New Civic Type R The Story So Far

2015 couldn’t come soon enough. With the new NSX and Civic Type R, Honda is finally ending its sports car drought. The CR-Z is a commendable effort, introducing a sporty hybrid is no easy feat, but sadly an effort quite misunderstood. The CR-Z is a sporty hybrid, but one must know what a hybrid drives first to understands and appreciates the value of CR-Z. Those who values the CR-Z will appreciates a good handling compact with sporty aspiration but at the same time, can be driven slow and steady to preserve mother earth’s precious oil reserve. Those who don’t understand the value of CR-Z will hate its less than mediocre engine compared to traditional high strung high power engines.

Well, revel on the Civic Type R ladies and gentlemen… As Honda have confirmed a production sport car true to Honda racing heritage. The Civic Type R has been confirmed to be powered by a newly developed 2.0L turbocharged engine producing “more” than 280 bhp. Honda chief engineers even want to beat Renault Megane RS Trophy achievement as the fastest front wheel drive car on Germany fearsome Nürburgring track. Dubbed by Honda engineers as a “racing car for the road”, the 2015 Civic Type R took Civic Euro 9th generation chassis and hit the ground running. Honda decision to treat the Civic Euro was heavily criticized by most Honda communities including yours truly. The major consensus is that the 9th generation Civic Euro is… A reskinned bigger Honda Fit, complete with the magic seat and the much dreaded McPherson Strut and Torsion Beam suspension.

So why Honda decides to use Civic Euro as its next Civic Type R? Nostalgia? Or because it’s one of Honda “we do it because it’s hard” kind of thing? Well, we may never know… But one thing for sure, Honda is making it happen. I can only explain that torsion beam does have its merits. Since the rear wheels are connected, it introduced rigidity to the rear suspension, one trait all racing cars has. Also, there’s the fact that THE fastest front wheel drive production car to lap Nürburgring, the Megane RS Trophy… Uses similar suspension setup as the Civic Euro. So if Renault engineers can pull it off, why can’t Honda engineers does it too?

The Civic Type R journey is truly something to remember by. It all started way back in late 2012 where spy shots reveals a regular Civic Euro with an ugly ass wing taped (it doesn’t get any janky than tape to stick something to a car) to its rear. The rumor mill is hot with Type R successor which ended production in 2010. But it was 2013 and still angry from V8 FR flagship sedan and V10 exotic sports car cancellations, the fans just gave it a meh and be done with it, expecting another half effort attempt at the car, a tuned Civic Si for the European market. It’s not until a hotter rumor, one which stated the car will be turbocharged then everybody’s attention is piqued.

Then, Honda CEO Takanobu Ito dropped the nuclear bomb of the decade. Honda will go turbo for the new Type R… Oh my, how the community riled up and dance in glee and shirtless. The rumored 1.6L turbo gave way to a 2.0L turbo and the challenge to be the fastest front wheel drive production car to run in the Nürburgring. It was an ecstasy, so many have hoped Honda to leave its comfort zone behind and create an over the top car, and they did it.

Around August 2013, a new camouflaged Civic Type R spy shots emerged with what everybody concludes is undergoing comparison with its rivals. The car now has a lower suspension profile, wider tires, wide body kit and a better integrated aerodynamic rear wing. The huge intercooler is visible from the spy shots, confirming the turbo charging aspect of the engine.

Finally on November 2013, Honda did a media event, showcasing its future technology. A global event, it showcases Honda new multi gear dual clutch transmission, the turbo engines, a light weight CR-Z, and the venerable Civic Type R. Covered in matte black paint, the Civic Type R prototype again receive some minor modification, especially in its front fender having aerodynamic bits. The auto jurno from Topgear and Autocar expresses a universal praise about the car.

Honda answers the problem of having a torsion beam rear suspension by introducing an adaptive damper, an adjustable suspension for the car. Which at the touch of the “Type R” button, stiffens to support more aggressive throttle tuning, steering, and reduced traction control.

Entering the new year we now have another sketch of the Civic Type R from Honda, and one which fuels the eagerness of people awaiting Honda return to sporting form. The sketch shows airlets on front and rear fenders, massive diffuser and an integrated rear wing-rear lighting system. The integrated wing flows elegantly as it harkens to the old days of NSX integrated rear lighting – wing system.

Anticipation is through the roof about the Civic Type R. It is the defining moment of Honda return to sporting form of the 90s. Which was marked by amazing cars like the NSX, the Integra Type R, the Civic Type R and the Prelude. The 2000′s was the decade of confusion in Honda history. The ending of S2000 and the NSX was disheartening as  the US only Civic SI single handedly carried the torch of sporting car from Honda.

There are more rumors abound about Honda not only making the Civic Type R and NSX as their sporty offering but until these two cars launches sometimes next year, I think Honda fans needs are all covered up.

To watch the journey of 2015 Civic Type R you can watch here at

http://www.youtube.com/watch?v=aha-DQB3xDY

Source:

Autoblog Civic Type R spy shots

Autocar Civic Type R first drive

Topgear Civic Type R first drive

Honda City Generasi Ke-4 Resmi Diluncurkan di India

Honda meluncurkan City generasi ke-4 (atau ke-6 bila Honda City tahun 1981 juga turut dimasukkan dalam sejarah) secara resmi di India dengan perubahan-perubahan yang cukup signifikan.

Perubahan fisik yang lebih dinamis mengadopsi kredo desain “Exciting H” yang lebih dulu diadopsi oleh Honda Fit generasi ke-3. Tampilan depan yang agresif seakan merupakan sebuah evolusi desain dari Honda City generasi lawas, namun lekukan baru serta garis-garis yang lebih tegas memberikan kesan agresif untuk City generasi terbaru ini.

Pada bagian samping, lekukan garis tegas memanjang hingga ke bagian lampu belakang memberikan kesan dinamis yang sensual. Tak hanya sensual, desain premium Honda City juga tercitra pada bagian lampu belakang yang kini menjorok ke bagasi serupa seperti Accord Euro (Acura TSX).

Perubahan signifikan pada Honda City generasi terbaru ini adalah memanjangnya jarak sumbu roda (wheelbase) menjadi 2600 mm dari 2550 mm. Honda pada peluncuran City menekankan pembesaran wheelbase ini yang berujung pada perluasan interior kabin dan memberikan Honda City kapasitas penumpang terbesar dibanding kompetitornya. Jarak tandem (jarak ruang antara penumpang depan dan belakang) serta ruang kaki diklaim terbesar dengan perbandingan pada kompetitornya.

