd and 4th for proper mid-range and 5th is great for comfortable highway cruising. If you still wish to shift’em yourselves, Fit still available with the sweet 5-speed manual. The throws are short and clutch is easily modulated.

Handling: One of the most likable traits of the outgoing Fit was its entertaining demeanor, the new one is no exception. With a strong fundamental to begin with. A strong and stiff chassis that is completely free of any rattles and cracks, combined with the suspension that is so well-caliberated. The result is a Fit handles as good as anything else out there. The electric power steering has nice balanced of weight and feedback without the usual numbness. The ride quality is supple and comfortable, without any of the loose feeling as with some of its peers. It rides exactly like a Honda does, which combined ride and handling exceptionally without being softly sprung or underdamping. There is a slight body rolls and understeer is minimal. To put understeer into perspective, Fit has to be considered as one of the most balanced front-drive hatchbacks I have ever driven. Fit continues to handle like a sports car wraps in a subcompact car’s clothing. The amount of speed going into corners can rivalled many of those sports cars, however, without any of their bouncy ride quality. How sweet is it? :D

However, there is not without a major complaint. That’s with the feature difference between Canadian and American market Fit. In the States, you can get a Fit Sport equipped with Vehicle Dynamic Assist or VSA. That’s Honda’s language for electronic stability control. That’s even if you have to opt for the navigational system. Here in Canada, you can’t get this active safety feature regardless of price. C’mon Honda Canada. If you are going to called your company “safety for everyone”. Does Fit stand for no one? :(

Brakes: We still have to give Honda credit for making ABS standard across the board of Fit despite of VSC’s criticism. With standard front discs and rear drums with standard ABS, Fit’s pedal feel and modulation continue to be the best-in-class. The stopping distance is short, while ABS doesn’t step in unnecessarily. The pedal feel is solid and modulation balanced. This is the hallmark of an excellent braking system.

Interior: Fit’s cargo space continues to amaze when its entered its 2nd generation. Honda has improved the rear-seat fold-down system for improved user-friendliness. In the previous car, you have to pull up the seat cushion before you can fold down the rear seats completely. With the new car, you just have to fold down the rear seats with the switch on the seatbacks. After fold down the 60/40 rear seats, the Fit got 1622 liters of cargo space. With Fit’s tall stance, it got more cargo space than any of its peers or those above. Best of all, the floor is completely flat when all folded down.

When it comes to ergonomics, Fit is almost flawless. Everything else from the stereo to the climate control are so logically layout. Anyone can easily fit the right button with a single glance. The same goes for the clear and analog instrumentation gauges. When it comes to interior materials and fit-and-finish, Fit remains the best-in-class. There are classier materials with even tighter tolerance for gaps. Velour seats are comfortable and well-foamed. If there is one drawback, it has to do with its mickey mouse fuel economy gauge. We always complained if you drive hard, you tend to get worsen fuel economy when we criticized BMW’s fuel economy gauge. Instead of using needle to show liters per 100km as in BMW, Honda decided to use digital bar to show liters per 100km in the Fit. Its even more annoying than BMW’s flawed design.

There are plenty of head and legrooms at the back of the Fit. Pretty much can fit 2 persons comfortably and 3 in a squeeze.

Conclusion: Although many would rather see a more revolutionary approach to Fit’s redesign but, as many have said, beauty is more than skin deep. With the new Fit, it got an even more impressive powertrain. The new i-VTEC truly improves its fuel economy and give it better low-end torque. It handles like its on rail, while the interior space is unrivalled anywhere in its class especially its competely fold-flat floor. The bottom line? Fit continues to be the standards where others are judged when it comes to building subcompact car.

