A base Type R model will reportedly join the lineup for the 2018 model year.
The production Civic Type R made its debut at the 2017 Geneva Motor Show, and at the time, Honda confirmed it would be priced in the mid-$30,000 range for the U.S. and it would only be offered in one trim model. HondaPro Jason, who is privy to inside dealer information, now reports it is likely the 2017 Honda Civic Type R will be introduced late spring in the U.S. in just Touring trim while a likely cheaper base model will join the lineup in 2018.
According to WardsAuto, Honda has a new crossover on the way. The news outlet says the company will build a short-wheelbase version of the current Pilot SUV, and production will begin September of next year. Such an SUV would have a lower price, fewer seats, and compete with similar-sized crossovers including the Nissan Murano, Hyundai Santa Fe Sport, and Ford Edge.
Honda certainly has space in its lineup for a two-row, midsize SUV, both physically and price-wise. There's about $6,000 worth of breathing room between the compact CR-V's base price of about $24,000 and the large Pilot's roughly $30,000 price. The two crossovers' lengths differ by about 14 inches as well. With that in mind, it wouldn't be crazy to expect this predicted SUV to split the difference of both numbers with a price of about $27,000 and a length of around 187 inches. This hypothetical SUV wouldn't step on the toes of existing Honda models, and it would give Honda another offering in a crossover market that shows no signs of cooling off anytime soon.
Although it received a thorough refresh for 2016, the Honda Accord is starting to show its age. Our spy photographer has snapped pics of a heavily camouflaged next-generation Accord prototype. Though this car wears all of the typical detail-hiding wrap and loose covers of an early-build test vehicle, we can make out some Civic-inspired details through the mask. That should be no surprise, as the two cars will share more parts than ever before.
We have photos here of two different cars, but unfortunately the more revealing one was photographed from a great distance. The Accord's new face borrows heavily from the current Civic. There are thin, wide headlights that end at the grille, with LED daytime running lights flowing from the corners down and in. The grill itself is much larger, topped by what's likely a chrome bar with the Honda logo square in the middle. The shape of the foglight housing looks to mirror that of the daytime running lights.
Honda may have the new Clarity PHEV and EV on display in New York, but the Civic Type R is the brand's show-stealer.
Touching US soil for the first time in an official environment after it debuted in its final form at Geneva last month, the hot hatch is coming to our market and has more established Ford Focus RS in its sight.
When you build a car, there are three groups of people that matter – a love triangle, if everything goes well. There are the marketers who figure out how to sell what the carmaker builds, the critics (read: us) who leverage our experience and knowledge to grade the thing, and then there's the buyer. The latter is by far the most important to a car's success, or failure.
To understand the challenges facing the FT-4X (if it eventually becomes a production model), you need to understand what happens when things get misaligned between these three groups. Maybe the famous Pontiac Aztek comes to mind – it was notoriously the product of the marketers who obstinately insisted that the vehicle would work great for the target demographic. Critics and buyers both panned it; sales fell woefully short of the target, and it shuffled into its punchline afterlife.
When Honda revealed the output of the 2018 Civic Si sedan and coupe, the world was a bit confused. The car wasn't any more powerful than the 2015 Civic Si with "just" 205 horsepower. And its torque rating of 192 pound-feet was only somewhat better than that car's. Just as surprising was the fact that both numbers were well below the 306-horsepower Type R. However, according to Honda representative Davis Adams, there are reasons for Honda taking this path.
For one thing, going with a high-output 1.5-liter engine was a matter of affordability and which team developed the car. While it may have been possible to detune a Type R 2.0-liter engine, the cost would have still been high to use the engine, even in low-output form. Honda wanted to keep the price tag affordable. In addition, the Si, a North American car, was developed by the American Honda team with the standard sedan and coupe, both of which are primarily designed for the US. The Japanese team handled the hatchback and Type R, and decided from the get-go they would focus on the 2.0-liter turbo engine. Adams told us that the team in Ohio working on the sedan and coupe spent most of their time with the 1.5-liter engine, and knew that they could get more out of it. The result is the engine you know now, and the power comes mainly from a different turbo map and more boost pressure. The internals are effectively the same as in other turbo Civics.
Late last year, Honda released the first in its trio of zero-emissions vehicles with the Clarity Fuel Cell. Today, at the New York Auto Show, the Japanese automaker has introduced its two siblings, the Clarity Electric and Clarity Plug-In Hybrid.
The 2018 Honda Clarity Plug-In Hybrid is the only of the three mid-size sedans to launch nationwide. Its 17-kWh battery pack will provide an expected 42 miles of all-electric driving range, and recharge in about 2.5 hours on 240 volts. Its electric motor provides 181 horsepower and 232 pound-feet of torque. Its 1.5-liter, four-cylinder engine generates electricity and provides extra motive power when needed, and allows an extended total driving range expected to exceed 330 miles. The plug-in version offers three driving modes – Normal, Econ, and Sport – plus an HV mode that maintains charge. Expected EPA mile-per-gallon-equivalent rating is a combined 105 MPGe.
In time for summer 2017, Honda has introduced its first robotic lawnmower. Honda has named it Miimo; was "Mowmo" perhaps too close to the Italian brand known for steering wheels? In any case, the Miimo is available in two versions and there are three programmable cutting modes.
While working within a pre-set boundary wire, the self-charging robomowers monitor their battery levels and return to their charging stations when they're starting to run out of juice. With its 22.2 volt/1.8 Ah battery, the cheaper HRM 310 model is able to work a half-acre of lawn space for 30 minutes straight; the more expensive HRM 520 can work a 50 percent larger lawn twice as long, thanks to its 3.6 Ah battery. However, charging times also match the working times, so the 520 takes an hour to charge. The mowers are able to mow sloping lawns as steep as 25 degrees, and they both weigh around 26 pounds. Both have sensors that are able to monitor 360 degrees, and when the mower encounters an object it will back away.