Honda Accord Rebaixado + Rodas "20"

Honda Accord Rebaixado + Rodas "20"

2011 Honda CR-V

Honda’s most sought after vehicles especially for those families who are looking for the most practical and economical vehicle that they can use. The CR-V may not be that physically attractive inside and out since it is a little bulgy in appearance and looks more like a mini-SUV, but this vehicle is definitely ideal for those customers who are looking for a more versatile and spacious vehicle for their family. No wonder Honda came out with the 2011 Honda CR-V and as a result, this car model has made it into the top 10 best selling Japanese cars in December, 2010.
Achieving such status just proved that the 2011 Honda CR-V is a very popular one. Well, one of the main reasons for such achievement is believed to be attributable to its price, which is around $ 21,695 only. The car may not be as exciting as the other vehicles in the market, but this will be an excellent choice for families who need a perfect car for their needs.


As mentioned, the CR-V used to look like a mini-SUV. However, its last redesigned has changed it a little bit and made it into a more compact replacement to minivans that comes with the hinged doors and a slightly more rounded roofline as well. The 2011 Honda CR-V does not really vary that much as compared with the 2010 model.
To give you an idea of what the 2011 Honda CR-V promises, here are some of its specs:

    * comes with a 2.4-liter I-4 with 180 horsepower engine
    * available in a five-speed automatic transmission
    * comes with safety car features such as anti-lock disc brakes, an antiskid system, side curtain airbags along with side airbags, stability control and an available back-up camera as well
    * fuel economy remains at 21 mpg on the city and 28 mpg on the highway

In addition to this, the 2011 Honda CR-V also comes with a clean design and pretty good material quality. And best thing about this vehicle is that it has ample space and cargo capacity making it very ideal for those families who love to travel and who are always on- the- go.

Wallpapers 2011 Honda CR-V

Wallpapers 2011 Honda CR-V

Wallpapers 2011 Honda CR-V

Wallpapers 2011 Honda CR-V

Wallpapers 2011 Honda CR-V

Wallpapers 2011 Honda CR-V

Wallpapers 2011 Honda CR-V

Wallpapers 2011 Honda CR-V

Wallpapers 2011 Honda CR-V

Wallpapers 2011 Honda CR-V

Wallpapers 2011 Honda CR-V

Wallpapers 2011 Honda CR-V

Wallpapers 2011 Honda CR-V

Wallpapers 2011 Honda CR-V

Wallpapers 2011 Honda CR-V

Wallpapers 2011 Honda CR-V

Wallpapers 2011 Honda CR-V

Wallpapers 2011 Honda CR-V

Honda Ridgeline - efficient machine at an affordable price

 Virtually unchanged from last year, the 2011 Honda Ridgeline continues to stand alone as a niche product in the pickup truck arena. Although classified as a standard pickup truck by the EPA, which lumps it in with the likes of the Ford F-150 and Chevy Silverado
, its exterior dimensions really fall somewhere between standard pickups and compact pickups including Toyota Tacoma and Nissan Frontier. Like the Ford Explorer Sport Trac, Ridgeline is tough to pigeon hole.

More speculation surrounded the 2011 Ridgeline than the possibility of a Palin 2012 presidential run. At one point Honda execs seemed to indicate that 2011 would bring a total redesign for this pickup first introduced as a 2006 model. But hold the phone; Honda then clarified things by saying Ridgeline would return as is for 2011. Will the total redesign come for 2012? Maybe and maybe not. Although through the first nine months of this year Ridgeline sales are up marginally from the same period in 2009, the total for 2010 is on track to be roughly 15,000 units. With an original marketing plan based on 50,000 unit sales per year, Ridgeline's future could be in some jeopardy.
In the meantime, the 2011 Ridgeline is, in nearly every respect, a terrific choice for people who don't need the towing or cargo capacity of a full-size pickup. As with its size, Ridgeline's price also stakes out the territory, with some overlap, between full-size and smaller pickups. My test Ridgeline was the top-of-the-line $37,610 RTL with Navigation. Prices, however, begin at $29,680 for the RT. There are also the RTS and RTL without Navigation arranged between the highest and lowest priced versions. As with other Honda nameplates, there are no factory options for the specific trim levels. Gaining more content requires moving up to one of the more expensive trims.
The only configuration Honda offers is a four-door crew cab with a five-foot cargo box.
Propelling every Ridgeline is the same 250-horsepower 3.5-liter V6. The transmission doesn't vary either; engine output is escorted to all four wheels via a five-speed automatic tranny. The AWD system is intuitive and engineered for foul weather. It doesn't provide a 4-wheel low gear for the serious off roader. An extra-cost wiring harness is required, but Ridgeline will tow up to 5,000 pounds. Acceleration is leisurely, but determined. You don't need to worry about being run over by the traffic behind you when the light goes green, but you won't be blowing the doors off of the Toyota Tacoma next to you either.

Because the Ridgeline is bigger and heavier than it looks, its fuel economy isn't significantly better than a full-size pickup. On the flip side, it is only marginally worse than a smaller pickup. The EPA estimates its mpg at 15 mpg in the city and 20 mpg on the highway. These are the same EPA numbers scored by the V8-equipped full-size Toyota Tundra CrewMax pickup, and nearly the same EPA ratings of the V6-equipped Tacoma Double Cab 4WD at 16 mpg city and 20 mpg highway.

Decidedly car like in its road manners, Ridgeline sacrifices some of the utility and ruggedness of full-size pickups for a more pliant ride and relaxed handling. Key elements of its four-wheel independent suspension are MacPherson struts in front and a multi-link setup in the rear. Managing to absorb most pavement inconsistencies, the underpinnings also help keep this pickup tethered to the asphalt when cornering. Eighteen-inch alloy wheels wrapped in all-season rubber are standard on the RTL. The other trim levels get 17-inch ones.

Antilock disc brakes on all four wheels bring Ridgeline to controlled stops. Traction control and stability control are built into the package, as are electronic brakeforce distribution and emergency braking assist.

Even the low-end RT comes standard with six airbags, air conditioning, full power accessories, cruise control, tilt steering wheel, power-sliding rear window and a six-speaker audio system with CD player. By the time you work your way up to the RTL you also get dual-zone automatic climate control, leather-wrapped steering wheel with redundant controls for the upgraded seven-speaker audio system with in-dash six-disc CD player, satellite radio and auxiliary input jack, leather seating with heated front seats, eight-way power-adjustable driver's seat, and Bluetooth connectivity. The RTL with Navigation, of course, comes with a GPS-based nav unit.

The cabin is comfortable and fairly roomy. Legroom front and rear is decent. The split 60/40 rear seat has bottom cushions that fold up to reveal storage compartments. Straightforward, all the controls are easy to find and use. The layout of the dashboard is uncomplicated.

Two unique cargo-box features are worth mentioning. The first is the dual-operation tailgate that either folds down or swings open from the side. The other unexpected feature is the 8.5 cubic-foot lockable storage area beneath the cargo floor. It can function like the trunk of a car, or it can even be filled with ice and beverages for tailgating thanks to its drain plugs.

If you need a pickup for heavy-duty towing or other rugged work-related chores, Ridgeline might not be the best choice. However for drivers who only need a truck for light duty or the occasional weekend job-jar task, Ridgeline should be more than adequate. The rest of the time it will play the part of people mover without breaking the bank.

by Russ Heaps - MyCarData

2011 Honda CR-Z - looks like a sci-fi CRX

That comment just about sums up what the 2011 Honda CR-V looked like to gearheads who saw it at a Saturday night cruise-in.

Drawing on the nostalgic love for that spritely little (2,109-lb), 108-hp (1991 Si) CRX of 22 years ago, Honda stylists used some sci-fi imagineering to come up with a shape that looks like a classic transformed. Then they remembered it’s the 21st Century and even car geeks want some green with the sheen, and put that body atop a hybrid platform.
The result - “That’s fine,” said another at the cruise-in. A huge thumbs up was the word from a passing Nissan Sentra with some tuning goodies, while my one gas station stop as well as my driveway and stores netted “How do you like it?” from many more.
So watts my opinion on the Z? Let’s C.

