It’s Honda’s Prius

IT’S taken ages but Honda Australia is getting close to introducing the new “cost down” hybrid petrol/electric Insight here to compete with Toyota’s Prius in the small hybrid passenger car segment. One wonders what “cost down” actually means?

Both companies prefer to call their hybrids “medium” cars but they aren’t really in that size category apart from possibly the wheelbase.

The Honda Insight looks a lot like Prius because, according to the designer, “aerodynamics dictate a certain style”.

It has a good Cd 0.28 aerodynamic rating.

But Insight has a battle on its hands if it’s to take on Prius which has secured a firm grasp on the tiny hybrid market in this country.

Prius is into generation three and is being pushed by the corporate might of Toyota.

Insight is not only late on the scene and a curiously-styled local replacement for Civic hybrid but also has a smaller capacity petrol engine at 1.3 litres compared to Prius’ 1.8-litre unit.

The overall power and torque output of Insight is less than Prius.

The hybrid powertrain is also less sophisticated and is based around what Honda calls an integrated motor assist system that’s been around for years in various earlier Honda hybrids including the first, infamous, three-door Insight from a decade ago.

The powertrain package has been refined and reduced in size over the years and there’s some new technology called eco-assist to make it more fuel efficient through optimising engine functions and improved driving habits and is also less polluting.

Drive is to the front wheels by a continuously variable automatic transmission and the body is lightweight to help fuel efficiency and performance.

Electric power comes from a nickel-metal-hydride battery (still not lithium-ion) and it powers a low friction, brushless direct current motor.

Honda had a close eye on costs when developing the new Insight and saved a bundle by building it around the new Honda Jazz platform (with changes).

It’s a five-seat, five-door hatchback that gets a five-star crash rating.

But the jury is still out on the fire safety of this and all hybrids because of potential electrical short circuits in a collision that could cause an inferno and/or toxic fumes if the petrol tank is breached.

Hybrids are also coming under safety scrutiny in rollover crash scenarios because of the heavy weight in the lower section of the vehicle from batteries, electric motor, petrol engine, cooling system and wiring potentially crushing the roof.

After hitting the Japanese market earlier this year, Insight has filtered through to other countries and it’s Australia’s turn later next year.

The car has gradually lost some of its styling pizzaz evident on the run up to production status and now looks like a Tokyo taxi with cheap wheel covers, minimal body bright work and a plastic interior.

Hopefully it is capable of recording incredible fuel economy and is as cheap as chips to buy.

Don’t hold your breath because the talk is of about $35,000. That buys a lot of petrol or diesel.

Honda Jazz Spice Up By Mugen Kit

Honda Jazz is costly hatch back in India,Honda Motors by this time might have realized the mistake they committed while pricing Jazz in India.We agree that Jazz is more than an average hatchback but the cost of Jazz is in the range of any other sedan.This is the reason behind spotting fewer Jazz on our roads.But if you are really convinced with Honda Jazz’s features and pricing and want to further spice up your Jazz, here is the ideas from Mugen.



Mugen is offering two styles of modification kits for Jazz with five wheels selection.The spoiler and bumper of the both kits are different,there are two choice of 16” models and three 15” ones in wheels department.The modification kits include a suspension system, a sports silencer,improved brake pads and other styling elements.

Mugen Modification Kits For Honda Fit Jazz



Other details like cost and availability details are yet to known.So stay updated by subscribing to our daily updates!

2003 honda civic 2.0 vtec at, 85.000 kms

Category: Cars
Price: 449,000 THB
Posted by: Finn Rasmussen
Phone number: 08 76 74 72 72
Location: Charoen nakhon road, Bangkok
Views: 50
Expire on: 23/12/2009
Grey metallic, black leather, excellent condition, full service, first class insurance paid untill September 2010

Honda Legend 2009

The new engine has an additional 200cc that helps to give the new Honda Legend greater torque across the whole rev range. Complementing this increase in capacity the 3.7 litre V6 has VTEC added to the exhaust valves, joining the system already fitted on the inlet side. These realised a 20% increase in torque in the mid-range. The result is an enhancement to the feeling of power, as well as the improved acceleration.