Mengenai jeroan, Honda masih mengadopsi suspensi McPherson Strut dan Torsion Beam yang mengijinkan kapasitas ruang kargo terbesar dikelasnya. Di sisi mesin, Honda memberikan dua pilihan pada calon pembeli Honda City dengan mesin bensin 1.5L i-VTEC dan mesin diesel 1.5L i-DTEC. Honda belum memberikan angka daya mesin, namun melihat generasi terkini, mesin 1.5L i-DTEC mampu menghasilkan daya sebesar 100ps dengan torsi 200 NM, sementara mesin 1.5L i-VTEC mampu menghasilkan daya sebesar 120ps dengan versi terbaru yang digunakan pada Fit RS menghasilkan daya sebesar 132ps.

Dari segi fitur, Honda India tidak lagi tanggung-tanggung untuk City terbaru. Dari segi sistem, Honda menyertakan tombol start stop dan keyless entry, serta sun roof. Pada interior, Honda kini mengadopsi kontrol tombol sentuh kapasitif untuk pengendali sistem AC. Sistem audio kini diperkaya dengan sistem bluetooth terintegrasi untuk menyalurkan panggilan telepon dari smartphone Anda, kontrol terintegrasi pada setir serta integrasi dengan kamera mundur. Tak hanya itu saja, Honda City kini hadir dengan delapan speaker, dua di masing-masing pintu untuk menghasilkan rentang suara tinggi dan rendah yang matang.

Honda City akan dijual secara resmi di India pada bulan Januari 2014. Kapan di Indonesia?

Sumber:

Honda India Official City Website

Paultan Honda City pictures

Honda VEZEL, JDM New Baby CR-V is Stunning

Stunning is one word best describing Honda new compact SUV, the Vezel. Launched this December in Japan, the compact SUV which is based off the Fit/Jazz plank is amazingly well designed. For quite sometimes, I criticize Honda design language for being too safe which is good for not offending those with sensitive design issue, but boring nonetheless.

The Vezel however… Well… Let’s just say the Vezel is the most beautiful production Honda car I’ve seen in 10 odd years, besting the S2000, Accord Euro (Acura TSX) and the Acura ILX. The sculpted lines are greatly defined, where a line starts, it ends gracefully and functionally. Take a look at the crease from the side profile, it looks like it came out of nowhere, but to me it looks like an end of a circular line from the A pillar to the hidden door handle and finishing on the front doors, which if you take a measurement divides the area on the upper and lower part dead in the center-ish. The swooping roofline is pronounced even more with the upper rear spoiler and the rear featuring panel formed lighting integration, much better than the third generation CR-V. The front featuring compound HID and LED cluster is bold and premium looking, contemplating the new Honda wing design language.

But the most amazing part of the car, despite its premium looking design is that… It was based on the Fit (using Jeremy Clarkson and his snarky expression). Yes, from the market that brought us the kind of big actually small Suzuki SX4 crossover and Nissan oddly looking Juke, the Vezel is a jacked up compact car which means it won’t punch a hole in your wallet.

Power comes from Honda Fit 1.5L newly developed i-VTEC DOHC with available hybrid engine option. Now for a tall car like this, you will be surprised that Honda is making the car available with a 1.5L engine at all… Well, worry not since Honda new L15 engine produces 132 Ps @ 6600 RPM and 155 Nm @ 4600RPM… And you’re saying what? Well, 2004 Honda Stream which uses D17 1.7L engine produces 129 Ps @ 6300 RPM and 154 Nm @ 4800 RPM. So to the technically challenged, that means the new 1.5L engine is simply more powerful than the old 1.7L engine. My family used to own 2004 Stream with D17 and 4AT. That engine is pulling a 7 seater wagon with gusto, I don’t see why the L15 will not be sufficient for the Vezel.

I’m pumped, this is the for a long time I wanted a Honda car so bad, not since the Prelude (lost dream). Seeing that Nissan with the gaudy Juke is making quite a business case in the developing countries (potholes and standing water in rainy season problems), the Vezel with its proper mini SUV design is guaranteed an easy sell.

More info as the car is officially unveiled at Tokyo Motor Show.

Source:

Honda Japan Vezel website

Honda Crider 2013, Honda City XL

Guangzhou Honda has launched the Honda Crider, a junior executive sedan that is aimed at the raising middle class target market which has become the most lucrative automotive market in China. The media dubbed the Crider as a premium vehicle specific to the Chinese Domestic Market (CDM), with accented upscale look supported by the the inclusion of LED adorned dual projector headlights, huge chrome grill, big engine and upscale interior.

From design standpoint, the Crider sweats presence. One glance of its fascia and onlookers will take notice of the aggressive air dams, the compound LED dual projector headlights and the aggresive lines going backwards. It seems the double triangle design creed from the Brio managed to sneak into the Crider design, with stellar looking result.

The size of the Crider has been a much debated topic around the automotive net, it looks big, but the wheel size indicates a smaller vehicle per the spy pictures. With the official figures though, we can finally objectively measures the size of the Crider… And it’s quite a shocking revelation…

The Crider (length x width x height) measures at 4650 x 1750 x 1505 mm with a 2650 mm wheelbase which objectively makes it a bigger car than the Civic which measures at 4550 x 1755 x 1435 mm with a wheelbase of 2700 mm. Everybody is surprised, including yours truly, because the car was shown with a silhouette of the City, it is even based off the Fit/City platform, complete with McPherson strut and torsion beam suspension. The car used to be accepted as the next generation City, which is now in doubts because the car grew exponentially from the current generation City which measures at a measly 4410 x 1715 x 1470 mm with a wheelbase of 2550 mm.

Size wise, the car looks to be a dead ringer replacement for the Civic, even the engine crosses the Civic territory, as it is using the same engine, a 1.8L i-VTEC producing 138ps (102kW) @ 6500 RPM, and 172 Nm @ 4300 RPM, slightly less than the Civic, but only 2 ps less, it’s a no issue.

Price wise, the top of the line Crider is priced around RMB 160k and lower which again overlaps the Civic price especially the 1.8L because the 2.0L Civic Type-S is priced topping at RMB 180k.