* CR-Ztyling – Honda calls the CR-Z’s design a "one-motion wedge" body with a low hood and an aggressively wide stance. I see some S2000 in the very low, wide-mouth grill flanked by angled Xenon headlights, front air dam winglets part of the side air vent/fog light design. The long hood’s power dome shape is framed by design lines that run off the grill, while flat-edged flares neatly frame five-spoke alloy wheels on Dunlop rubber. The hood also accentuates the raked windshield and CRX-style roofline, which ends in a familiar (new) Insight hybrid-high, almost horizontal fastback glass hatch. The very short tail gets a vertical CRX-style rear window framed by wedge LED taillights over a high rounded rear bumper with gray aero undertray. The tapered side window is accented by a set of design edges that slash off the front fender flares to give the flanks a dynamic feel. There is some of the slick fish-shaped first-generation Insight in there, all for aerodynamic cleanliness.

It flat-out is the slickest-looking Honda out there right now, looking fast even while it’s sitting still, with a superb pearlescent white paint job and typical Honda fit and finish.

*Honda habitation – Get through the long door, ducking under the low roof and drop into the silver cloth-weave high-back bucket seat, and it’s pretty slick inside too, all derived from the Tokyo Motor Show CR-Z Concept. The black over gray design wraps around the driver, the dash top precise hard and soft touch plastics. Like the S2000, the three-spoke tilt/telescope steering wheel gets all needed controls in pods on either side, while the wheel has stereo, cruise, voice command, trip computer and Bluetooth cellphone buttons, all backlit in blue at night. Gloss piano black panels accent the side pods, with traction control, power mirror and mph/kph speedometer adjust on the left, a big soft-touch temperature knob with neatly integrated fan and mode buttons and a petite LCD display grace the right side. But it’s what you see through the thick black leather-clad wheel that is the coolest – a futuristic, readable digital dash with a floating 3-D speedometer ringed by an 8,000-rpm tach. The speed reading is reflected in a mirror from a hidden LCD display above, but it’s what rings it that is even cooler. That outer ring glows green (efficient) when you drive economically, transitioning to aqua, then a deeper blue (less efficient) the more you hammer the drilled alloy gas pedal. Switch into “Sport” mode and it become a baleful red eye, the engine modes selected via gloss black buttons on the left pod. Flanking the center display are digital bar graphs for battery charge and charging/electric assist mode on the left, with the trip computer display in the lower right. Everything is framed in laser blue lines.

A familiar 6.5-inch LCD navigation touch screen resides dash center under a door that hides a rubberized cargo nook. It controls a good 360-watt AM-FM-CD audio system with seven speakers, subwoofer in the trunk. Audio as well as navigation and basic climate control are voice controlled as well. Smoked chrome accents the door handles and the lower center dash storage area, where a deep rubberized tray and another cargo nook live with a USB iPod hookup inside. An MP3 audio input jack and 12-volt outlet are below. There are two cup holders forward of the leather and alloy gear shifter, and one more at the back of the slim center console. The seats that flank it are firm, grippy and suitable for a sporty coupe, with manual height adjustment for the driver.

In back, don’t look for seats. The North American CR-Z gets two large carpeted storage bins behind the front seats instead. Fold the rear “seat back” down, those bins becomes covered, while the trunk hidden under a security cover expands to a decent length. With a wide, high hatch opening, you can pack a lot. The problem with the split rear window – the bar in the middle blocks rearward vision, and my sightline while lane changing was a bit occluded by the rear side pillars.

* Honda hybrid hauling – While this may look like the second coming of the CRX, under the bonnet is where dreams of a hybrid super-coupe pale a bit. A 1.5-liter i-VTEC 4-cylinder engine chugs out 113-hp itself. A 10-kilowatt electric motor is at the back end, all hooked to the first six-speed manual transmission in a hybrid. At full boost, there’s 122-hp and 128 lb-ft. of torque between 1,000 and 1,750 rpm. Punch it in Sport mode (IMA power delivery curve increased at lower RPM, with electronically recalibrated steering effort for a performance feel), and 60-mph comes in 9.7 seconds. We had a precise Honda-good manual gearbox, and some tire burnout if stability/traction control is off – good torque and a great exhaust snarl. Do it too many times and the battery gets depleted. Launch in Eco mode (smoothes throttle inputs, reduces air conditioning impact on fuel consumption and activates idle stop sooner) and it’s like part of the power stayed home. Passing maneuvers need to be planned ahead, while the a/c was cut back. Tapping from Sport to Eco mode usually put on the a/c in recirculate function to keep it cool. The CR-Z also found it hard to stay at a cruise control-selected speed in Eco mode, slowing down a bit on hills. Normal cycles between Eco and Sport as needed.
Driven in Eco, the best we saw was 38-mpg. Driven hard in Sport, it went down to 34-mpg. The electric motor adds power in passing and acts as a generator during braking or coasting to capture power to recharge the 100.8-volt nickel-metal hydride battery pack. The gasoline engine shuts off under 20-mph and at stop, then fires up as you let off the clutch quite seamlessly. Unlike the Prius and other hybrids, the CR-Z never travels on electric alone, only uses the motor for added passing power or to charge the battery pack mounted low under the rear floor. We did obey the upshift/downshift arrows to keep fuel mileage up – most of the time. Compare: a Civic Si is just shy of 200-hp and hits 60-mph in a satisfying 7 seconds. A Honda Insight will hit 60-mph in a bit under 11 seconds, while a second-generation 117-hp Honda Fit does it in about 10. A 120-hp Ford Fiesta did it in 10. And a turbocharged 140-mph diesel Jetta did it in 8.9 seconds. Fuel mileage for them was between 33-mpg (Fiesta) to 43-mpg (Insight). You can get an automatic Continuously Variable Transmission with paddle shifters on the CR-Z.

Under the slick 160-inch wedge body, a front McPherson strut suspension with aluminum control arms and a rear H-shaped torsion beam suspension with trailing arms, holding up a light 2,637-lb. coupe. The ride is firm but supple, the Dunlops grippy. The low center of gravity and wide track make the car fairly fun to run around twisty bits, hanging in well in turns. Push hard and there’s understeer, but turn off the stability control and play with the throttle and you can let the tires work and rotate the CR-Z into turns. The brakes, with ABS and electronic brake distribution, had a responsive pedal and gave us decent stops with no fade from the ventilated front/solid rear discs. The electric power-assisted rack-and-pinion steering had a decent precise feel, but not as responsive as other Hondas I know.

* Honda dollars – A base Honda CR-Z starts at $19,200, while our CR-Z EX with navigation started at $22,560. They all come with dual-stage, front airbags; front-side airbags, side-curtain airbags and a tire pressure monitoring system, stability control, AM-FM-CD audio, automatic climate control, power windows and door locks, remote entry and cruise control. Our EX added the 360-watt audio system, leather-wrapped steering wheel, navigation with voice recognition. Add the lower rear diffuser and tailgate spoiler, and it was $24,256 with destination fee. For comparison, a base 4-door Insight starts at $20,000, a Prius $21,000 to $27,000, and a Fit Sport with Navigation starts at $19,000. Heck, a 121-hp Mini Cooper is $21,000 equipped about the same, gets similar mileage ratings, and is also more fun to drive

*Bottom line – I love the CR-Z’s looks, fit and finish, futuristic-yet-usable interior and space for two and stuff, as well as its plus-30-mpg mileage. I even like it as a sportier alternative to a hybrid Insight or Prius, because the CR-Z’s looks are cool but not nerdy. But when a Fit or Ford Fiesta has more room, almost as good mileage and is plain more fun to drive, looks may not be everything.