Coupled to this revised engine, is an all-new Honda Legend 5-speed gearbox that helps the driver exploit and enjoy the revised power unit. The new box has switched to a straight gate and empowers the driver with additional control over gear selection with revised steering wheel mounted paddle-shifters and new gearbox software. The new transmission reacts faster to changes in driver input even in the normal automatic mode and so gives the driver access to power when it’s most needed.

Honda Civic 1.8S: the Machine

MANILA, Philippines - Honda’s bestselling, award-winning Civic may not be the new kid on the block anymore, but that doesn’t take anything away from its overall goodness. For the 2009/10 model year, Honda has bestowed upon the 1.8 variant a series of noteworthy improvements to make it even more enticing. While there are two basic variants to choose from – 1.8l or 2.0l – the former is the more important model. One generation ago the basic engine had a displacement of 1.6-liters, but now a 1.8 does the job. Its 140 horsepower and 17.7 kg-m of torque are more than adequate for the needs of the small Filipino family, and the 5-speed automatic transmission now sports paddle shifters. Yes, it has paddle shifters, a techno-cool feature that was formerly the reserve of top-of-the-line models and high-end cars.

In the Civic’s case, the shifter has only the P-R-N-D-S detents. The paddle shifters are just behind the steering wheel rim. Pull on the left and you trigger a downshift, pull on the right and it upshifts. In “D”, which is for everyday driving, you can override the automatic by pulling on either paddle. It reverts to full-auto mode after a certain period of time in which you’re not manually shifting anymore, or when you upshift past the 5th gear. In “S”, the shift algorithm becomes more aggressive, holding gears in corners and raising shift points. Override the program by manual shifting and it will not upshift unless you pull the paddle. It will also let you hold a gear at the redline, although it’s not really recommended for extended periods of time.

In “daily driving mode”, I found “D” to be more than satisfactory. The 1.8 has a lot of torque for the normal 2-passenger load, and the five gear ratios really maximize the available powerband. Short bouts of urgent thrust, such as for overtaking a bus or merging onto a highway, are ably handled by the full-auto mode. On a set of switchbacks and steep hills, though, the manual “S” mode is very satisfying. The paddle shifters are intuitive and the transmission shifts on demand with very little shift shock. The only hesitation I encountered was when I wanted a downshift from 2nd to 1st on a particularly steep grade; the computer would not allow the shift, probably because of the high engine speed. I can’t think of any other nicer engine in the class, except of course for the 2.0-liter version. As it is, the 1.8 has a sweet growl at high rpm, and it is reasonably fuel efficient: 8-9 kpl in city/highway driving. Typical of Hondas, engine vibration is almost nil.

Drivetrain aside, the rest of the car does a fine imitation of a sports sedan. The Civic’s front strut-rear double wishbone suspension provide a nimble feel with very good high speed stability, and the steering feels precise and alive with feedback. You can go flat-out with the car and it still feels planted on the road even at speeds above 160kph. The car will understeer at the limit, and trail braking will induce a predictable rotation that’s easy to control if you know what you’re doing.

The ride is tuned for suppleness, and while the OEM 55-series, 16-inch tires look a bit small for the car, the relatively tall sidewalls provide good compliance without feeling sloppy or slippery. One thing the engineers still haven’t excised is the road noise. You tend to hear the road rumble in a Civic more than in, say, an Altis, and the current model is no exception. Braking power from the all-disk setup is excellent, and there’s standard ABS.

Aiding the machine-like aura is a driver-centric cockpit. The two-tiered dashboard may look humongous, but all vital controls are within easy reach. The instrument panel has that fighter plane feel what with that huge, HUD-like speedometer and dials that are as clear as day. The front seats are also designed for functionality: adequate side bolsters to hold you in place, a seat cushion that’s long enough for most thighs, and firm enough for all-day support. You never feel like you’re sinking into the seat with the Civic. Instead, you strap yourself into the cockpit for the business of driving. Rear seat room is adequate for two adults, with the middle seat reserved for kids and people you don’t especially like. The greenhouse area is likewise expansive, marred only by the oversized A-pillars that block the view somewhat when you’re turning.

Utility-wise, the trunk is long but shallow, and the trunk hinges are the inexpensive gooseneck-type that can scrunch your bags if you’re not careful. If you have a large family (especially if you’ve got an infant), stuffing the normal accoutrement of bags and stroller will be a challenge. In which case, the friendly Honda sales rep will probably recommend you get a CR-V instead.