All signs are pointing this car as a Civic successor in China, bearing the same price, same features, bigger size, same engine and a design catered specifically to the market. But is it worthy as a Civic successor? Honda is aiming high in China, predicted to be one of the biggest automotive market if not THE biggest, Honda is poised to lead the segment with the Crider. The Civic is the pinnacle of Honda history but the world is changing a new. There is one more thing that I haven’t point out that makes the Civic seems redundant in comparison to the Crider; the trunk space of the Crider is a massive 588 Liter or 20.7 Cubic Feet of space, compared to the measly 12.5 Cubic Feet or 354 Liter on the Civic. This is because the Crider uses torsion beam suspension on the rear that opens up the trunk space below, where the Civic uses multilink suspension which eats the space above it (the trunk).

An argument can be made that the Civic will drive better compared to the Crider, well, because it is. The multilink suspension allows independent movement of each wheels during rough roads, while the torsion beam doesn’t allow independent wheel movement. However, it can be countered with suitable spring/absorber combo and personal driving adjustment during rough roads. Also, on everyday drive, you will almost never get to know the difference between a car with multilink suspension and torsion beam unless you’re driving fast and furious style.

All in all, the Crider should be a hit in China, it hits all the right note in a country where its middle class is rising at a phenomenal rate. Luxurious and unique, it offers something the Civic starts to lack in recent years, character. The Civic is declining in characters and as a technology showcase, it used to be a technology demonstrator, the CVCC, the 3 stage VTEC, the K20 i-VTEC, and ultimately the Type-R. Currently the Civic has been degraded to a huge extend, a basic sedan, a lackluster hybrid, no Type-R, and bland models makes the car looks to be holding on to the past and quality only which the competition starting to catch up. The Crider looks like a fresh start, it’s a bling decked out functional car that’s not going to win (m)any underground racing scene, but it sure is going to win the market.

Source:

Guangzhou Honda Crider website

Honda Civic USDM website

Supposed Leaked Picture Of The New Jazz/Fit is Revealed?

This might be the scoop of the decade (it got me really excited, but then again I’m fairly easy to impress). Indianautosblog.com seems to get their 5w-40 oily hand on a supposed leaked brochure images of the 2014 Honda Jazz/Fit and I’m loving it!

The images seems fairly “real” with crooked scans resulting from an unopened booklet or a magazine. I might worry a bit about the latter since this might just be another artist rendering, but this images seems way too Honda if I knew my favorite car brand’s design creed.

The color options of the supposed 2014 Jazz/Fit.

2014-Jazz rear

The rear has elements of the current generation design, but finished with a wider more aggressive bumper elements and CR-Vish tail lights (although only a reflector).

2014-Jazz-instrument-cluster

The dashboard which indicates a hybrid version is showing what looks like new gearbox selector. I’ve seen this type of gearbox selector on Honda previous technology demonstrator car.

2014-Jazz

vtec.net user ciwai08 took the liberty to straighten the image from one of the crooked image.

I like it. The first generation wowed me in term of design, functional yet cutesy looking. The second generation design is the evolution of the first generation expanding the size and function, a bit boring. This third generation is exciting enough to get me interested in the car again (was looking into buying its smaller cousin, the Brio), it looks more upscale, more aggressive, yet still retaining the boxy functional aspect.

Honda is known to be a safe player in terms of design, but pressure is high as of late. Mazda ground breaking designs has influence the field as even Toyota has follow with the aggressive new Corolla from the usual boring looking sedan. The ante is up and if these images are real, it would be a departure from the basic looking cars from Honda.

The steeply raked windshield, the aggressive front and rear bumpers, this is a good design. Not feeling that much about the shuriken style rims, but this car is a hybrid, and I’d rather seeing a throwing ninja weapon motive than a flat circular rims like the old Insight.

This just in, another batch of scan images of the third generation JDM Fit, this time for the non hybrid and RS version.

 FitRS FITcolors

 

The RS is confirmed to have 6MT aside from more aggressive wheels, fog lamps and bigger rear wing. The colors for the non hybrid are the standard fan fare, red, black, white, silver, and dark grey.

Edit 02-07-2013: Added the non hybrid color options and RS scan (6MT!!)

Source:

Indianautosblog.com

Temple of VTEC

 

The Little Car That Could (Honda Brio Review)

Brio-duo

When Honda introduced the Jazz in the ASEAN region, the car received very favorable review, charting high on automotive sellout ranking in almost every country it landed on. Why shouldn’t it? It is a groundbreaking sub compact that almost redefines the category. The ULTRa seat concept that allows the rear seat to fold flat or folded up, the central mounted fuel tank, the airy cabin, the fuel sipper i-DSI engine and the CVT are all unique to the car where such technology/feature are unheard of on the competition side back then. As time goes by, raw material prices increased, and demands of Honda Jazz users are heeded, the car grew in size and becomes upscale. This leaves a conundrum, as the Jazz becomes more of an upscale solution, Honda left a void in the price range where the Jazz used to rein supreme, being replaced by entry level cars such as Nissan March and Suzuki Splash. Decision then made for Honda to roll out and take back the segment it used to lead with a brand new car, one that is slotted below the Jazz.

Honda introduced the Brio in December 2010 in Thailand, but the car was mentioned by Honda previous CEO, Takanobu Ito-san way back in 2008 as a small sub-Jazz solution. Alas, recession forced Honda to delay the introduction of said car per Autocar UK interview with the CEO and with a twisted humor that is fate, Honda Brio base of production in Thailand for ASEAN market got hit by a severe flooding and delays the introduction of Brio yet again outside Thailand. Still time heals everything, and finally the Brio landed inThailand, India and finally Indonesia in 2012.

(This review is based on the Brio entry level trim with automatic transmission)

Appreciates the smaller things

To differentiate itself from the competition, Honda Indonesia actively chose bigger engine and a complete set of safety feature as standard for the littlest Honda. Honda Indonesia offers the Brio in two trim levels, the E and the S. Which is a short hand of saying entry level and fully loaded. The message is clear, go big with the littlest Honda.