OVERALL VERDICT FOR 2009 Honda Fit
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Performance: 4.75/5
Handling and ride/fun-to-drive: 4.75/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 5/5
Value-for-money: 4/5

Overall rating: 4.5/5

2009 Honda Pilot

Vehicle: 2009 Honda Pilot Touring
Price as tested: CDN$49920

Performance: The Pilot, as always, is powered by a sole powertrain. This is Honda’s 3.5 liter SOHC V6 24-valve with i-VTEC. Its good for 250 hp and 253 lb/ft of torque. Consider Pilot is a heavy vehicle, weighting in at close to 2100 lb for our loaded Touring tester, it needs a large engine to motivate a monster. As one expects from a Honda, this engine is a marevlous engineering when it comes to refinement, smoothness and NVH. Its also surprisingly peppy both off-the-line and in the mid range. 253 lb/ft of torque arrives at 4800rpm has provided decent pick-up for such a heavy vehicle. Its only mated with a 5-speed automatic gearbox. The gear ratios are low enough for decent acceleration while the 5th or overdrive gear is tall enough for comfortable highway cruising. There is one drawback, however, its the lack of a 6th gear. Consider Pilot’s competitions, Mazda CX-9 and Hyundai Veracruz, have both 6-speed automatic gearbox. Honda should offer one more gear in the Pilot since its a, first and foremost, an engineering-driven company. An additional gear would make Pilot an even more comfortable and relaxing highway cruiser than it already does.

What make Pilot stands above the rest of the peers is the standard of the Advanced Variable Cylinder Managment, or what Honda called VCM. This technology is able to adjust how many cylinders it needs to use depending on engine rpm, engine speed and the load it carries. Pilot is the 1st 6-cylinder SUV to offer this feature, while its Accord silibing was the 1st 6-cylinder sedan to come with this advanced technology. This Pilot is able to run on both 3, 4 or 6 cylinders at times. So does it work in real life situation? Our test average of Pilot’s fuel economy of 12 liters per 100km average is nothing short of impressive, we actually beaten Honda’s official fuel economy figure.

Handling: Pilot’s VTM-4 AWD system is a seamless system that most drivers won’t noticed when it starts to work. Its VTM-4 lock has a desired effect when one will get stuck, it will transfer the power from the other 3 wheels to the offending wheel when pushed the button on the dashboard. The added bonus is this VTM-4 lock is able to work up to 80 mph.

Other than the advanced AWD, Pilot’s driving dynamics is a delightful surprise consider its status of life. The steering provides decent feedback and responsiveness, its delighfully precise when pushed. The chassis is stiff enough without any twist and rattles. Its the sort of build quality and chassis refinement we expect from Honda. While there are quite amount of body rolls and understeer. The suspension is composed enough to settle itself after it releases the load. Its also supple enough to provide a comfortable ride quality without all those loose feel that is so familiar with Pilot’s competitions. It feels firm without feeling bouncy. Pilot’s Vehicle Stability Assist has worked accordingly. While you won’t expect Pilot to have the capabilities of a Porsche Cayenne when pushed, Pilot’s VSA only steps in when necessary. Judging from the target audience Pilot is going after, its level of instrusiveness is more than understandable before it rears its ugly heads.

Brakes: With 4-wheel discs and standard ABS, as well as brake assist. Pilot’s braking performance is much better than expect consider of its 3900 lb curb weight. The stopping distance is decent while the pedal has an eager feel to driver’s right foot, which really shows how much effort Honda has put through when engineered the Pilot.

Interior: Both the 2nd and 3rd row of the Pilot are surprisingly comfortable. When it comes the 3rd row, it got decent amount of head and legrooms thanks to Pilot’s boxy profile. Honda designers have put nice touches for both 2nd and 3rd row seats like cupholders and center armrest. 2nd row’s middle passenger is more comfortable than 3rd row.

The driver’s seat is equally comfortable and ergonomic friendly. There is a huge trip computer in the center of the dashboard, while the stereo, automatic climate control and automatic gearlever all placed around the console area. That means everything else feel right at driver’s hand when needed. There is one huge criticism, unfortunately, regarding Pilot’s interior quality. There are just more hard plastic than I expect in a Honda, or a vehicle costing close to 50 grand.

The hatch’s liftover is low and have a wide cut-off. Honda designers has figured out the way to open the rear glass to throw small items into the cargo area, instead of forcing to open the rear hatch.

Conclusion: The Pilot is the swiss army knife of SUV. It got an excellent powertrain, handles surprisingly well and superb interior layout. If you are in the market for a surprisingly fragile V6 SUV that is able to seat 8 persons, you should look no further than this Pilot.

OVERALL VERDICT FOR 2009 Honda Pilot
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Performance: 4/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 4/5
Value-for-money: 3/5

Overall rating: 4/5