For the P958,000 price though, (P908,000 if you get the stick shift), the Civic packs a lot of performance. It’s not a real sports sedan, of course, but it does provide that fun-to-drive feel that the average buyer will look for from time to time. For that amount you get dual airbags, ABS, a nice stereo with an AUX-in jack, all-disk brakes, foglamps, smoked headlamps, LED taillamps, and even dual exhaust tips. If you’re comfortable with the thought of no airbags, the price goes down to P898,000/858,000 for the automatic/manual variants. Still too dear for you? Maybe you’d like to “downgrade” to the smaller City/Jazz then. Oh, the choices... . In any case, while it’s not cheap, the Civic is rolling proof that you get what you pay for. Everything feels bolted, screwed, and hammered together with precision, and for those who like a mainstream family car with an element of sportiness, then the Civic is as satisfying as a Swiss timepiece.

The Good

• Sporty drivetrain and handling dynamics.

• Excellent fit and finish.

• Still looks good.

• Roomy cabin.

The Bad

• Shallow trunk.

• Thick A-pillars impede vision.

•Plasticky dashboard.

• So many Civics everywhere you go.

The Verdict: A mainstream machine that fully deserves its reputation for driving enjoyment.

Honda tops 2009 corporate fuel economy charts, Chrysler trails

The Environmental Protection Agency is currently in the process of compiling the the fleet average fuel economy numbers for model year 2009, which recently concluded, and it looks like Honda will be on top yet again. The final numbers are still some months away as the data is collected on exactly how many cars were sold and in what configurations. Based on early numbers, Honda's fleet average comes out to 23.6 mpg with Hyundai-Kia close behind at 23.4 mpg. Both of those companies are down slightly from 2008 when they averaged 23.9 and 23.7 mpg, respectively. Of course, last year Honda sold huge quantities of Civics and Fits when gas went to $4 / gallon. This year, those sales – along with everything else – are down, bringing the average mpg number down.

The three Detroit brand automakers brought up the rear with Ford, GM and Chrysler at 20.5, 19.9 and 18.7 mpg, respectively. All three of those manufacturers had a higher proportion of truck sales than cars but even their car numbers are lower because they sell more large cars than their foreign counterparts. As the new small cars from GM and Ford come to market in the next 12-18 months, this should change their position significantly. Chrysler will have to wait a bit longer for Fiat-based cars to hit the U.S. market before their numbers improve.

Test Drive: 2010 Honda Insight Hybrid EX w/Navi

The last time I tested a Honda Insight, it was at the very beginning of the electric/gas power era. It was the odd looking 2000 Honda Insight two-seater, which was produced from December of 1999 through model year 2006. Outwardly, Honda's original Insight resembled something out of a "Star Wars" movie, and never caught on with the end user as only 8,500 were sold its first two years. Furthermore, Insight became an afterthought when Toyota's Prius arrived a short time later, complete with a "normal" four door sedan ideology and better overall performance.

In the interim, Honda did not shelve its hybrid program by any means; it just transferred technology from the odd looking Insight body to the popular compact Civic design. This move allowed Honda to bridge the gap until the new Insight came to fruition.

Today, Insight is back for 2010 after a four-year hiatus, looks better than ever, and joins the fray with sibling Civic Hybrid for consumer acceptance. Our tester is the Insight 5-Door EX Sedan w/Navigation, complete with its new "car like" design that will give Prius a run for its money.

Furthermore, customers will appreciate that even though Prius still tops Insight in fuel mileage and interior room, the one area where Insight tops Prius is an important one, spelled P-R-I-C-E. Specifically, Insight's LX starts at a base of just $19,800 versus $22,400 for an entry level Prius. Our loaded Insight with Navigation retailed for only $23,770, including a $670 delivery charge. This easily tops a similarly equipped Prius, which runs in the neighborhood of $29,400 with Navigation.

Fuel consumption finds Insight delivering 40 city and 43 highway EPA numbers, well behind Prius EPA numbers of 51 city and 48 highway. However, remember that the difference in price buys a lot of fuel, which emerges as the "balancing act" that will be considered by a potential buyer.