Starting from the outside, the Brio measures partly at 3.610 x 1.680 x 1.485 mm with a wheelbase of 2.345 mm, thus effectively the car is shorter in length and height than the first generation Jazz but retains about the same width. For comparison, the first generation Fit/Jazz measurements are 3.845 x 1.675 x 1.525 mm, with a wheelbase of 2.450 mm. The car is small as intended since its target countries like India excises tax for cars that are under 4.000 mm (4M) in length. Smart readers then ask, why 3.610 mm of length then? Why not make the Brio as long as first generation Fit/Jazz which is still far below India automotive tax rules? Well, the answer lies in the Brio Amaze, the sedan version of Brio, which have longer chassis that stops at the magical number of 3.990 mm.

Measurements aside, from the exterior design point of view, Honda took Brio design seriously, so serious Honda designers was sent to Europe to study all the compacts and apply it to the Brio. Designed in Milan, Italy, the car adopts the “double triangle” design that designers want people to see the car as “energetic” from all sides.  The double triangle theme is quite literal, as there are two main “triangles” that intersects the car from the rear and front of the car, giving the car a hunkered down look from all sides, be it from side profile, front or even rear. The rear especially also adopts a triangle stance giving the car a wide stance which looks very sporty which is particularly unfortunate that the car is equipped with a thin 175mm tire profile.

Being the entry level car for everything Honda on four wheels, one might suspect there will be a cost reduction measure on the car on some level and Brio is not immune to it. Thankfully, exterior wise the car does not look cheap barring the unpainted sideview mirror/door handles on the E grade and the odd unmasked side window frames. On most cars, window frames are masked with black coating/sticker to create a sense of one continuous huge window but the Brio omit this one design factor. For a small car the effect is quite huge (pardon the pun), the frames makes the small windows look compartmentalized thus making the car looks small.

Body plating is good, as there are no noticeable bending when the panels are pressed on any given point and the lower panel below the doors are covered with anti scratch paint for debris protection. Moving towards the front, the headlights are as simple as it can be, the bulbous curved housed a reflector type lighting and side blinkers, a simple solution as expected on an entry level car. The lining of the headlights doesn’t go anywhere instead the engine bay goes around it, similar to the first generation Honda Jazz albeit with smaller headlight. The headlights inner edge points toward the frontal opening logo with a “winged” chrome slats that covers the Honda logo at an angle that brings the frontal area  in the line of the double triangle theme.

From the side, the A-pillar arcs under the engine cover like the CR-Z although less pronounced, but it still makes the car looks like it has a big engine bay (hence big engine) from the side. The end result is very apparent as opening the engine bay shows a large space above the tightly packed drivetrain.

The layout is neat, all control sticks and mechanics are well laid out. From its placement, the drivetrain looks like other L series drivetrain with the same peculiarly placed intake far behind the ECU near the firewall. Unlike the Thailand and India version which has an air inlet scoop that channels cooler air straight to the intake hole like the Freed/Jazz/City, Indonesia version sadly has no said inlet scoop. In theory, the effect is detrimental, as the engine will continuously breathe hot air, which lacks oxygen molecule, which will cause inefficient fuel burn and thus reduced fuel efficiency at least in stop and go traffic. During test drive session thankfully the effect was unnoticeable if any. The air inlet scoop just directs air from the front of the car to the intake area but the car frontal area still allow air to come inside the engine bay.

From the rear, Honda employs an original solution to a long in the tooth design and technical creed with the all glass hatch. From technical point of view, it’s quite brilliant, by eliminating the metal panel, weight and cost are reduced significantly and this also comes with no loss in comfort especially noise insulation. From aesthetic point of view, the all glass hatch also works wonders visually, it made the car looks big from the rear and visibility from driver’s position is amazing. However, from safety and function point of view, it’s another different thing.

As it is, the Brio doesn’t have heating element on the glass hatch nor a wiper, as there are no latch point to attach things on the glass. The lack of heating element and the wiper are not in favor of safety riding especially in rainy part of the season. When it got cold, the rear glass might get foggy of the temperature difference, and after a heavy rain light mud will wash over the rear glass because of the difference in pressure on the rear hatch during high speed cruising. There is another thing about backing up during heavy rain which obviously will obstruct the driver’s view behind. These are minor annoyance but one that Honda with all of its safety engineering heritage should address from day one.

Thankfully though, the Brio comes standard with a huge spoiler on the rear that covers the viewable area of the rear glass at an angle, this in theory should alleviate the problem of rain water obstructing rear view. Unfortunately, I cannot test this notion as even though it’s a rainy season, my test drives with the car always was blessed with sunny day.

The overall look of the car from the rear also accentuate the whole triangle concept to the next degree, to the discerning eye, it’s mostly trapezoid, but again it supports the wide accented sporty  look of the car (minus the thin tires). The triangle taillights with the large circular brake lights and small blinkers is designed nicely flushed with the all glass hatch, you could almost mistook the car for having no rear hatch at all. Being an all glass hatch with nothing to attach to, the hatch cannot be opened from the outside except from a lever next to the driver seat and access key. The latch mechanism is located at the chassis while the latch sticks out from the inside of the glass hatch with the anchor point outside used as the handle.

Noticing about the beauty/peculiarity of the all glass hatch, one cannot just gaze into the hollow of the cargo bay of the car. Yes, out of the box the car does not have a cargo cover or tonneau cover and the big glass hatch despite having the lower area blacked out still have high visibility to your cargo bay. Honda sales team was instructed to mention about applying thick black film coating over it but earnestly, rear view should be as clear as possible. This car should have a cargo cover as standard and not as an option (which is available).

On a side note: In terms of safety, the all glass hatch according to Honda sales team is up to 30 something times stronger than “regular glass”, maybe they’re comparing to the glasses used on the Brio, but the bottom line is that it’s quite thick. I’ve described that sound insulation is quite good above, that means the glass is as claimed, but 30 times might be slightly overcompensating.  For those who worry that any low impact from the rear might hit and shatter the glass, do not worry at all. Brio chassis actually extends well after the all glass hatch ends which means low impacts will hit the steel chassis first. This is unique because usually a car chassis is mostly square in shape and the rear portion ends well before the bumpers outer edge.

Going back to basic and functional

From the inside, the Brio is quite spacious thanks to thin door liners, compact dashboard with a conservative design and clever choice of light color materials. The dashboard area is covered in three different colors, beige for the glove compartment, dark grey for the upper dash area and some lightly gun metal colored dash for the audio and driver’s instrument panel which is easily removable to support a personal styling from the car’s owner. The center console housed the A/C controls with the least function ever found on a Honda; The usual 4 speed blower fan is there, but no heating control and only two vent option, the regular front vent and low/front vent, a clear cost cutting measure by any choice of words.