2011 Honda CR-Z EX
Vehicle type - 2-passenger hybrid sports coupe
Base price $22,560 ($24,256 as tested)
Engine type – aluminum SOHC 16-valve i-VTEC in-line 4
Displacement – 1.5-liter
Horsepower (net) 122 @ 6,000 rpm
Torque (lb-ft) – 128 @ 1,000 to 1,750 rpm
Transmission – 6-speed manual
Wheelbase – 95.9 inches
Overall length – 160.6 inches
Overall width – 68.5 inches
Height – 54.9 inches
Front headroom – 36.9 inches
Front legroom – 42.7 inches
Cargo capacity – 25.1 cu.ft. w/rear partition down
Curb weight – 2,654 lbs.
Fuel capacity – 10.6 gallons
Mileage rating –31 mpg city/ 37 mpg highway
Last word – Looks like a jet fighter and fun to drive, but needs more CRX

By Dan Scanlan - MyCarData

Honda CR-Z - Only takes two to tango

Let’s just put aside the fact that the sporty little two-seat 2011 Honda CR-Z hatchback is a hybrid. Let’s think of it as a stylish, diminutive, agile machine with scads of cargo space (25 cubic feet) for its size. Let’s think of it as a fun, go-anywhere car that just happens to derive exceptional gas mileage of 31/37 or 35/39 depending on transmission choice.

Let’s think of it — at least in six-speed manual mode — as a fun-to-drive darter that looks great, is a hoot to drive and takes up small spaces in crowded parking lots. But a word to the wise: the giant sized coupe door can make ingress and egress a challenge in tight spaces.

Oh, and by the way, it carries a hybrid drivetrain similar to the one Honda incorporates in its sub-compact Insight sedan. The fact that it doesn’t hit 40 miles to the gallon has seemed to stress several of our colleagues. That’s of no concern to us. We do agree with those same reviewers that the CR-Z is not — at least in the conventional meaning — a sports car.
It is not a front-wheel drive reincarnation of the recently departed rear-driven and high-revving S2000. But it's a blast to toss around, nonetheless. More than adequate handling on the winding roads and nimbleness in stop and go city driving are its strongest suits. And it can easily achieve 35-mpg-plus in everyday driving. Frankly, we don’t care if that very appealing mileage comes from a mild Honda hybrid or from a very frugal 4-cylinder engine.

What Honda has done is come up with a modern version of its popular little CRX, produced from the mid ’80s to the early ’90s. If CRX production had continued, the CR-Z is how we envision the car evolving. Unfortunately CR-Z inherited the one thing we didn’t like on the CRX, the split sightline through the rear hatch.

The CR-Z alters the hybrid formula that says all vehicles with a hybrid drivetrain must have four doors and seat at least four adults. Yes we do remember that short-lived Honda two-door hybrid experiment in 2000, the small Insight that got incredible mileage.
Since then nothing in the affordable mainstream has boasted any kind of sporty pretensions. Everything up until now has been serious gas-sipping business.
The CR-Z makes perfect sense for the person who doesn’t need more than two seats and who is loath to spend a big chunk of their disposal income for transportation; here retail prices range from around 20 grand up to about $24,000.

The CR-Z is built on the current compact Insight sedan hybrid platform and uses the same Integrated Motor Assist mild-hybrid system. It shares its structure and suspension design but is a foot shorter with a widened track and reduced height.
It gets a slightly bigger gas engine than found in the Insight; a 1.5-liter 4-cylinder that produces 112 horsepower and 107 pound-feet of torque and an electric motor that generates another 13 horsepower and 58 pound-feet of torque.

The biggest difference is that the CR-Z can be purchased with a 6-speed manual transmission option, the first hybrid with a shift-it-yourself gear box, and it’s what makes the CR-Z drive like a conventional 4-cylinder. The continuously variable transmission (CVT) as found in the Insight is also available for those who must have an automatic.

There are also choices in the driving scheme. Before pushing the CR-Z hard, activate the “sport” mode via a button to the left of the steering column. Throttle sensitivity is increased, the steering tightens and the electric motor provides more assistance. This will not produce blistering starts, but it gives the CR-Z a good feel measured in a 0-to-60 time in the mid 9-second range.

For optimum fuel sipping use the “Economy” mode. In Econ, throttle response is dulled (you can definitely feel the difference), fan speed is turned down and the compressor used for the air conditioning is minimized, and power and torque are reduced by 4 percent.

The third choice is “normal” a middle of the road contrivance, so to speak. It offers better fuel economy than “sport” and a better drive than” econ.”
Steering feel with the electric power steering is very good, as are the car’s overall handling characteristics. Compared to most economical two-door hatchbacks, it acquits itself quite nicely, capable of inducing a smile on a somber day.
The ride is good — we would say, smooth — as well despite the coupe’s short 96-inch wheelbase. The fact that the suspension is not tightened down surely contributes to a bit more body roll on the fast curves, but overall the CR-Z handles the twists and turns of back-road driving in a satisfactory manner.

We like the gauge layout with its large digital speedometer front and center, surrounded by the analog tachometer. Hybrid gauges are on the left and the gas gauge is on the right.

We found getting a satisfying seating position with the manual seat adjustments an easy task. The seats are wide and comfortable. The hatch opens wide for excellent cargo storage, limited only by the curving back glass. A covered rear cargo divider is a neat touch allowing occupants to hide their stuff while away from the car.
What the CR-Z doesn’t have are a sunroof option (we can very easily live without that), heated seats, keyless ignition, and back seats. Honda has experience with the two-seat hatch concept and it has put its knowledge to good use with the new CR-Z. But where do you put the baby seat? The answer is not in the back of this car. In the Japanese domestic market and in Europe the rear package tray has cushions ensconced in the cutouts and the appropriate belts. Not so here, Honda believing that the area is so small that Americans would never believe it’s a real 2+2 considering that a small dog would have fits trying to get comfortable. The area as is will hold two moderately filled grocery bags.

The CR-Z can be outfitted in top EX trim with Honda’s very intuitive and useful voice-activated navigation system, steering wheel controls and satellite radio. Also included in the EX are full power accessories, automatic climate control, tilt-and-telescoping steering wheel, cruise control, xenon headlights and a decent-sounding six-speaker audio system.

The standout thing here is that the best CR-Z available goes out the door for a very reasonable $23,310 with the manual transmission or $23,960 with the CVT, including destination charge.

If you can get by with two seats, the CR-Z is a dandy, fuel-efficient, affordable machine that you won’t tire of driving. And forget about the hybrid thing. Just rejoice in good gas mileage, good performance and damn good looks.
By Jim Meachen and Ted Biederman - MyCarData

Honda Pilot - A solid performer that could use a tiny update

A pilot is the person who guides an aircraft or ship into safe harbor, using their skills to do the job.

Back in 2002, Honda decided to use its comprehensive skills as an automaker to bring out its first family-size crossover, called the Pilot, after ironically losing its SUV way rebadging an Isuzu as an one of its own.

In 2009, the second generation Honda Pilot flew down the runway, expanding in size, content and tech as others like Ford (Flex) and GM (Chevrolet Traverse, plus its Buick, GMC and Saturn cousins) came out with 200-inch-plus 8-passengers crossovers themselves.
In a world where most cars and trucks are getting bigger (three inches in length and an inch in height and width for Honda’s) how is the latest version of the latest Pilot flying in 2011?