Thus, unlike its first generation with the impractical design, the new Insight for 2010 is a pleasure to look at and drive. Powering Insight is Honda's hybrid nucleus, namely an integrated motor assist that works in tandem with a 1.3-liter 4-cylinder gasoline engine. The engine produces 88 horsepower and 88 lb. ft. of torque, while the electric motor generates 13 horses and 58 ft. lb. of torque, resulting in an average of 98 horsepower and 123 lb. ft. of torque. (You mathematicians out there will notice this doesn't compute, but Honda's power averages are based on varying power bands).

The best part of the equation is Insight's ability to drive to 30-mph and not rely on the internal combustion gas engine if driven properly. However, if you floor the throttle from a stop, the gas engine kicks in immediately, and you'll arrive at 60-mph in about 11 seconds. Similar to the first hybrid Honda released, nickel-metal hydride batteries are the motivation for the electric motor, which doubles as the car's charging system when the driver applies the brakes. All Insights utilize the same transmission, a continuously variable unit with overdrive.

Inside, Insight is impressive and well appointed, although rear seat adult passengers will notice a bit less room than Prius. However, unlike Prius with its center mounted speedometer and gauge display, Honda's Insight has the gauges and info in the normal driver position, which is in front of the steering wheel.

Standard items include all the powers, air conditioning, 60/40 fold down rear seat, 6-speaker stereo system with CD, digital card reader, USB port, MP3 and iPod hookups, tilt and telescopic steering wheel audio controls, 15-inch tires, alloy wheels, rear wiper, rear defrost, heated side-mirrors with turn signal indicators, cruise control, stability control, paddle shifters and an easy to operate navigation system with voice-activation and Bluetooth abilities. This is a boatload of standard features for just $23,100.

All Insights come standard with 4-wheel antilock brakes that utilize discs up front and drums out back. All the airbags are included, as front, front side and side curtains protect those inside. The hatchback lifts to reveal a generous 15.4 cubic feet of luggage space, expanding to 31.5 cu. ft. with the 60/40-split rear seat folded.

On the highway, I took Insight everywhere, be it up a mountain road or a high speed freeway. Overall, I was impressed sans a little bit of initial chugging when the engine was cold. Once warmed up, Insight performed fine, and delivered great fuel economy, especially on the highway. I also like the firm ride and the firm seats, while cornering is notable for a car like this. Granted, you won't find Insight at the dragstrip setting records or on a road course passing cars in the turns, but the horsepower to weight ratio results in a car that should appease all who search for top economy and a passing "driver" grade.

Important numbers include a wheelbase of 100.4 inches, 2,734 lb. curb weight, 10.6 gallon fuel tank and either 5-Star or 4-Star government crash test ratings.

I like Insight very much, and recommend driving one if shopping in the Hybrid category.

Likes: Low price, standard features, design, economy, cargo space, Honda quality.

Dislikes: Road and engine noise, tight back seat, rear visibility.

Honda CRX Drag Racers Inducted Into NHRA Motorsports Museum's Hall of Fame

If you own and love a sport compact, Ed and Ron Bergenholtz are names you should know.

Starting in the late 1990s, Bergenholtz Racing ran this Honda CRX in drag-race competition. It was no weakling, as its turbocharged B18 motor produced a ridiculous amount of horsepower. This car, driven by Ed and prepared by Ron, legitimized front-wheel-drive cars in drag racing. It was the first front-driver to run a sub-10-second quarter-mile (9.76 at 147.1 mph at Palmdale, CA, in 1999), a feat it accomplished with the help of what were then quite innovative wheelie bars fashioned by Ron -- they kept the Honda's front wheels from lifting off the ground on its way out of the hole.

bergenholtz_mazda_rx-8_driftcar.jpg Eventually, the CRX was retired, and Ed and Ron went onto drag-race a first-generation Mazda 6 (with factory support from Mazda) in 2003. It used Mazda's 2.3-liter engine, destroked to 2.1 liters and turbocharged to the tune of about 600 horsepower. This car was good for quarter-miles in the 8s.

These days, the Bergenholtz brothers have moved onto drifting, using this RX-8.

They've added a significant chapter to drag-racing history, though, and last week they were inducted into the National Hot Rod Association (NHRA) Museum's Hall of Fame in Pomona, California, and their famous CRX is currently on exhibit there.