On a side note: the cost cutting measure for the A/C controls are actually very valid. In this tropical climate, I’ve never used the heater on any car whatsoever. By eliminating the heating element, Honda is saving the cost for the car as intended, removing the least used feature of a car in country where heat is everywhere and the coldest area driveable by a city car like the Brio is just a tad cooler than the average national climate.

Luckily Honda did not skimp on the instrument panel, two analog tachometer and speedometer , gear selection display on the automatic version, digital odometer, regular template of warning indicators, real time average fuel consumption indicator and the ECO light indicator. Unlike other modern cars with real time fuel consumption indicator, the Brio only shows the average consumption and the optimal fuel consumption indicator is the ECO light. For the ECO light to activate, the ECU will signal when you’re driving in the most efficient manner which I’ve been able to trigger it most of the time with an efficient driving technique on the automatic model which I test drove.

Some omissions are there on the E grade, no vanity mirror on the passenger side and no backseat pocket are minors. However, things like pocket door liner which are left uncovered exposing the door sheet metals front and back, no grab rails and wind up window on the rear are glaring. The grab rail is safety function, on a small and low car like this, old folks needs something to hold onto exiting the car. The wind up window is dangerous for kids, as there are no way to lock the handles and they can just roll it away without supervision.  Finally the exposed door sheet metal, it’s not so much as a function than cosmetics as some hate it but funny enough some love it. For years, interior modders are matching the interior color of a car with its exterior, now the Brio E grade exposed sheet metal are making things easier to match the tone albeit under the ruse of making things cheaper.

Seating configuration on the car is best summarized as “efficient”. The two front seats at first glance looks thin, because it is, however the padding is certifiably thick and seating on both front seats, I don’t feel any discomfort from its thinness, in fact the seat is nicely curved to my body and the bolster support is very nice. Foot area for rear passenger is generous and I can sit adequately comfortable behind the driver’s seat where I set the driver’s seat position to suit my 1,82 Meter tall stature thanks to the curved back of the front seats.  Back seat support for the rear passenger is acceptable, not ideal for long travel, but the padding is sufficient enough to be comfortable on short to medium trips.

In terms of utilities, the Brio breaks Honda mantra of usefulness. The first generation Jazz has it all, multi configurable seats, spacious cargo and 60:40 split seats, sadly the Brio has none. Most Honda to date excels at utilities; the Stream fold flat third row, the Freed fold up seats, the City class leading trunk space (and reclining seats at top trim), don’t have to mention the new Jazz utilities, and so many other examples from Honda automotive products… The Brio simply has none.

The cargo bay is small, about the same size as the average city car. With the seat up, it can only hold objects up to 350 mm in width or about small 14″ laptop bag from trunk lid to the back of the rear seat. Off course the rear passenger seat can be folded forward to give way for bigger cargo space but with no split seat, you lose rear seating for oversize cargo.

Brio’s lack of split fold seat is quite the drawback for this car. A small cargo bay on hatchbacks usually warrants a split fold seat whereby one seat is folded leaving one side still be able to seat a person (or two). Honda goal with the omission of the split folding seat is definitely for cost saving measure, however this is not warranted as the car loses its appeal on the utility side big time. As is, the Brio is a runabout car in terms of utility, best suited only to move people from point A to point B or well suited to two person only if wanting to carry oversize items. In Honda defense, all the car in the category has no split rear seat, but I expect Honda to be better, oh well, can’t win them all.

One interesting aspect and can be considered safety feature of the car on the cargo bay is the hidden space just below the hatch latch mechanism. From the side profile and the rear, the car doesn’t look it has a “butt” or the usual protruding bumper, but actually, the chassis extends well over the hatch like I mention above. This hidden space houses the car jack and provide physical barrier for the glass hatch above it. I’d prefer Honda give the hidden space a hatch or something proper, the car jack as of this writing is just covered in the carpet liner which looks like an after thought.

Made for fuel efficiency

When the Brio was designed, it’s not intended only as an affordable entry level car, it was also designed to push the boundary of fuel efficiency achieved using conventional technologies at affordable price. Mild hybrids, with automatic start stop engine tech sounds simple but it also means more moving parts. Full hybrids cannot come cheap yet with the electric motor and engine management system. Small diesel have to cope with good quality diesel fuel which is lacking in terms of infrastructure especially in Indonesia. Other cars in the category resort to running 3 cylinders at the expense of power, and some only comes with manual transmission to not rob the engine of power.

On a side note: Manuals are inherently more fuel efficient than conventional automatic because of manual’s mechanical linkage where the automatic doesn’t have one. Automatics are called slushbox because it is, there are no mechanical connection from the engine to the driving wheel, instead connection are through a device called torque converter that runs on fluid. Modern automatics achieves good fuel efficiency by using tall gearing which Honda also used on the Brio. This way an automatic car can use higher gear to offset the robbing effect of the torque converters.

The Brio resorts to Honda old trick, why change what’s good already. The Brio comes with a small engine, but it’s more of a carry over engine than a purpose built one. The L13 is derived from second generation of the L15 series engine that is used on the JDM FIT GE6, or second generation Fit/Jazz. The engine is the same at least spec wise:

  • SOHC 16 valve i-VTEC
  • Displacement: 1,339 cc (81.7 cu in)
  • Bore x Stroke: 73.0 mm × 80.0 mm (2.87 × 3.15 in)
  • Compression Ratio: 10.5:1
  • Horsepower (Brio)  : 73 kW (100 PS) / 6,000 RPM
  • Horsepower (FIT)     : 73 kW (99 PS) / 6,000 RPM
  • Torque: 127 N·m (94 lb·ft) / 4,800 rpm

One thing to note is that the 73 kW of power converted to PS is confusing, due to imperial and metric measurement difference. Some online measurements measured 73 kW as 100 PS others as 99 PS. 1 PS or one pferdestärke (German for horse power) difference is big especially in a car this light and I couldn’t get any objective measurement on this scale. Suffice to say that the Brio engine is a lot of fun be it 1 more or less horse power. Speaking of weight, the Brio weighs healthily under 1 ton. Honda Indonesia did not state the weight of the Brio, but the India market Brio automatic weighs in at 950 Kg. Given that as far as I can see the difference between the Indonesia and India market Brio is on the omission of the air inlet scoop, 950 Kg is a safe number to bet on, with any deviation not exceeding 1 Ton. For comparison, the similarly equipped L13A FIT GE6 weighs in at 1080 Kg.