· Honda haberdashery – Here’s a unit body construction crossover that still looks like a traditional boxy SUV, and doesn’t look all that different than the first version, even after its 2009 redesign. It begins with a squared-off nose with conspicuous chrome-framed grill with floating brushed alloy centerpiece flanked by big headlights over a sculpted bumper with lower air intake and black-trimmed brush guard. Angular front fenders have big flat-edged flares framing 17-inch tires on six-spoke black and silver alloy wheels. There’s some rake to the windshield, its frame flowing nicely into the fender accent lines flowing off those bigger headlights. The flanks are relatively flat bar some center line sculpting above the black and chrome side rub strip and tucked-under sill, with petite mud flaps front and rear. The back end is boxy, with rectangular taillights that wrap around, the smoked glass rear window on a top-hinged power hatch with lift-up glass window, step bumper and twin chrome pipes. It looks a bit plain, but solid and unassuming in its well-applied alabaster silver paint job with Honda’s usual attention to fine fit and finish. Some, like my wife, said it looked big.
· Honda habitat - Our all black hard plastic dashboard had silver accents here and there, and a translucent aqua-green overlay on the center stack. But it’s the big central 140-mph speedometer with white backlit LCD trip computer display, flanked by an 8,000-rpm tach on the left and gas and temperature gauge on the right that caught my attention. All of the gauges' orange needles seem to float on the icy white luminescent background under glass printed with the numbers. It’s viewed through a tilt and telescope steering wheel with thick leather rim and stereo, cellphone, Bluetooth, cruise control, voice control (stereo, navigation, fan speed and other adjustments) and trip computer buttons on its silver-accented center. Parking brake, the park assist sonar and stability controls are on the left. Then we have 48 buttons or knobs on the dash center stack – busy. Inset under a dash top center hood is a big, clear LCD screen for the navigation, Zagat’s restaurant review display, AM-FM-XM-CD-DVD audio system – making it a touch screen might have lessened the buttons. And although you can voice command much of it, the screen doesn’t display lists of possible commands like the next-generation version in the Odyssey minivan we tested, so it’s a verbal hunt and peck. A slim LCD display under it offers dual-zone temperature, vent settings, clock and audio system info. Then there’s all those controls for the superb stereo, CD/DVD and dual-zone a/c and rear climate control, plus seat heaters. The storage nook under that is hard plastic, and noisy if you plant a cellphone or iPod there. Then there is Honda’s familiar twist-and-tap knob for the LCD screen's systems, with separate select buttons for audio, satellite navigation, menu, setup and screen illumination. It works fine, but it’s time to move ahead and lessen the buttons. A high-mounted gearshift is on the left, a 12-volt outlet to the right. The wide center console has a sliding door that shows off, or hides, two storage spaces and two cup holders, with another 12-volt power outlet, 110-volt outlet, an audio jack for MP3 players and a cabled USB port for thumb-drives and iPod connectors under the center armrest. The glove box is OK, the door map pockets small, with water bottle slots under backlit window controls. Living is comfy up front in the Pilot’s seat, supportive with power adjustments and two memory presets for the driver. They are also at a nice height to climb into. The second-row seats were very roomy thanks to a three-inch wheelbase stretch in the 2009 redesign, even offering room for three if the center armrest is stowed. There’s rear a/c controls and vents as well as A/V inputs for video cameras or gaming systems, plus three headphone jacks with volume and two wireless headphones for the overhead DVD system. Like the Odyssey, the DVD system's remote works docked overhead, or in your hand. And Honda’s Active Noise Cancellation meant we heard some pleasant engine snarl and tire noise, but it remained fairly quiet inside. The second-row slides for more room for third row residents or to access that back row, although once there, there’s just enough room for two moderate-size folks, but leg room is tight and it is none too easy to get back there. There’s also side window manual sun shades. Aft of them, the 18-cu.ft. cargo area behind is plenty big, with a deep hard plastic storage bin underneath with cargo net. The third row splits and folds for a flat carpeted floor, and the second row down the same for lots more (87-cu.ft) space, wide enough for a 4-foot board. Another 12-volt outlet and remote power rear door add to the design, as does the handy separate glass window and a hatch high enough for tall folks to stand under.

· Pilot power – The familiar 3.5-liter i-VTEC V-6 had a decent 250-hp hooked to a smooth-shifting 5-speed automatic. That gave our 2,500-mile-old test Pilot smooth passing power and 60-mph in 8 seconds. That’s about the same as a three-row, 275-hp Buick Enclave, while a 230-hp Mitsubishi Outlander GT did it in 7.7, and a 276-hp Kia Sorento EX did it in 7 flat with an average 20-mpg. The Honda has Variable Cylinder Management that transparently cuts the V-6 to three cylinders at speed, telling us with an “ECO” on the dash and about 18-mpg overall – OK, not great. With a platform that can be traced to the Odyssey minivan, you’d expect the Pilot to drive nicer than the SUV it looks like, and that’s right. McPherson strut front and multi-link rear suspension and a stiff unit body construction, plus our four-wheel-drive with a center differential lock mode button in first or second gears (up to 18 mph). It was pretty nimble, leaning a bit then staying there, the front-wheel-drive biased four-by-four system hanging on OK with stability control visiting, a touch of understeer when pushed. Off-road, the Pilot went up and over berms and easily went through minor muddy or sandy trails, but we heard fallen branches touch its underside. VTM-4 directs power to the wheels with the most traction, and that was really handy in a drowning thunderstorm. With its standard towing hitch receiver, our 4-wheel-drive Pilot will tugboat up to 4,500 pounds. It will also get down a dirt road with a supple suspension absorbing bumps without bounce or rattle. The Mitsubishi Outlander Sport we recently tested was also pretty nimble, while the Sorento was a bit softer. Power steering had a nice feel, while the brake pedal had a reassuring feel, with a bit of nose dive on hard braking and minimal fade.

· Pilot payments – There’s four model choices (LX, EX, EX-L and Touring), the base two-wheel-drive LX starting at $28,045; our top of the line Touring with the navigation and rear DVD was $40,395. That includes three-row side curtain airbags with a rollover sensor; driver's and front passenger's side airbags and anti-lock brakes with electronic brake distribution and brake assist. Other standards are front and rear air conditioning with air-filtration, keyless entry, digital compass, auto on/off headlights and side-mirror integrated turn indicators, built in Lincoln, Alabama. A Buick Enclave CXL is about the same, while the Outlander and Sorento are less.

· Bottom line – The new Honda Pilot isn’t changed much from its 2009 intro, and that’s OK. It isn’t luxurious – buy an Acura MDX if you want more. But its clean, comfortable, precision built and comfortable to drive, with everything you need to haul people and poundage. But it is time to move that navigation/audio interface to a less button-happy level. And a six-speed transmission would be nice, and maybe more fuel-efficient.
2011 Honda Pilot Touring

Statistics:
Vehicle type - 7-passenger compact crossover sports utility vehicle
Base price - $40,395 (Same- as tested)
Engine type – aluminum SOHC 24-valve i-VTEC V-6
Displacement – 3.5-liter
Horsepower (net) - 250 @ 5,700 rpm
Torque (lb-ft) - 253 @ 4,800 rpm
Transmission - 5-speed automatic
Wheelbase – 109.2 inches
Overall length – 190.9 inches
Overall width – 78.5 inches
Height – 72.7 inches
Front headroom - 40 inches w/sunroof
Front legroom – 41.4 inches
Center headroom – 39.8 inches
Center legroom – 38.5 inches
Rear headroom – 38.2 inches
Rear legroom – 32.1 inches
Cargo capacity - 18 cu.ft./47.7 with rear seats flat/87 w/2nd and 3rd row folded
Towing capacity - up to 4,500 lbs.
Curb weight – 4,608 lbs.
Fuel capacity - 21 gallons
Mileage rating - 16-mpg city/22-mpg highway
Last word – A solid performer, that could use a tiny update
By Dan Scanlan - MyCarData

Honda Accord - A solid choice

The challenge for manufacturers of popular mid-sized segment sedans is how to keep them fresh in the last year or two of a typical five-year cycle against all-new products especially from competitors who are on a different schedule.
Just such a challenge faces Honda and its popular Accord, a perennial best seller in the U.S. The Accord was at the top of its game as an all new 2008 model when it entered showrooms in the fall of 2007. In an effort to keep it fresh, Honda for 2011 has revised the front and rear styling — areas that cried out for attention — tweaked the switchgear, increased fuel mileage, and developed a new SE (Special Edition) trim level that Honda hopes brings the right mix of equipment for the least amount of cash.
We spent some time in the Special Edition (SE), which is powered by the base 4-cylinder engine and carries a bottom line of $24,480. If the SE doesn’t suit, you can still get the 2011 face-lifted Accord in numerous trim levels ranging from around 22 grand up through $32,000, and with three engine choices as well as a full range of amenities dictated by taste and pocketbook.