You can read more about the Ed, Ron and the Honda at either of the links below. And there's a 17-minute clip of racing footage and home movies involving the CRX and the Mazda 6 drag car after the jump.

2010 Honda Fit Sport photos

Since its introduction to the U.S. market in 2007, the Honda Fit has endeared itself to small car lovers with its economical engine and flexible interior. The car received an update for 2009, gaining size and an optional navigation system. Those updates came just in time, as the 2010 Honda Fit has more competition to deal with. The Scion xB has always been an option in the sub-$20,000 market, but upstarts such as the Kia Soul and Nissan Cube are dividing up the pie further. The Kia Soul in particular has the advantage of being a completely new car, yet the 2010 Fit still holds its own, offering a few compelling arguments in its favor.

Not quite funky
The 2010 Honda Fit's appearance is a good approximation of its overall character--it's different without being idiosyncratic, accurately preparing you for what's inside. With only minor tweaks, such as a rounder snout and some side body crease lines, the styling has become aggressive where the previous generation was awkward, and the longer wheelbase wears the updated skin well.

The Sport trim level adds rocker moldings, front and rear lower body bits, fog lights, 16-inch alloy wheels, and a roof spoiler that accentuates the Fit's squat, forward-leaning stance. The result is much less polarizing than the quirky-or-die Scion xB or the aforementioned Cube and Soul, and Honda's reputation for no-nonsense quality is well conveyed.

Inside, austerity is the watchword. Seat cushions are firm and feel as though they'll last. Plastics are generally hard but don't look cheap. As in the interiors of other Hondas we've seen, useful, simple touches speak to thoughtful design.
The carrying capacity of the Fit seems like more than should be available in this small car.

Honda's Magic Seat in the back is quite appreciated, although we witnessed no actual sorcery while effortlessly folding it into its various configurations: split 60/40, full and truly flat, or with the seat bottoms folded up to accommodate the odd floor lamp or Ficus. With the rear seats in people-holding mode, there's still over 20 cubic feet of space accessible through the rear hatch.

There's a narrow plastic cubby under the left rear seat for stashing a small laptop or other flattish valuables out of sight and an excessive 10 cupholders scattered throughout the cabin, two per possible passenger. A driver's seat fold-down armrest, part of the Sport trim, is very welcome given the lack of any center console. Covered storage consists of a split upper and lower glovebox.

Cabin tech in the Fit consists of a combined audio-navigation system, a welcome option as not many cars in this price range offer navigation. However, this system is very dated, still DVD-based and with blocky fonts and shapes on its input screens and maps. Saving graces are the extensive POI entries, and a useful voice control system, but we look forward to an update based on a hard drive system that can pull in traffic data.
Voice command is one of the few advanced features on this navigation system.

2010 Honda CR-V gets revised diesel with auto option

The new Honda CR-V will be available with a new diesel powerplant – the i-DTEC – and an eagerly awaited automatic gearbox for diesel models. The top-selling SUV’s popular looks have been refreshed with a distinctive new front bumper, grille and revised rear bumper.

NVH levels are improved, with increased sound deadening around the engine and cabin, adding to the high-quality refinement of the CR-V and making it an even quieter and more relaxing car to drive. Inside the cabin, upgraded fabrics and plastics have been used to give a more premium finish; a new audio console design has been introduced.

Like the previous model, the new 2010 CR-V offers unrivalled equipment levels that, along with its ample cabin, split-level boot and ‘car-like’ handling, have made it so popular. SE grades now come fitted with newly-designed 17-inch alloy wheels as standard as well as air conditioning, auxiliary socket, cloth upholstery and power-heated door mirrors.

ES grades get 18-inch 10-spoke alloy wheels, auto-dimming mirror, cruise control, double-deck cargo space, electric folding mirrors, half leather and Alcantara heated seats, headlight washers, front fog lights, leather steering wheel and gear knob, rear parking sensors, unique interior inlay trims and USB connector for an iPod, over and above the SE model.

Top spec EX models are differentiated by full body-coloured bumpers and come equipped with DVD voice-activated satellite navigation with premium audio and subwoofer, full leather upholstery with front heated seats, HID Xenon headlights and auto headlight on function, panoramic roof, rain sensor, reverse tilt mirror and 8-way driver power seat in addition to the ES specification.

