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    William Maley

    2018 Honda Accord Drops the Six

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      It's all turbo-fours!


    If you want a six-cylinder engine in your midsize sedan, the selection of models has been steadily declining. At the moment, you can only get a six from Ford, Honda, Nissan, Subaru, Toyota, and Volkswagen. Come the 2018 model year, there will be one less automaker.

    Honda announced today that next-generation Accord, due later this year, will feature two turbocharged four-cylinders. The base will be a 1.5L four-cylinder (most likely from the Civic with 174 horsepower and 169 pound-feet of torque) and a 2.0L four-cylinder with i-VTEC valvetrain - derived from the Civic Type R. Offical power figures are not out, but Honda says both engines will have the option of a six-speed manual. The 1.5L will also feature a CVT, while the 2.0L will get an all-new 10-speed automatic.

    "With these three advanced new powertrains, the tenth-generation Accord will be the most fun-to-drive, refined and fuel-efficient Accord yet. Just as the new Honda Civic injected new energy into the compact car segment, we expect this all-new 2018 Accord will make people rethink the midsize sedan," said Jeff Conrad, senior vice president and general manager of America Honda Motor Co., Inc.

    The Accord Hybrid will also be returning for the next-generation model. Not many details are known, but Honda says it will feature a new two-motor hybrid system that is more refined.

    Source: Honda
    Press Release is on Page 2


    All-New 10th Generation Honda Accord Launching This Year with Advanced New Powertrain Lineup

    Jun 9, 2017 - TORRANCE, CA

    • Two high-performance, high-efficiency turbocharged engines
    • First-ever 10-speed automatic transmission for a front-wheel drive car
    • Available 6-speed manual transmission for both turbo engines
    • Next-generation Honda two-motor hybrid powertrain technology
    • New, more aggressive design direction complements powertrain lineup

    Honda will launch the most stylish and fun-to-drive Accord ever later this year. The all-new, completely redesigned and reengineered 2018 Honda Accord is the tenth generation of America's best-selling midsize sedan, the number one choice of individual American car buyers cumulatively since 20101. A new-from-the-ground-up design that features a more aggressive stance and proportion than any previous Accord complements the lineup of advanced new powertrains.

    The three powerful and fuel-efficient powertrains in the 2018 Accord will include two direct-injected and turbocharged 4-cylinder engines, a new Honda-developed 10-speed automatic transmission and a sporty 6-speed manual transmission that will be available on both turbo engines, as well as the next-generation of Honda's two-motor hybrid powertrain technology. The new Accord design will have a dramatically lower and wider appearance that creates a more aggressive and athletic stance. Additional details on the all-new 2018 Accord design, technology and performance will be released in the weeks ahead.

    "With these three advanced new powertrains, the tenth-generation Accord will be the most fun-to-drive, refined and fuel-efficient Accord yet,"said Jeff Conrad, senior vice president and general manager of America Honda Motor Co., Inc. "Just as the new Honda Civic injected new energy into the compact car segment, we expect this all-new 2018 Accord will make people rethink the midsize sedan."

    The 2018 Accord will feature two available high-torque, high-efficiency turbocharged powerplants, a 1.5-liter direct-injected DOHC Turbo with dual variable cam timing (dual VTC), mated to either a Honda continuously variable automatic transmission (CVT) or 6-speed manual transmission; and a 2.0-liter direct-injected DOHC Turbo with i-VTEC® valvetrain, paired with a 10-speed automatic transmission – the industry's first 10AT for a front-wheel-drive passenger car – or a 6-speed manual. An all-new, even more refined Accord Hybrid will be powered by the next-generation of Honda's innovative two-motor hybrid technology, which uniquely operates without the use of a conventional automatic transmission.

    A perennial best-seller with American car buyers, the Accord has been the U.S. retail sales leader in the midsize sedan segment for four straight years (2013-2016). For the first five months of 2017, based on retail sales data, Accord is the top selling midsize sedan in America and the second best-selling passenger car overall, surpassed only by the new Honda Civic2. Accord also is an unprecedented 31-time recipient of Car and Driver magazine's coveted 10Best award.

    Since its launch in 1976, American car buyers have purchased more than 13 million Accords. Accord is the first vehicle from a Japanese automaker to be made in America and has been in continuous production at Honda's Marysville, Ohio auto plant since November 1982, with cumulative U.S. production exceeding 11 million units over 35 years of U.S. manufacturing3. 

    The new 2018 Accord's 1.5-liter and 2.0-liter turbo engines will be produced at Honda's Anna, Ohio engine plant. The Accord's CVT transmission will be manufactured at the company's Russells Point, Ohio plant, and its new 10-speed automatic transmission will be produced in the company's Tallapoosa, Georgia plant. Honda recently announced a $149 million investment in the Russells Point and Tallapoosa plants to facilitate production of the new 10AT and its components in America. Additional investments related to manufacturing of the new Accord will be announced closer to its fall 2017 launch.

