#Video - #Honda to Release all-New #Fit and Fit Hybrid in Japan
TOKYO, Japan, September 5, 2013 - Honda Motor Co., Ltd. today announced it
will launch the all-new Fit and Fit Hybrid on September 6, 2013. The
first-generation Fit revolutionized the concept of the compact car. Now in
its third generation, the Fit once again sets the global compact automobile
benchmark. While retaining the design concept of the original model, the
all-new Fit features a completely redesigned powertrain and body and offers
a whole new level of interior comfort, fuel economy, styling and driving
2013 Honda Jazz Petrol Start-Up and Full Vehicle Tour
Hello everyone! Following the 2013 Accord video, I have a video on the 2013
Jazz Petrol. A little history/timeline can be found in the video as I
detail the journey of the second generation Honda Jazz in Malaysia.
Anyways, I have decided to stick the Jazz Petrol name in the title instead
of simply Jazz 1.5 so viewers would not ask me whether is this the Hybrid
model or not. Enjoy!
Civic Mugen RR
The Only Civic Mugen RR in Brunei. Production 31 of 300 units worldwide.
PWP productions capture raw emotions and feelings to bring them to the
Good Video takes time and effort, so we spent:
-5 heads of brain
-24 gigabyte of memory cards
-12 hours of filiming
-10 hours of editing
-$15k worth of post production equipment
-84 men hours of work
and the result .....!
This is just our 1st draft cut...
Thanks to MTTS for letting us to shot and test drive their only one Civic
Mugen RR in Brunei.
2007 Honda Jazz 1.4i SPORT Full Review,Start Up, Engine, and In Depth Tour
For more in depth reviews check my channel:
Filmed by: Tomaž Kožar Jesenice
I-Shift, they call the Honda Jazz's 'automatic' transmission. This is a
misnomer. It doesn't. Shift, that is. Not very often, anyhow. And not very
well at all.
It is, in short, utter pants. You're at the traffic lights. Light goes
green. Pin the throttle. The little Jazz revs sweetly, up and into the
VTEC. I-Shift decides to change up, because that's what automatic gearboxes
Accelerate, accelerate, and then... nothing. Complete loss of power. Your
head jolts forwards towards the windscreen. Seemingly seconds and seconds
of interminable nothingness as the i-Shift searches for the next gear -
confound it, I'm sure I left it here somewhere - and then... clunk.
Awkwardly, abruptly into gear, head thumped back into the headrest, up
through the revs to do it all over again. Oh dear.
You learn to drive round it a bit, easing off the accelerator on changes,
helping i-Shift as much as you can. You will feel sorry for i-Shift. But
even if you take manual control of the shifts from the flappy paddles, it's
still awful: too slow to change, useless at matching the revs, jerky to the
point of nausea, despite being a clutchless manual rather than a full
automatic. It's a similar set-up to the equally ponderous Smart ForTwo.
Maybe a normal auto would work better.
The Honda Jazz is a great car, a 16-out-of-20 car. But look at the score
above. That is how rubbish i-Shift is. Avoid.Target Price team says:
Buyers have the choice of three engines: two pure petrols, one hybrid. Both
the 1.2 and the 1.3 (badged 1.4) offer decent driveability, but we prefer
the larger, stronger of the two.
Aided by its electric motor, the hybrid is the most powerful Jazz, but
performance is hampered by a standard automatic gearbox.
All versions can top 50mpg, but for maximum economy, check out the hybrid
-- it can manage 62.8mpg. That said, it's far more expensive than many more
economical diesel superminis, so it's tough to recommend.
Many buyers will want an automatic gearbox, and that's available in the
form of a continuously variable transmission. It's standard on the hybrid
model and an option on 1.3-litre versions.
While the Jazz isn't as polished as other superminis, it's reliable: top
supermini for the last seven years in our JD Power customer satisfaction
survey. It's also more practical than most superminis, with a particularly
clever boot and rear seating.:
Both 1.2-litre and 1.4-litre engines have the same refined and pleasant
nature, and feature identical i-DSI (Dual-Sequential Ignition system)
technology, offering excellent economy and emissions. Throttle response is
sharp yet they're refined units mated to precise controls. The clutch is
well-weighted and the five-sped gearbox so slick, you can do it with two
fingers. Direct steering and keen turn-in are betrayed by a ride that can
become choppy on bumpy roads; but generally, the Jazz is a joy to drive.
It's one of the sharpest cars in the supermini sector, up there with the
It's easy to find the Jazz for you - the range consists of only three cars!