Honda’s 2.2-litre i-DTEC diesel engine, which debuted in the latest Accord, produces 150PS at 4,000rpm (up 10PS) and torque of 350Nm at 2,000rpm (up 10Nm). It can be paired with a either a 6-speed manual transmission or the smooth and refined 5-speed automatic gearbox that has been manufactured in-house by Honda.

Manual versions of the torquey diesel CR-V crack 0-62mph in 9.6 seconds with a top speed of 118mph, while the auto makes 0-62mph in 10.6 seconds and has a top speed of 116mph. Fuel economy for the CR-V remains excellent at 43.5mpg for the manual and 38.2mpg for the auto.

The i-DTEC engine uses a combination of the latest injection technology, more efficient exhaust gas recirculation and a diesel particulate filter to create a diesel engine that’s quieter and smoother. With significantly-reduced levels of NOx and particulates emissions, it is Euro 5 compliant, and emits CO2 emissions of 171g/km (manual) and 195g/km (auto).

The 2.0-litre petrol CR-V is also Euro 5 compliant, but remains unchanged from the previous model, producing 150PS at 6,200rpm and torque of 192Nm at 4,200rpm.

Top speed 118mph (manual) 110mph (auto)
0-62mph 10.2 secs (manual) 12.2 secs (auto)
Fuel economy 34.4mpg (manual) 33.6mpg (auto)
CO2 190g/km (manual) 193g/km (auto)

2010 Honda CR-V prices

Petrol models
2.0-litre SE – £20,175
2.0-litre SE auto – £21,475
2.0-litre ES – £21,675
2.0-litre ES auto – £22,975
2.0-litre EX – £25,215
2.0-litre EX auto – £26,515
2.0-litre EX with Advanced Safety Pack – £27,215
2.0-litre EX with Advanced Safety Pack auto – £28,515

Diesel models
2.2-litre SE – £22,135
2.2-litre SE auto – £23,475
2.2-litre ES – £23,635
2.2-litre ES auto – £24,975
2.2-litre EX – £27,175
2.2-litre EX auto – £28,515
2.2-litre EX with Advanced Safety Pack – £29,175
2.2-litre EX with Advanced Safety Pack (auto) – £30,515

Technology packs which include Satellite Navigation and Bluetooth Hands-Free Telephone, are available on all SE and ES grades for £1250.

Three new paint colours are available for 2010, Premium White Pearl, Urban Titanium and Alabaster Silver. Five other metallic paints are available – Crystal Black, Polished Metal, Sparkle Grey, Deep Bronze and Deep Sapphire Blue. Milano Red is the solid colour available as standard.

Two active safety systems continue to be available on the CR-V and are unique to the SUV segment. Adaptive Cruise Control (ACC) is a radar-controlled cruise control function which maintains a set distance to the vehicle in front; Collision Mitigation Braking System (CMBS) predicts collisions and warns the driver, before applying braking and retracting the front seatbelts if the situation becomes critical. These systems are optional on EX models.

The CR-V will continue to be built at Honda of the UK Manufacturing in Swindon, where British workers proudly produce the SUV for over 60 countries. The revised CR-V goes on sale on 5 January, 2010 but dealers will be taking orders from 1 December 2009.

The Rise Of 'Boomer' Coupes - Honda's Accord Crosstour and BMW's 550i GT

One of the highlights of trucks and SUVs is a high hip point (known as the 'H' point in design parlance). The height of the seat makes it easier for driver and passenger to enter and exit (with the exception of some truly stilted 4x4s). That elevated 'H' point will be driving sales of cars to aging baby boomers in the years to come (possibly another 15 years worth). But boomers still have an eye for style and because of that, minivans, trucks and SUVs won't make the cut. Enter the tall four door coupe.

Mercedes-Benz' CLS Coupe was a styling watershed. Here was a four door sedan with very pronounced two door styling. It worked (so much so that VW had no compunction copying the look in its curvaceous CC). But neither of these cars had the 'H' point that favors boomers' broken backs.

Enter two companies that tend to set trends, Honda and BMW. They are introducing a pair of 'Boomer' Coupes this year (look for GenX models to be driving them in ads though).