Hondas for years have been solid choices regardless of model. They are as reliable as the best of the competition and they have strong resale value; usually offer a good dealer experience for the most part, feature excellent gas mileage, and provide a comfortable drive.

For most people those are exactly the things they most covet in a vehicle. And so it is with Honda’s sales leader, the Accord. The problem for Honda is not so much its current mid-sized offering as it is with the competition which has strengthened considerably this decade making every manufacturer struggle to keep up in the huge and profitable segment.

Accord recognizes that gas mileage is at the forefront, and with such new offerings as the Ford Fusion (33 mpg) and hybrid (41 mpg), the Hyundai Sonata (35 mpg), the Chevrolet Malibu (33 mpg) and the Toyota Camry (33 mpg) and hybrid (35 mpg).

In an effort to keep up, Honda has managed to squeeze more miles out of a gallon of gas regardless of engine configuration. The most fuel efficient is the 2.4-liter 4-cylinder with 177-horsepower. It is now rated at a competitive 34 mpg highway and 23 mpg city. That’s a rather significant improvement from 2010 when the same engine was rated at 31/21. Likewise, the V-6 goes from 19/29 to 20/30.

Honda has pulled a few magic tricks out of its engineering bag to gain the mileage increases including reducing internal engine friction, revising the automatic transmission gear ratios, and improving aerodynamics.

While we have written about several Accord models over the past four or five years we discovered this time around that we were remiss in not giving the smaller engine more credit. We were won over by its decent performance in all areas. It has ample power available to quickly get up to speed on 70 mph freeways, and there is enough urgency to tackle on-ramps and safely pass pesky slow traffic on a two-lane stretch.
The engine’s performance — it has been measured in a solid 9.1 seconds from 0-to-60 — together with its stellar gas mileage and its lower purchase price make it very acceptable in our opinion.

We admit most buyers don’t care if they are driving a five-speed auto or a six-speed, but Honda is probably the only mainstream automaker holding on to the five-gear transmission. Others have moved to the six-speed and had Honda really wanted to tweak the numbers, it probably could have squeezed another mile to the gallon out of the base engine while adding just a bit to performance by moving to the six-speed.

This is one of several areas where the bean counters trumped the engineers.
We like the new styling tweaks, which makes more of a positive statement than anything else. We are not fans of the bulky front end look of many of the current Honda and Acura models, and a new grille goes at least part way in smoothing out the Accord’s styling although the profile with large ponderous overhangs remains the same.

The SE It comes with a fair amount of popular equipment although we were perplexed that a few features that are considered standard in vehicles over 20 grand have been omitted from the SE edition. They include a satellite-ready radio and an outside temperature reading. Here’s the thing — even Honda's much less expensive Civic has for years included an outside temperature reading available simply by pressing the odometer switch. And a satellite-ready radio is now available in virtually every vehicle sold in America.

Since Accord has no stand alone options you will have to move up to the EX-L ($28,105 including destination) to get those features.

This is not to say that there aren’t some fairly impressive features on the SE including leather power and heated seats, leather-wrapped steering wheel, steering-wheel mounted cruise and audio controls, and a full range of safety features.
The Accord remains an impressive vehicle with a luxury-quiet interior and vast stretch-out room in back for passengers. Bordering on full-sized status, the Accord perhaps is the most comfortable of the popular mid-sized entries for four people and their cargo. The trunk will swallow 14 cubic feet of stuff.

We were pleased with the sedan’s non-navigation-equipped dashboard layout. The climate control buttons stretching across the center console are clear and easily useable at a quick glance. Likewise, the audio controls are relatively intuitive after you’ve used them one time.

Although the Accord has aged perhaps faster than what is considered normal — and we have issues with the styling — and it may not be the most snazzy or high tech as some of the newer vehicles in its class but it has a lot of things going for it not the least of which are top notch ride and handling, comfort, reliability and trade-in value. That’s solid!

By Jim Meachen and Ted Biederman - MyCarData

Honda Odyssey – Smart for those in the know

Since the first minivan rolled off the assembly line in 1983 nothing has eclipsed its passenger and cargo-hauling utility. Its car-like driving characteristics and its ability to comfortably haul seven or eight passengers and cargo has made the American minivan the unrivaled champion of family transportation.

Yet the minivan lost favor in the first decade of the 21st Century, unfairly slapped with a mom-mobile label, replaced first by the sport utility vehicle and more recently by the so-called crossover car-based sport utilities. Minivan sales peaked at 1.37 million in 2000 and since have fallen by more than half to around 650,000 in 2009. There was a slight bounce in 2010 and the major players in the segment are expecting some growth.

The reality – no sport utility on the planet can match the minivan’s stretch-out room for two rows of passengers with decent third-row space for two or three more. And minivans have incredible entry and exit accessibility through sliding rear doors.
For most of the last decade the Honda Odyssey has maintained a “best of the best” distinction from owners and journalists alike. This tag should carryover well to the completely redesigned 2011 Odyssey, which we found smooth and quiet, very capable in handling all eventualities of family life adeptly negotiating supermarket and mall parking lots with a tight 36.7-foot turning circle.

Acceleration is as good as any minivan we’ve driven with all models getting a 3.5-liter V-6 developing 248 horsepower and 250 pound-feet of torque. Odyssey is a smooth, quiet, impeccable performer when mated to the six-speed automatic, which comes with the top two trim levels. Even loaded, the Honda is no slouch on the road, capable of 7.7-second 0-to-60 runs unloaded and a quarter mile time of just over 16 seconds. In fact the 0-to-60 and quarter mile times show that the Odyssey and the newly minted 2011 Toyota Sienna have nearly identical performance.

The big news here is that Honda, through cylinder deactivation and a more aerodynamic exterior, has achieved best-in-class gas mileage that trumps the Toyota by a mile per gallon in city driving and four mpg in highway cruising. That’s certainly a big bragging point. The EPA says expect 19 city and 28 highway on regular gas — with the six-speed automatic — in a large vehicle weighing in at 4,560 pounds.

Where we take issue with Honda. While putting the new, modern six-speed automatic in the top-of-the-line Touring ($40,755) and Touring Elite ($43,250) editions, it left the old five-speed in the five lesser models starting at $27,800 and ranging up to $36,450. The five-speed cuts performance slightly and reduces gas mileage one mile per gallon. And, unfortunately, neither transmission has the manual shift mode, handy on those pesky mountain grades.

Then there’s the Odyssey design, a rather quirky design that may drive would-be buyers away before they ever set foot on a Honda lot.

Honda has been pushing the design envelope — the wrong way in our opinion — in recent years with the big-blade grille (think Acura) and with the ponderous so-called pedestrian-friendly front ends (think Accord). This time around there is nothing wrong with the front, and, in fact, we like the grille treatment with a huge Honda “H” prominently displayed.

It’s the mismatched rear and side panels that have the automotive world buzzing. The mismatch creates what Honda calls a “lightning bolt” look, but on first glance it looks like a vehicle pieced together from a salvage yard. Honda says it allows for a bigger window for third-row passengers.

At the same time, Honda kept the sliding door “gash” on the rear panel, something other manufacturers such as Chrysler and Toyota have sought to hide under the window for a more streamlined appearance. Honda says hiding the gash requires moving the door motors, which cuts into passenger shoulder room. At least the Honda designers took a bold approach making the gash large to the point of including it into the styling statement.
Styling is a matter of taste and tastes vary. When we first saw the van in pictures we were aghast, but after living with an Odyssey for two weeks, we have — perhaps inexplicably — come to grow fond of the look. Go figure. If we were in the market for a new people mover, the Odyssey design would not put us off.

But even if we had reservations, the new Odyssey is so good in the ways that really count — user friendliness, performance, quiet comfort and frugality — that we would be forced to put it at the top of our shopping list.