All petrol-engined motors, the 1.2 S is the budget entry-level model, which
is great value but lacks remote locking, curtain and side airbags, while
air con is a pricy £1,500 option. It also misses out on the reworked
headlights and minor trim changes of 1.4-litre SE and Sport models (which
are available with optional CVT automatic transmission). These variants
cost more but come with more as standard, though their performance
advantage isn't huge - there's only 5bhp difference between the two
engines. All models enjoy a high-quality cabin with dimpled plastics and
spot-on layout, along with a very good driving position and visibility
spoiled only by steeply-raked A-pillars. The single five-door bodystyle is
one of the biggest superminis you can buy, but Honda has no plans to mate
this practicality to diesel power. Such choice restrictions haven't harmed
sales though; the Jazz is a strong selling supermini in the UK.
The Jazz sells on flexibility - enhanced by its 'Magic' rear seat. By
relocating the fuel tank to beneath the front seats, engineers have freed
up room beneath the back chairs. Pull a single lever and they fold flat, or
you can lift the base up, cinema-style, for extra space accessed via the
rear doors. The boot itself is a huge 353 litres, bigger than a Vauxhall
Astra. Fuel economy is excellent, with the 1.4-litre approaching and the
1.2-litre exceeding 50mpg, and service intervals are 12,500 miles. Be
warned though - the high-tech engine makes pitstops expensive. But
insurance ratings are low and retained values among the highest of any
small car you can buy. A four-star Euro-NCAP result and meagre airbag count
isn't up with the best, though
2013 New HONDA FIT - Exterior & Interior
SUBSCRIBE TODAY!! http://bit.ly/1235nCS
Hello!! and welcome to my channel!!
In today's video is 2013 New HONDA FIT.
I'll introduce the exterior and interior.
2014 Honda Accord Hybrid Review and Road Test
As of October, the most fuel efficient mid-sized sedan in America is the
Honda Accord. Or so Honda says. After all, Ford has been trumpeting a
matching 47 MPG combined from their Fusion. Who is right? And more
importantly, can the Accord get Honda back into the hybrid game after
having lost the first initial hybrid battles with their maligned Integrated
Motor Assist system? Honda invited us to sample the 2014 Accord Hybrid as
well as a smorgasbord of competitive products to find out.
I have always been a fan of "elegant and restrained" styling which explains
my love for the first generation Lexus LS. That describes the 2014 Accord
to a tee. Like the regular Accord, the hybrid is devoid of sharp creases,
dramatic swooshes, edgy grilles or anything controversial. This is a
slightly different take than the Accord Plug-in which swaps the standard
Accord bumper for a bumper with a slightly awkward gaping maw. In fact, the
only thing to indicate that something green this way someday are some
grille inserts and LED headlamps on the top-level Touring model.
Being the drivetrain geek that I am, what's under the hood of the Accord
hybrid is more exciting than the Corvette Stingray. Seriously. Why? Because
this car doesn't have a transmission in the traditional sense. Say what?
Let's start at the beginning.
Things start out with the same 2.0L four-cylinder engine used in the Accord
plug-in. The small engine is 10% more efficient than Honda's "normal" 2.0L
engine thanks to a modified Atkinson cycle, an electric water pump, cooled
Exhaust gas return system, and
electric valve timing with a variable cam profile. The engine produces 141
horsepower on its
own at 6,200 RPM and, thanks to the fancy valvetrain, 122 lb-ft from
The engine is connected directly to a motor/generator that is capable of
generating approximately 141 horsepower. (Honda won't
release specific details on certain drivetrain internals so that's an
educated guess.) Next we have a 166 horsepower, 226 lb-ft motor
that is connected to the front wheels via a fixed gear ratio. Under 44
miles per hour, this is all you need to know about the system. The 166 horsepower motor
powers the car alone, drawing power from either a 1.3 kWh lithium-ion
battery pack, or the first motor/generator. Over 44 miles per hour, the
system chooses one of two mods depending on what is most efficient at the
time. The system can engage a clutch pack to directly connect the two
motor/generator units together allowing engine power to flow directly to
the wheels via that fixed gear ratio.
Pay careful attention to that. I said fixed gear ratio. When the Accord
Hybrid engages the clutch to allow the engine to power the wheels directly
(mechanically), power is flowing via a single fixed ratio gear set. The
fixed gear improves efficiency at highway speeds, reduces weight vs a
multi-speed unit and is the reason the system must operate in serial hybrid
mode below 44 mph. There is another side effect at play here as well: below
44 MPH, the system's maximum power output is 166 horsepower. The 196 combined
ponies don't start prancing until that clutch engages.
So why does Honda call it an eCVT? Because that fits on a sales sheet
bullet point and the full explanation doesn't. Also, a serial hybrid can be
thought of as a CVT because there is an infinite and non-linear
relationship between the engine input and the motor output in the