In Japan, the L13A powered FIT GE6 is mated to a CVT unit while the Brio sans for the Thailand market all got a 5 speed automatic  with the standard 5 speed manual. The Fit returns 19.5 Km/L with the manual gearbox using the new more stringent JC-08 government sanctioned fuel consumption test. With the Brio lighter weight and same internals, in theory by 99% level of confidence, the car should break the magical 20 Km/L barrier in mixed driving.

The Brio is available in 5 speed automatic and the usual 5 speed manual gearbox. The use of the 5 speed automatic can still be considered class leading since the competitors all still use 4 speed. In theory, this allows the car to have better acceleration with better fuel consumption on long straight than its competitors. Cars that are equipped with a 4 speed automatic gearbox needs to trade off between acceleration and fuel efficiency since too short gearing for better acceleration means high RPM at high speed, thus more fuel spent. Too long gearing for leisurely cruise and fuel saving means losing acceleration during back to back traffic. Honda Brio 5 gear automatics allows for an extra gear that is suited to cruising, allowing the engine to engage  speed with low engine rotation (less fuel). Not stopping there, the Brio automatic also has Honda’s Grade Logic Control that smoothly detects upshift and downshift on inclinations.

The magic of aerodynamics

Honda tackles Brio fuel efficiency in a very different way of the other automotive brands. The use of a carryover “big” engine and available 5 speed automatics seems making the Brio not so serious in the fuel efficiency department. Well, the fact that L13A is already fuel efficient is a different story, but Honda engineers sought a remarkable way for the car to achieve fuel efficiency via aerodynamics.

Honda engineers employs several trick that showcases extreme ingenuity in a stale world of simple automotive engineering. Below the front bumper, Honda employs an air dam. It’s something simple like a piece of black plastic that runs along below the bumper that diverts airflow away from below the underbelly of the car. As in a shape of wing, a car has (relatively) flat underbody and curved upper body (the cabs), this in turn makes Bernoulli’s principle applied to a car as well, the faster a car goes, the more lift it will generate. The bigger the lift force is, the less contact tires applied to roads for light vehicles and it will cause even the most experienced driver to lose control of a car. The goal of the air dam is simply to obstruct as much air as possible to the underbody, minimizing the effect of lift, increasing safety in faster speed and reduce drag.  Well, the thing is, it also reduce the bumper’s ground clearance, so do mind the clearance when parking head first with the car.

On the bottom side of the car Honda engineers slides (yes, pun intended) in something unexpected. The car’s underside is covered with plastic cladding to improve airflow during medium to high speed cruising. In theory the smooth underbody minimize the amount of air turbulence and increase fuel efficiency. On normal car without underbody cladding, there are all sort of hanging bits and bolts like fuel tank, suspension setup, exhaust system and for rear wheel drive cars, the rear axle. These items have different shapes and size, and airflow will be obstructed which creates turbulence and drag and therefore lessen the fuel economy of the car at speed. The inclusion of the plastic cladding is a very nice surprise for this car as even car double its price might not even have it.

DSC_0342

Speaking of aerodynamics, I always mock the use of thin profile tires on the Brio, but it does have its engineering intent. Thinner tires means less mass to move by the engine, and also less drag especially at speed. The Bernoulli effect comes back to haunt us as the faster the tire spins, the more lift it will create, and with bigger surface area the lift will be more pronounced especially on a light car. The use of a wider profile tires will necessitate the car to go lower than it is, which is not advisable without stiffening the suspension and/or living in a country like Indonesia where potholes are more abundant than honest politician.

The Drive

Seating on the driver’s seat, I was expecting a low slung driving position but it’s not the case as the seat is adequately high even though there are no height adjuster. Seating is comfortable, the instrument panels are easy to read and the controls are all in hand reach. Visibility all around is good thanks to the heightened seat position and the thin A-pillar improves forward viewing area. The car comes with a powerful and class leading powertrain in the category at 100PS, while the competitors are hardly able to reach 90% of it (Kia Picanto edges closest at 87PS) and in automatic trim it carries a 5 speed automatic while the competitors uses 4 speed automatic.

Even with the most powerful engine in its class, the Brio is first an economy car and in its automatic trim has quite tall gearings. Gear changes are fast, I can feel that on city cruising speed (50 KpH), the gear changes before 2000RPM, and holding speed at city cruising limit the car’s engine only spins  below 2000RPM. Maneuverability at leisurely speed or around tight corners is very good thanks to good weighted steering feel and short wheelbase.

At leisurely drive, the tall gear hunts its way to fifth as soon as possible, and with 1-step gear changes, kickdowns at leisurely drive is literal, the car feels lazy to support its runabout nature. Not feeling that Honda spirit, I change the gear lever to D3, and suddenly the car comes alive. Gear changes are just a press of a pedal, acceleration is brisk and I can feel the urgency of the engine hitting peak torque and horsepower in high RPM. Unlike some of its competitors that are only powered by a 3 cylinder engine, the Brio’s 4 cylinder develops power fast and consistently in all RPM range as the car feels fast but one to be careful driving it at full tilt because of the lighter side of the steering feel at speed.

One thing to dislike about the ride on the car is the peculiarly soft suspension. I can’t press this enough that the car engine and automatic gearbox are the jewel of the car, however the suspension is not able to cope with the demand of spirited driving as body roll is a problem in spirited driving. In a more leisurely drive, the car behaves nicely as intended; the soft suspension is kind to my back on undulating surface and pothole impacts are absorbed nicely. However, one have to drive at constant speed as the suspension feels different during acceleration, it feels as the dampers could not keep up with the spring and even though problems are non existent during city driving, one might want to upgrade the suspension on the Brio to enjoy the wonderfully engineered engine and gearbox.