The new van also features a strengthened sub-frame that allows for softer suspension bushings resulting in better ride quality and an impressively quiet interior. On one of our longer test drives we shut down the very good 650-watt audio system simply to enjoy the luxury of one of the quietist interiors available in America for less than 50 grand.
Honda has insured that the Odyssey’s interior accommodations are first class. One feature new to the minivan segment is what Honda calls the “wide mode,” which allows passengers to move the two outboard second-row seats a few inches sideways. This not only offers more comfortable accommodations for bigger people, but aids in strapping in three-across child seats.

Other neat features depending on model include a 16-inch widescreen high-definition entertainment system for second and third row folks that can also accommodate two movies — or games — at the same time; a removable center console with a flip-up trash bag holder; and a “cool box” beverage cooler built into the bottom of the dashboard’s center section. Honda’s navigation system, rear backup camera and blind spot warning system are among the best in the industry; all available on our test vehicle.
Our top trim Touring Elite at $44,030 including destination brought us everything that the Odyssey has to offer. The Odyssey, which starts over $28 grand including destination, is more expensive than most of its competition, but the extra bucks bring a premium product even with its quirky design.

By Jim Meachen and Ted Biederman - MyCarData

Honda Odyssey - looks good and drives good

The Odyssey mini-van is almost a mainstay in the various offerings on the market for families to choose. The 2011 model is the first year of the fourth generation – simply explaining that Honda did some changes to this year’s model.

Our test model was the top-of-the-line Touring Elite, which was outfitted with almost every technological whiz-bang available. Honda threw everything in this trim level except the kitchen sink. Literally, they even added a cooling box for drinks – much like the old style ice-box. The test model color was a very attractive Celestial Blue with a contrasting gray interior.

The re-designed styling has a few observers thinking it is too modernistic and they like the older, box shape better. I like the new look. There is more of a sculpted appearance in the front that makes it look like a Roman nose in between two broad shoulders. Perhaps it is a reflection of a strong and caring father caring for his family.

The sliding door tracks on the side of the van are interesting. Again, there is a lot of verbal controversy over whether the tracks should be cleverly hidden under the window frames or not. Honda chose to almost highlight the narrow gash running to the back, but they did a very good job of making the open track a part of the “moving-forward” look. The open tracks have become a styling feature that accelerates until the top of the taillights are reached.

The test model Odyssey was powered by a 3.5 liter, 24 valve, V6 engine that provides 246 horsepower. But this is no ordinary, plain-Jane engine. It is Honda’s Variable Cylinder Management engine that shuts off some of the cylinders when there is a low engine load and all the cylinders are not needed. Some of the less expensive trim models have a different engine that does not have this Variable Cylinder Management, but I think it really is a help with fuel economy. A five speed automatic is standard, but a six speed automatic is available, which was included on the test drive model provided by Honda.

Inside the Odyssey, comfort is great. The interior is outfitted with fairly high-quality materials and offers a lot of versatility. Different from most of the other minivans on the market that fold the seats flat into the floor, Honda has an unusual approach. The second row seats actually slide slightly sideways, allowing more access to that third row of seating. The third row seats can be folded down if necessary for more cargo space. Another feature that appeals to me is the middle seat in the second row. It can be pulled forwards, making it more accessible for moms and dads in the front seats to reach back to the latched child seats behind them. Grandparents needing to reach back to help their grandchildren when parents are not with them can almost twist themselves into knots, requiring visits to the chiropractor.

The side doors slide very gently and smoothly, although they are powered. Manual minivan doors usually require a strong pulling or jerking action. When there are small toddlers and sometimes a dog or two, fingers and tails can be caught in that rapidly sliding door. This is just one small part of the many parts of the Odyssey that appeals to drivers hauling small children, whether parents or grandparents.

Interestingly, a study and report showed that crash injuries for children in minivans was about half of the injuries compared in SUV’s. Michael J. Kallan from the University of Pennsylvania School of Medicine provided the analysis in the February 2009 issue of Injury Prevention. He said, “Minivans are an alternative choice as a family vehicle with similar storage and seating capacity to that of many midsize and large SUV’s. … The objective of the study was to estimate the relative risk of fatal and non-fatal crash injuries for children in minivans compared with children in comparable sized SUV’s.”

The Honda Odyssey is almost fun to drive. It has terrific steering. It is a comfortably smooth ride. My test model was EPA rated at 19 mpg city and 28 mpg highway. For a fairly large vehicle that can actually carry eight passengers, this is wonderful mileage. Prices for the base model LX start at $28,580, but the pricing goes up rapidly for the better equipped models. The Touring Elite test had an ultra wide DVD screen, HID headlamps, a blind-spot notification system, and more, but the bottom sticker price hit $44,030.

Minivans may not be the father’s choice for being “with it” and “looking cool”, but it is safe and it offers so much flexibility. Honda has done their homework on this one. The new Odyssey looks good, it drives good, and it has good gas mileage.

By Alan Gell - MyCarData

2011 Honda CR-Z Mugen Hybrid

Honda has officially revealed the 2011 Honda CR-Z at the Detroit Auto Show. As anticipated, the CR-Z finally brings some excitement to the uninspired hybrid segment. Honda says it will bring back the kind of driving joy that hasn’t been felt since the CRX.

The CR-Z isn’t pretty and looks to have combined the styling language of both the CRX and the first-generation Insight hybrid. The futuristic interior styling found in the current Honda Insight and Civic also finds its way into the CR-Z.

The Honda CR-Z will launch with a 1.5L 4-cylinder engine mated to an electric motor. Together, both engines produce only 122 hp and 128 lb-ft of torque. Two transmission are available — a standard six-speed manual and a CVT. The manual gets 21 mpg city and 37 mpg highway, whereas the CVT CR-Z gets 36 mpg city and 38 mpg highway.

The CR-Z won’t be winning us any drag races anytime soon. On paper, it doesn’t sound sporty, but hopefully the manual-equipped model is good around the track. Honda’s “sports” hybrid will be available this summer.

Wallpapers 2011 Honda CR-Z Mugen Hybrid

Wallpapers 2011 Honda CR-Z Mugen Hybrid

Wallpapers 2011 Honda CR-Z Mugen Hybrid

Wallpapers 2011 Honda CR-Z Mugen Hybrid

Wallpapers 2011 Honda CR-Z Mugen Hybrid

Honda CR-V 2010

The Honda CR-V is a compact crossover SUV manufactured by the Japanese company Honda since 1996. It was loosely derived from the Honda Civic to satisfy a public demand for a sport-utility vehicle from Honda. There are discrepancies as to what "CR-V" stands for, with Honda sources in different markets citing different meanings. Though Honda sales literature in UK reportedly makes references to "Compact Recreational Vehicle", other Honda references (including the official Honda Japan CR-V Fact Book and Honda Worldwide) cite "Comfortable Runabout Vehicle". It is produced in both all-wheel drive and front-wheel drive, although in many markets such as the United Kingdom and Australia, only all-wheel drive is offered.


For the 2010 model year, the CR-V receives modest style, powertrain, and equipment changes. The exterior changes include a redesigned front fascia with a new horizontal-slat chrome grille and honeycomb-designed lower front grille, new front bumper, and revised taillights. The rear bumper is also redesigned, as well as new five split-spoke 17-inch alloy wheels for EX and EX-L models. The interior gains minor changes, such as improved seat fabrics, and wider driver & front-passenger armrests. The audio head unit controls are altered and the information display backlighting in the gauges is blue instead of the previous black. USB audio input is standard in the EX-L trim while hands-free Bluetooth connectivity is exclusive to the EX-L trim equipped with navigation system.

Horsepower is increased from 166 to 180 for 2010 and mileage is improved by 1 MPG for both front-wheel and all-wheel drive models. EPA ratings are now 21/28 MPG city/highway and 21/27 MPG city/highway respectively. Prices are increased between $300 and $900 depending on trim level. The 2010 model has gone on sale in the United States on September 10, 2009.