Honda is debuting the Accord Crosstour, a tall four-door coupe. It'll occupy the bottom rung on the 'Boomer' Coupe ladder (for the time being). Powered by a 271 HP 3.5L i-VTEC V6, with all the bells & whistles of the Accord EX it will be available in FWD EX/EX-L or AWD EX-L trim levels. With seating for five and enough amenities to coddle the occupants, the Accord Crosstour will get a head start on this segment from its mid-priced competitors. Pricing for the AWD EX-L starts at $34,020.

BMW is offering the much more upscale 550i GT. The 5 series designation is a bit of a misnomer however, it's built on the new 7 series platform (in BMW speak, the F01 chassis). With a unique two-way rear access, panoramic sunroof and most of the electronics options from the 7 series available, it will occupy the premium rung of the segment. While offered strictly in turbocharged V8 (407 hp) and RWD for the near future, after January look for AWD and the gasoline direct injected turbocharged in-line 6. (And can the in-line 6 diesel be far away?). Price for the 550i GT will be approximately twice that of the Honda Accord Crosstour.

Both vehicles are over 60 inches tall (the Accord Crosstour at 65", the 550i GT at 61"). Both utilize that height to ease entry and exit and provide a 'command' view of the road. They are biased to passenger comfort (regardless of the sportiness of the suspensions and drivetrains). And neither neglects the second seat to second class status.

Think of the 'Boomer' Coupe as the shape of things to come for affluent, aging aquarians.

First drive: Honda FCX Clarity Hydrogen Car

Hydrogen fuel cell vehicles are decades away from being mass-production reality, but we can already tell you what one is like to drive.

The car of the future still starts with a key

There's just a muted whirring, though, as you twist the key to the "on" position and press the "start" button, primary colours illuminating the instrument panel ahead and the display stating simply: “Ready to drive.” There's more convention to flicking the small dash-mounted transmission lever to D, depressing the foot-operated parking brake and applying pressure to the throttle pedal, but from there driving the Honda FCX Clarity hydrogen fuel cell vehicle is an experience of the slightly abnormal variety.

A glowing green battery meter on the left of the display indicates the Clarity is initially being powered by the car's lithium-ion battery, before transferring to the main source of the car's propulsion shown as a blue meter — hydrogen fuel.

Bars illuminate incrementally on the "power meter", which is divided into 10 segments of 10kW, revealing the Clarity's total output of 100kW. There's also 256Nm of torque, developed between 0-3000rpm.

In the middle of the digital dial, a coloured ball expands and changes from green to amber whenever a leaden right foot prompts heavier consumption.

The Clarity is essentially an electric car, though unlike EVs that need several hours to charge, the Honda generates its own power supply through a fuel-cell stack that converts the hydrogen fuel and oxygen stored in a tank under the boot into the electricity needed by the drive motor to power the front wheels. The fuel cell is supplemented by a lithium-ion battery that is recharged during deceleration and braking, similar to a hybrid.

Acceleration is accompanied by an eerie hush, the silence broken only by an ascending whine from the electric motor, a hydraulic-like sound from the air compressor (which feeds atmospheric oxygen to the hydrogen tank) and tyre and wind noise, which is only minor.

The Clarity doesn't feel especially quick — 0-100km/h is completed in about 10 seconds with a top speed of 160km/h — but throttle response is rewardingly immediate and the vehicle's momentum builds in a linear fashion courtesy of a single-gear transmission.

The drivetrain's smoothness is just one element of the Clarity's impressive breadth of refinement.

The ride proved to be mostly supple on California's inconsistently surfaced road network, though this doesn't translate into poor body control when the Clarity is tackling a mountain road.

The regenerative brakes take some adjustment, though, because there is surprising immediacy to their bite.

The Clarity sits on an exclusive platform and almost looks like a conventional five-door hatchback, albeit with a slightly futuristic swoopy, elongated silhouette, as well as an unusual tapered and ducktailed rear end.

Honda says the Clarity would be priced like a luxury car even when it becomes commercially available in about nine years' time and the cabin quality and specification is meant to sit between a high-end Honda (such as the Accord) and an Acura (a highbrow badge the company uses in the US).