In terms of fuel efficiency, the nature of test drives session are inherently random at best. Be that as it may, my test drive session revolves a 15 minutes back to back traffic and 10 minutes of smooth sailing. The return is a consistent 1L for 12 Km for a back to back traffic with moderate acceleration, and at long straight the onboard mileage computer easily reaches 1L for 17Km like it was nothing. With careful driving, I believe I can break through the 1L/20Km barrier mark with the car and with hypermiling thrown in, getting past the 1L/25Km should be achievable (I can get 1L/24Km with my Freed on highway with hypermiling).

What is Honda if not showing the green aspect of its products, while the Brio has no ECON function, it features a light up ECO notification whenever the ECU deems that the driver is driving efficiently. There are no specific rule to activate the ECO light, but the most consistent way to activate it is simply to lightly press the pedal at constant speed.

DSC_0318

The evenly lit notification is not just for show though, at first I personally thought that the function is gimmicky, that it will light up only at specific condition like coasting or cruising. However, on slower speed like back to back traffic, slow acceleration grants the driver with the ECO light too, and even between gear shifts. This means that the ECO light can also coach the driver to driving efficiently, granted that the notification light is situated near the edge of the tachometer and can be glanced easily while driving.

In the end: Is it worth it?

Buying city car today is a very tough decision, it’s a very crowded market with  plenty of amazing products from all the competing brands in Indonesia. Honda Indonesia decision to bring ABS and airbag as standard on the Brio is commendable to leverage the notion of safety, and the most powerful engine combined with 5 speed automatic gearbox set it apart from the competition technicality wise. However, the car does not bring the accolade of utilities Honda so very well known for and just aims for mediocrity to be on the same level as the competition. Small cargo bay and no split fold seats makes the car just another city car in the mix in terms of utilities.

The car is aimed at the young and young at heart demographics, complete with the easily replaceable panel for easy personalization, but what is the real catch for this car? A fast runabout? Surely Honda does not want to put this car as the midnight boy racer image…

No. This car is about safety and fuel efficiency.

Even though Honda struggles to differentiate the Brio and the Jazz, the truth is small cars are dangerous to drive because it’s a small car which usually powered by a small engine. Honda should leverage on the technical prowess of the car as a safety feature. The powerful 100PS engine should make it easier for a car the size of Brio to merge in highway at speed with the other cars. Overtaking on speed will be swift and safe from speeding car on the fast lane. Finally, the smart automatic gearbox is very efficient at returning mileage while providing the car with much needed power on tap (on D3).

Even though the Brio is far off as the first car for a small family (that place is reserved for the Brio MPV), it is a nice second car that begs to be personally modified with features that are all related to safety including the powerful engine.

Edit: 26/06/2013: First post, need some pictures and some edits.

Penampakan Honda CR-V Generasi Ke-4 (2012)

Honda Amerika telah melansir foto prototipe Honda CR-V generasi ke-4 yang siap diluncurkan di akhir tahun (di Amerika Serikat). Berita dilansir oleh Hondanews.com, silahkan kunjungi link tersebut untuk informasi lebih lengkap.

Seperti semua foto prototipe Honda Amerika, Honda CR-V ini jelas akan menerima sedikit perubahan minor ketika sampai di tangan para dealer. Salah satu fitur yang pasti hilang adalah lampu depan berkelir hitam, body kit yang lebih sederhana dan kaca spion yang lebih besar, sesuai dengan foto spyshot yang sudah beredar di Internet. Selain perubahan minor tersebut, sebagian besar bentuk Honda CR-V akan tetap sama.

Sesuai dengan kredo hijau Honda, untuk meningkatkan efisiensi konsumsi bahan bakar, Honda CR-V akan menggunakan mesin yang lebih efisien dipadukan dengan bobot total yang dikurangi dari CR-V generasi ke-3 (sekarang). Perubahan interior dan fitur ruang kargo yang lebih lapang dengan lantai rendah akan membuat CR-V generasi ke-4, CR-V terbaik yang pernah Honda buat.

Sumber:
Hondanews.com: 2012 CR-V prototype unveiled

Driving The Hotness – Honda Freed 3258 Km Later

*photos coming next

Driving the Freed is very nice, but emphasis on the word nice. It’s not great, the seat could use more bolster, the steer only tilts not telescopic and the driver seat only has reclining and sliding adjustment, no seat height adjustment. At first I thought it’s going to be hell for me to find perfect seat position… In fact, I was ready to visit my masseur on monthly basis… But I was wrong dead period. The seat is already raised and the steering wheel already extended nicely towards the driver. During my time driving, I can slide my seat back and forth without compromising too much of my comfort, especially during all seat occupied scenario and some tall guy seats behind me (the driver). So yeah, love the seat even though I can’t tell for every person out thfere since the seat perfect for me but maybe not for the fickle who wanted to get a low driving position.

The Freed has a commanding view of the road thanks to its raised seat position, as such, view of the road is great and the slanted angle front windshield makes turning view less obstructed than a car with high angle a-pillar *cough*SX-4*cough*. 3258 Kilometers later, my love for the driving position is reminded over and over again every time I drive this car. The a-pillar angle is very slanted thus view angle through the a-pillar is satisfying as the port windshield is large enough while the thickness of the frame is acceptable. Rear view is acceptable as the rear window frame is quite thick, but changing lane is still good since you can take a look through the rear passenger window which is quite big.

Driving the car, I don’t feel that the Freed is big and lumbering, in fact I found it a little bit nimble, too nimble even. The steering ratio is a bit low making the steer a tad light, so any movement is translated in gusto to wheel movement, making the car easy to maneuver in tight spot and making less than buff driver able to steer the car effortlessly.

Power came from a revised 1.5L i-VTEC engine from the famous L-series that powers the millions of Honda Jazz/Fit around the world (2 millions since last counted by Honda in 2007) which now powers the second generation Jazz/Fit and the new City. The car has a high strung characteristic as it achieves its maximum power of 118ps at 6600 RPM, something that is not liked for the majority of family hauler buyers. In my daily drives, I indeed need to wind the engine up to about 4000 RPM to get significant push when trying to overtake on highway or city driving. But this is the characteristic of the engine; Honda engines needs to be pushed to its limit because it can, and because it likes it (naughty wink). Coupled that with eager to downshift automatic gearbox, I generally do not have any problem with how the engine delivers it powers.