Other Wallpapers  Honda CR-V 2010

Wallpapers  Honda CR-V 2010

Wallpapers  Honda CR-V 2010

Wallpapers  Honda CR-V 2010

Wallpapers  Honda CR-V 2010

Wallpapers  Honda CR-V Interiour  2010

Wallpapers  Honda CR-V Engine 2010

Honda CR-V –affordable convenience & family utility

The Honda CR-V is not a new model being introduced to the marketplace to solve all your transportation needs. It is not the latest whiz-bang for families. It will not be the next challenger for your neighborhood’s most unusual design and attention-getter. What it does, and does it very well, is provide terrific utility for a family at a very affordable price.

Recently, my wife Judy and I had a two wheel-drive 2011 CR-V with a trim-level called EX-L. The exterior color was a nice grayish shade called Urban Titanium.
Honda, wisely, has not upset the apple cart my attempting to re-make the CR-V. This is a tried and true, very popular, compact-crossover. That word “crossover” continues to confuse a lot of consumers, but generally indicates that the vehicle is a SUV-style on a car base platform rather than a truck base platform. The Honda CR-V is simply one of the best-selling small SUV’s in North America. There is some probability that 2011 will be the final year for the CR-V, but there are a lot of unusual happenings in the automotive industry, so we really do not know for certain.

Our test model 2011 model was new, but there really has not been any major upgrade on the 2011-year model over the 2010-year model. For 2010, Honda provided a significant refresh that included a new grill, new bumpers, some more horsepower in the engine, better acceleration, and of course, better mileage. The chrome-trimmed grille looks good, but there have been some who said the grille was too gaudy or the roofline needs to be softened. These “complaints” probably came for jealous competitors. Best-selling anything’s, not just cars, will always receive their share of bad press.

Our daughter Alison and husband Mark took advantage of that Cash For Clunkers campaign and purchased a new 2010 model Honda CR-V. They love it. When their new baby Ryland was expected, the additional cargo space was appreciated. Now that they have to carry half of their worldly goods with them every time they come to visit Grandma & Grandpa. They really praise the attributes and conveniences of their CR-V, and as grandparents, we notice the roominess and flexibility that the CR-V provides for them when they travel with a baby and all the accompanying “stuff.”
Our 2011 test model was powered by a 2.4 liter, 4-cylinder engine that provided a significant 180 horsepower. It was matched with a smooth-operating five-speed automatic transmission. Safety features are abundant in the CR-V including side-impact door beams, front & rear crumple zones, dual-stage airbags, anti-lock braking, brake assist, and Active Front Head Restraints.


Although the CR-V is listed in the Compact Crossover segment of cars, many also consider it a large sedan. It drives more like a small car most of the time, but has the ability to behave like a larger car on the highway. The short wheelbase allows nimbleness in handling. Overall, the ride is smooth and comfortable.
The exterior is fairly standard for the compact crossover segment and most of these vehicles look somewhat alike. The car manufacturers always seek to add some distinguishing characteristic and tell why you can spot their vehicle over another. All that being said, the exterior is fairly common, but could be referred to as slightly quirky. Other manufacturers have probably copied it more than the other way around. Standard features on the EX-L test model included a power moonroof with a tilt feature, rear privacy glass, heated power door mirrors, and a rear window defroster.
The interior of the CR-V is well equipped with a lot of convenient features that help make the drive-time comfortable. Family use of the CR-V is very utilitarian due to the many standard features. The navigation system is one of the best. The leather seating is very comfortable. There is a 10-way powered driver’s seat, heated front seats, fold-down rear seat center armrest, several power outlets, USB audio interface, MP3 input jack, and a 7-speaker audio system. A special feature in the rear cargo area really appealed to me during the test-drive. It was a dual-deck cargo shelf. This was not just a flimsy shelf that was used to cover the back from prying eyes, but a heavy-duty, fold-over shelf for carrying cargo items. The shelf allowed easy accessibility for all the lower area, but a lot of space to place items on an upper level. If the shelf was unfolded, it covered the entire bottom cargo area and could still be utilized for an abundance of heavy items. I found myself using this special feature often during the week.

The EPA rates the Honda CR-V at 21-mpg city and 28 mpg on the highway. My average for the weeks test-drive was about 27-mpg average, which I thought was very good for an SUV. MSRP for the EX-L trim level was $28,685. Bottom sticker price including delivery charges came to $29,425.
I really enjoyed the week’s test drive of the Honda CR-V. Our daughter Alison really likes her 2010 model. The Honda CR-V is simply a well-designed vehicle that provides good performance and special packaging of convenience and useful items, all at a very reasonable price structure. 

Honda Odyssey - Room to spare

Who needs a minivan these days, huh?

With crossovers and people activity vehicles offering lots of high seating positions and station wagon-like cargo capability, it would seem not many do. Then you see a parent, football Dad, suburban office commuter or someone who needs to carry lots of folks in one, eschewing a CUV.

Sure, Ford and GM abandoned the minivan in favor of CUVs, leaving Dodge and Chrysler to soldier on domestically with theirs, plus a Volkswagen version. But Hyundai and Kia have minivans, while Toyota still has one after 27 years, a Nissan is coming, and Honda has offered an Odyssey in its fleet since the first midi version of 1995. Now comes the fourth-generation Odyssey, a veritable cornucopia of technology packaged in a stylish shape that offers lots of versatility and decent driveability.

Does anyone care?

Well, a neighbor with two children and a cocker spaniel crawled all over it when I dropped by to chat, and the owners of a last-generation Odyssey (with four teens) sure liked looking it over stem to stern.

· Odyssey outside – Honda’s newest people mover retains a bit of its familiar three-bar grill nose in the 2011 makeover, but the rest has changed to make this minivan stand out in the school pickup line. The hood line is higher. And that grill is a more aggressive design flanked by upward-angled headlights with a prominent projector lens design, over a faceted bumper with deep lower air intake and integrated angular fog lights – there’s some CR-Z in that face. A design line comes off the top of the headlights and becomes the upward-angled beltline, then zig-zags down like a lightning bolt at the C-pillar that improves the outward view for those in the third row. The jury is still out on that zig-zag. The wheelbase remains the same (118.1 inches) as the 2010 model, but that zig plus a wide (for a minivan) lower sill and the channel cut above it made our gray metallic Honda look longer than the .8 inches it gained for 2011. It is lower than the 2010 model by .4 inches, the windshield starting low on the hood and swept back, the roofline sloping gently aft to the gloss black rear window shade/spoiler. No more factory-installed roof rack – get that dealer installed or leave it off for a sleeker look. Dig that D-pillar shape with angled side window design, the result a thicker pillar back there that didn’t seem to hinder rear visibility. The rear end looks similar to the 2010 version, with big taillights joined by a clear lens strip over the license plate with slim step bumper. Five-spoke alloy wheels wear 18-inch Michelin Primacy rubber. And yes, sports fans, it is wider by more than two inches, so it gains a more muscular stance on the road. It’s clearly one of the most styled minivans on the market outside of the 2011 Mazda5 mini-minivan’s wind-sculpted flanks, and I liked it.