There's a stylish mix of soft and hard plastics throughout the Clarity, while the interior design looks mostly familiar with the exception of a space-age binnacle display.

The seats — made from eco fabrics — are comfortable and there's generous room for the driver and front passenger and two occupants in the rear, as well as plenty of storage.

Only boot space is affected by the Clarity's futuristic componentry, with the hydrogen tank significantly eating into luggage room. A concealed storage compartment under the boot floor helps, though there's no room for a spare tyre (there's a tyre inflator and sealant instead).

Refilling the Clarity couldn't be simpler and would be familiar to owners of LPG cars. You open the fuel flap, attach the hydrogen pump nozzle and lock it into position, then press a button to start filling the vehicle with up to 4.1 kilograms of compressed (5000psi) hydrogen gas.

It takes minutes and you're good for more than 400 kilometres.

Hydrogen costs $US5 ($A5.40) a kilogram in California, the equivalent of half the cost of a gallon (3.8 litres) of "gas" in North America, for double the efficiency. The hard part, for some years yet, will be finding a hydrogen station.

No Low-Cost Minicar From Honda

NEW DELHI -- Honda Motor Co. said Wednesday it doesn't plan to make a low-cost minicar in India to compete with Tata Motors Ltd. and the alliance of Renault SA and Nissan Motor Co.
[indiahonda] Associated Press

Honda Motor Co. President and Chief Executive Takanobu Ito looks on at a press conference in New Delhi, Wednesday, Nov. 11, 2009. (AP Photo/Saurabh Das)

Instead, Japan's second-biggest car maker is developing a small car that will cost less than its existing Jazz hatchback model, President and Chief Executive Takanobu Ito told a news conference.

The starting price of Jazz is 698,000 rupees ($15,067.7) at showrooms in New Delhi.

Mr. Ito said the new car will be targeted at countries in Asia, with India as a key market.

"We would like to offer to as many customers as possible, a product at their price expectation level," he said, but didn't give any time frame for launching the new car or a likely price range.

Tata Motors--which controls Jaguar and Land Rover luxury brands--currently sells the Nano minicar, the world's cheapest car, with starting prices of about 115,000 rupees at showrooms in New Delhi.

The popularity of the car amid rising demand for fuel-efficient, affordable vehicles has prompted other auto makers such as Renualt-Nissan, General Motors Co. and Hyundai Motor Co. to announce plans to develop their own low-cost cars.

Renault-Nissan Chief Executive Carlos Ghosn said Tuesday that a new minicar, to be designed and manufactured by Indian motorcycle maker Bajaj Auto Ltd. and distributed by Renault-Nissan, will be the cheapest car in India when introduced in 2012.

Honda Siel Cars India Ltd., the Japanese company's local unit, produces the Jazz hatchback model at a factory at Greater Noida in the northern state of Uttar Pradesh. It makes also the City, Civic and Accord sedans at the same factory and imports the CR-V sport-utility vehicle.

Separately, Masahiro Takedagawa, president and chief executive of Honda Siel Cars, said the auto maker has started exporting engine parts to its parent company from this month.

Honda Siel had previously said that the engine parts--connecting rods and crank shafts--for the Jazz and City cars will be exported from its second factory in the northwestern state of Rajasthan.

The company had in July said it will start production at its Rajasthan factory by the end of 2011. It had delayed start of production at the Rajasthan plant due to a weak domestic demand last year. The plant was initially scheduled to start by the fourth quarter of 2008.

2010 Honda Accord Overview

The Accord is Honda's largest car, offering generous interior space for up to 5 people wrapped in stylish exterior sheet metal.

The Accord comes either as a two-door coupe or four-door sedan with a 2.4-liter four-cylinder or 3.5-liter V6 engine. The four-cylinder engines are available in five-speed manual or automatic transmission for both styles of the Accord, while the V6 sedan is only available in five-speed automatic. The V6 coupe is available with a six-speed manual or five-speed automatic. Cloth upholstery is standard on all but the EX-L models which feature leather seats and a leather-covered steering wheel. Safety is enhanced on all Accords with six standard airbags, including side-impact air bags for front seats and side curtain air bags. Four-wheel disc, anti-lock brakes, Vehicle Stability Assist with traction control, Brake Assist and active front head restraints also come standard.

The Accord receives minimal changes for 2010.