One thing to note about the gearbox is that although it has 5 gears, when the gear downshifts it only selects one gear down from the highest selected gear. So when you’re on the 5th gear and hit the pedal, you’ll get 4th gear and slight hum from the engine, quite annoying on high speed. If you still want to force the gearbox to shift two gears down, you need to press on the gas pedal for about 3 seconds or so. You will feel the gearbox selects lower gear by the higher RPMs and then it will selects yet a lower gear when you wait enough. So for whatever reason you need to go fast and furious, you want to press the D3 button (at whatever speed) and hit the gas from there to downshift. Still, Honda designs this car for efficiency so driving fast and furious is out of the question.

Talking about efficiency, the Freed has plenty of it. The significant contributor for Freed’s efficiency is definitely its 5 speed automatic gearbox. The fifth gear on the car allows for a second overdrive gear which allows the wheels spun much faster than the engine, increasing its efficiency… It’s funny when people still thinks that overdrive is some kind of a term to make the car goes faster.

How efficient the car can go? Driving alone I once hit 21.9 Kilometers per liter or 51.5 MPG (US) on highway at average speed of 60 Kilometers per hour… Well, I might violate the minimum speed which is 70 KpH, and I employ slight hypermiling techniques (tip toeing and coasting, a/c on though) but I get 21.9 KpL, so shove it government, you and your crazy tax for hybrids. Still, it’’s a bit cheating, and generally I get about 15-16 KpL or 35 MPG (US) on the highway with speeds ranging from 90 KpH to 100 KpH, with about 4 adults cut that by half a Kilometer per Liter.  Still a respectable number.

On inner city traffic… Well, it’s a different story… My trips around the city involves mad traffic, and when I say mad, I mean 50% of the time I’m on the road, the car doesn’t move and average speed is about 20 KpH. So at best, I can only managed 8.5 KpL or 19.9 MPG (US) for inner city driving. I can push it up a notch or two to 8.7 KpL or 9.0 KpL by turning off the A/C, but in this weather… You’ll smell funny before you hit 9.0 KpL. Off course there’s the occasional sane traffic where I can get up to 11-12 KpL average, but it’s few and far between the crazy traffic, and that number was achieved averaging the time I got stuck in crazy traffic, could get better but it’s not the norm.

—-

Coming up next, comfort and utility write up

Honda Freed 3258 Kilometers Later (prologue)

I never imagined the day that I will be tied down, let alone the idea of having a beautiful baby daughter. But that’s cycle of life I guess, where I’ve reached “that” time where sports coupe and massive wings are as dead as dinosaurs in everything four wheels.  I’ve been eyeing the Freed for quite sometimes and finally braved myself to take the plunge to a family hauler since necessity dictates that I need to carry baby’s essential which alone already took considerable space on my old Suzuki SX4 Type-S.

It’s a no brainer really when I put Honda Freed on top of my shop list. Whenever my family has a gathering, wherever that is will be an instant Honda dealer lot as all Honda all shape and model year parked in front. My previous Suzuki SX-4 is just me overcompensates my inability to purchase Honda CR-V, a fluke although I don’t have any complaint from owning the car. So anyway, I did my homework and researched the entire family hauler in Indonesia and short list either Honda Freed or Nissan Grand Livina as a final purchase. I finally chose Honda Freed for roomy cabin, captain seat, okay leg rooms, the whole shebang of i-VTEC, 5 speed auto, awesome dash and definitely for that fancy automatic sliding door.

My first impression is already covered in my many odd reviews of the car, this post supposed to cover my experience with the car on many driving scenarios. So there will be some repetition but it will also be backed up by some clarifications. So buckle up your seatbelts and prepare some snacks, because this will be long… In fact so long I decided to split the post into several bite sizes…

I actually wanted to do a write up with a catchy title like “a journey of 10000 Kilometers starts with a single step” telling my experience with the car across service schedules and trips. However, since my work is basically within walking distance, it’s over half a year now and I barely crack 5000 Kilometers with the car… Thank God though since fuel price is over US$1 per liter now, and I could use some savings… So 3258 Kilometers has passed, is the Freed lived up to my expectations? I can only start it with the word “preeminent” (come on, don’t be lazy, bing/google it… hint for google search, type define:preeminent).

Honda Lakukan Program Penggantian Komponen Freed, Jazz dan City Indonesia

Resmi pada tanggal 18 Februari 2011, Honda Indonesia melakukan program penggantian komponen atau recall untuk tiga model favoritnya: Freed, Jazz dan City. Terdapat masalah dengan komponen pegas mekanisme mesin yang dapat menyebabkan mesin mogok pada kondisi ekstrim. Hal ini selaras dengan program penggantian komponen global yang memengaruhi mesin Honda Freed, Jazz dan City.

Menurut situs Honda-Indonesia.com, Honda Freed, City dan Jazz yang termasuk dalam program penarikan ini tidak semua yang terjual di Indonesia, hanya 30.252 unit saja dengan waktu produksi tertentu. Berikut adalah daftar rangka mobil yang terkena program ini:

Tanda “~” menandakan “sampai dengan”.

City (3,360 unit)
Produksi Okt 2008 – Jan 2010
MRHGM2***8P920003 ~ 920212
MRHGM2***9P920123 ~ 921323
MRHGM2***AP020001 ~ 020120

Jazz
(16,300 unit)
Produksi Jun 2008 – Mar 2010
MHRGE8***8J900003 ~ 903906
MHRGE8***9J900001 ~ 903341
MHRGE8***AJ000001 ~ 000540
MHRGE8***AJ900001 ~ 900198

Freed
(10,592 unit)
Produksi May 2009 – Feb 2010
MHRGB3***9J000006 ~ 007186
MHRGB3***AJ000001 ~ 001229

Silahkan cek masing – masing STNK dan melihat nomor rangka/NIK/VIN, apakah mobil Anda termasuk dalam daftar yang masuk dalam program penggantian komponen Freed, Jazz dan City.

Sebagai contoh, Freed saya memiliki nomor rangka MHRGB3***AJ102*** (dibeli pada bulan November 2011), karena Freed dengan nomor rangka AJ000001 sampai dengan 001229, maka mobil saya tidak masuk dalam program penggantian komponen ini karena sudah lewat dari AJ001229.

Untuk lebih jelasnya dapat langsung menuju pranala/link sumber yang tersedia dibawah ini.

Sumber:

Informasi resmi program penggantian komponen Honda-Indonesia.com