· Odyssey onboard – Honda expects the minivan market to increase as the children who grew up in them in the 1980s now seek one to transport their own kids. It claims many also want some serious luxury, hence an “ultimate-luxury” level minivan, as Honda calls its (and ours for a week) Odyssey Touring Elite. Company PR also adds that it embraces a "cool and intuitive" theme consistent with its increased levels of technology and family versatility. In English, that means a mostly well-designed discrete dark gray over light gray interior with leather seats and nice touches of pewter alloy-like plastic, an evolutionary design. The dash top is hard plastic, but the graining has a nice finish that meshes well with the pewter center band. A leather-clad 4-spoke steering wheel with stereo, cruise, Bluetooth, trip computer and voice command buttons is manually tilt and telescope-adjustable. Under a small angular cowl reside a cleanly-designed 140-mph speedometer and 8,000-rpm tachometer with gray LCD trip computer center stage. To its left are well-placed buttons for the twin power side doors, power rear hatch, sonar parking sensors, blind spot warnings and stability control. To the right, an 8-inch inset color LCD screen for satellite navigation, audio and other functions over a simple three-zone climate control button and display. Under that, a blue-lit LCD display for the audio system, with clock, then the audio system’s basic controls with buttons for 12-speaker, 650-watt AM-FM/XM Satellite/CD/HDD/USB-auxiliary/DVD system. But there is more tech here. The navigation system has a high-resolution display with improved graphics, a 60GB hard drive that replaces last year’s DVD-based system, and the option to import a favorite photograph to use as "wallpaper." In select cities, an FM traffic system displays updated traffic data from certain roads on the map and indicates incidents or construction. If not, XM’s traffic system alerts the driver to accidents and construction. Listen to music via your Bluetooth phone or plug in an iPod and play it via steering wheel controls or voice command as it nestles in a rubberized glove box slot, out of sight and protected. There’s a 15GB hard disk drive that can store about 175 CDs. While the surround sound system is great for those in the front seat, the coolest part is the rear seat’s 16.2-inch Ultra-Wide Display screen with backlit controls that pop out to become the remote. Standard on the Touring Elite, it is the largest ever in a Honda. It shows wide screen movies, or can be split to show a movie on one side and a gaming system or second video source on the other, audio heard via the surround sound, wireless headphones or corded headsets. There’s even a multimedia interface port for attaching high definition players and certain gaming consoles. It looked and sounded superb. But wait, there’s more. Under the audio/video control panel up front, which included a CD and DVD player and rear DVD start/stop button, is a familiar twist and tap knob and audio, map, phone and info button panel to access those functions. Under that, two 12-volt outlets, a slide-out drawer/cup holder and a cool box that fits four bottles or cans and chills them via an air vent. A friend with the last-gen Odyssey said that was great, as was moving the stereo controls higher so a purse stowed on the floor didn’t hit it. The driver gets a 10-way power bucket seat with two memory presets and heat, while the passenger gets a 4-way power seat. They were quite comfortable and supportive on highway trips. The center console has cup holders fore and aft and a deep center storage area, lit with a blue LED overhead. It can also be removed to make way to the second row, where more magic occurs. It’s wider back here, so there’s great head, leg and hip room for adults in the outboard captain’s chairs that slide fore and aft. The sliding power doors are power-operated, and their windows drop almost all the way. The center seat is 3.9-inches wider, so a child seat fits better. It can slide forward if the front passenger wants the baby nearer, turn into a wide armrest with three cupholders, or can be removed. The outboard seats can also be tilted forward and moved outboard by up to 1.5 inches each to increase comfort when child seats are being used. They also slide or tilt forward for easy access to a roomy third-row for three, although two adults are a better fit in outboard positions that have an inch more leg room, plus outboard armrests with cup holders. There’s a 115-volt outlet, audio/video input jacks and headphone jacks on the right rear wall, and lots of headliner air vents. The third row is also wider now that the spare tire has been relocated from the driver’s side wheel well area to what used to be under-floor storage between the first and second row. That’s not all – the third row is a 60/40 split seat that folds down into a deep well behind it for a flat cargo floor. All seats occupied, there is still 38.4-cubic-feet of storage behind the third-row seat. Fold them down into the well, perfect for holding grocery bags upright, and there’s 93.1 cubic feet of storage. Fold the second row forward, or remove them, and there’s 148.5 cubic feet of flat floor – 1.1 more than the previous model. Home improvement types take note - a 4- by 8-foot sheet of plywood fits with the second row seats removed and 10-foot-long pole fits with the front console removed. The rear hatch is power as well, with enough room for a 6-footer to stand under. The blind spot information system flashes yellow icons in the A-pillars when someone is in your way during a lane change. Sonar sensors in all four corners help when you are parking, while a new three-way rear camera shows wide, super-wide or bumper view aft. There are 15 cup holders inside, plus a decent-sized glove box. And in low-tech borrowed from Ford’s Windstar minivan of a decade ago, the front overhead sunglass holder also has a wide-view mirror so you can see what’s in the back two rows.

· Honda horsepower – A familiar 3.5-liter V-6 resides under the Odyssey’s hood, with a Variable Cylinder Management system that cuts it down to three cylinders when you are cruising to conserve fuel. Use all 248-hp (up 4 from last time) and our 2,400-mile-old Odyssey gets to 60-mph in a decent 7.8 seconds. That’s compared to about 7.7 seconds for the VW Routan (Teutonified Dodge Caravan) with a 253-V-6 and the 251-hp Caravan, or a hair over 7 seconds for the 265-hp Toyota Sienna. The six-speed automatic transmission shifted very cleanly, able to be locked in low or fourth gear for towing and hills. It helped the Odyssey Touring average 21-mpg in mixed use. Passing power was good, and transmission kick downs were smooth. Active noise cancellation and an active engine mount kept it quiet, especially when the V-6 went to three cylinders. On the road, with a long 118.1-inch wheelbase, wide front and rear track and independent McPherson strut front and multi-link rear suspension, the Odyssey smothered bumps with aplomb, yet handled pretty well for a minivan. Losing 103 pounds from the 2010 model didn’t hurt either, nor did a redesigned and stiffer platform that resulted in no creaks on the road, other than a few noises if some of the seats were folded down. We have two new traffic circles near us, and the Odyssey stitched them together well with a hint of stability control kick-in at the second one. It’s no sports car, but it handled well, the power steering offering a precise feel. The only competitor to drive as well is Toyota’s Sienna; a Routan is OK. The all-wheel disc brakes had a progressive feel and solid stopping power, with no fade after some hard use. For safety, front, front-side and side-curtain airbags, stability control, ABS, brake assist and auto-leveling HID headlights.

· Odyssey overdraft – The Honda Odyssey starts at $27,800 for the base LX, up to $43,250 for our “ultra-premium” Touring Elite. That means everything on board ours was standard, plus HomeLink, security system, three 12V outlets, tri-zone automatic climate control system with air filtration, leather and auto-dim rearview mirror for a final price with destination fee of $44,030. Almost every other fully-loaded minivan out there is less, and we eagerly await the boxy 2011 Nissan Quest, with its $27,750 base price ($41,000 starters for the top-of-the-line LE) and 3.5-liter, 260-hp V-6.

· Bottom line – The new Honda Odyssey Touring Elite is pretty much the cream of the crop of minivans, with a price that is commensurate with the solidly-crafted interior, the slick exterior, precision controls and the good engine and driving dynamics. A new Sienna might be a bit sportier in handling, and a Dodge offers fold-away second and third-row seats. But there are more than a few last-generation Odysseys in my neighborhood and circle of friends, owned by folks who like them. ‘Nuff said.



Statistics:
Vehicle type - 8-passenger minivan
Base price - $43,250($44,030 as tested)
Engine type – aluminum SOHC 24-valve i-VTEC V-6
Displacement – 3.5-liter
Horsepower (net) – 248 @ 5,700 rpm
Torque (lb-ft) – 250 @ 4,800 rpm
Transmission - 6-speed automatic transmission
Wheelbase – 118.1 inches
Overall length – 201.9 inches
Overall width – 79.2 inches
Height – 68.4 inches
Front headroom – 38.3 inches w/sunroof
Front legroom – 40.9 inches
Center headroom – 39.4 inches
Center legroom – 40.9 inches
Rear headroom - 38 inches
Rear legroom – 42.4 inches
Cargo capacity – 38.4 cu.ft./93.1 with rear seats flat/148.5 w/2nd and 3rd row folded
Towing capacity - up to 3,500 lbs.
Curb weight – 4,560 lbs.
Fuel capacity - 15.8 gallons
Mileage rating - 19-mpg city/28-mpg highway
Last word – An Accord with room to spare, and almost as nice to drive
By Dan Scanlan - MyCarData