    Edited by William Maley

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    As I said in the Cadillac XT5 thread.. I see zero reason for a V6 in some cars when turbo 4s are kicking out as much power while avoiding any additional taxation of displacement. Hell V8s that I love have 8 to 4 cylinder displacement.. and in actuality the fuel economy of the V6s. 

     

    fe.jpg

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    28 minutes ago, William Maley said:

    If you want a six-cylinder engine in your midsize sedan, the selection of models has been steadily declining. At the moment, you can only get a six from Honda, Nissan, Subaru, Toyota, and Volkswagen. Come the 2018 model year, there will be one less automaker.

     

    You forgot Ford...

    2017-Ford-Fusion-Sport-review-photo-Slas

     

    (Check out the license plate!) :thumbsup:

     

    I feel sad though, as I love a 6 cylinder power plant.  I must agree with Casa though. Turbo 4s are quite good in replacing 6 cylinder cars in MOST applications.  Not all applications though.

    Just like TTV6s cant replace all V8s either!

    Edited by oldshurst442

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    Not trying to match the 2018 Camry with its new chassis and 301hp v6 I guess.

     

    Edited by frogger
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     If it werent for the electric motor and rechargeable battery revolution up ahead...I would wonder how long before we would reach a peak with downsized 4 cylinder turbos replacing V6s before engine displacements would ultimately get bigger again with V6s making a comeback in mid-sized sedans like how this trend was in the 1980s and how things changed in the 1990s?

    As we all know...horsepower and torque DOES sell cars!!!

    (There was a hippie movement in the 1970s well into the 1980s to kill horsepower and speed...and yet in 2017...THESE ARE REALLY the GOOD 'OLE TIMES for HORSEPOWER, SPEED and PERFORMANCE!!!)

    The last time took a decade give or take...

    Like I said, EVs are part of this equation now, but instantaneous torque is what these motors are known for, and V8s have gobs of that...so...if the electric car wont be the dominant force like Silicon Valley suggest...I STILL wonder how long this trend of downsizing will continue?

    Yes, I Know...EPA numbers have to be in check...

    Torque in EVs still rule and V8s rule....and TTV6s also have gobs of torque...

    My question still stands....how long before we see a reversal of higher displacement engine offerings again?

    Edited by oldshurst442

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    13 minutes ago, oldshurst442 said:

     

    My question still stands....how long before we see a reversal of higher displacement engine offerings again?

    Hopefully soon....

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    "...we expect this all-new 2018 Accord will make people rethink the midsize sedan," said Jeff Conrad.

    I hate marketing fluff. In what way does this rethink any aspect of the midsize sedan?

    CVT? No.
    1.5T? No.
    Drop the V6? No.
    10 speed auto? You're really splitting hairs to say yes compared to 8-9 speeds.

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    5 minutes ago, cp-the-nerd said:

    "...we expect this all-new 2018 Accord will make people rethink the midsize sedan," said Jeff Conrad.

    I hate marketing fluff. In what way does this rethink any aspect of the midsize sedan?

    CVT? No.
    1.5T? No.
    Drop the V6? No.
    10 speed auto? You're really splitting hairs to say yes compared to 8-9 speeds.

    Totally agree that the marketing fluff sucks big time and other than smaller engines, nothing really revolutionary. As you stated, so many NO NO and NO about this car! This is reverse evolutionary tactics.

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    21 minutes ago, dfelt said:

    Totally agree that the marketing fluff sucks big time and other than smaller engines, nothing really revolutionary. As you stated, so many NO NO and NO about this car! This is reverse evolutionary tactics.

    Well, to be honest, Honda just replicated what GM and Ford gone done with the Malibu and Fusion with the 1.5 liter 4 cylinder turbos and the dropping of the V6...although Ford gone offerin' a V6 again...

    But yeah, marketing fluff is right, but following market trends is what Honda is doing.

    Maybe the V6 take rate started waning?

    Maybe Honda Motor Company wants to distance the Honda Accord with the Acura TLX even further by eliminating the V6 offering in the Accord so the TLΧ could reign supreme in Honda Motor Company's midsized car offerings?

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    2 hours ago, oldshurst442 said:

     

    You forgot Ford...

    2017-Ford-Fusion-Sport-review-photo-Slas

     

    (Check out the license plate!) :thumbsup:

     

    I feel sad though, as I love a 6 cylinder power plant.  I must agree with Casa though. Turbo 4s are quite good in replacing 6 cylinder cars in MOST applications.  Not all applications though.

    Just like TTV6s cant replace all V8s either!

    Damn, you're right. Completely forgot about the Fusion Sport.

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    By 2020 I'd expect V6s to only be in luxury/sports cars, full size crossover/SUV and full size trucks.  Everyone will continue engine down sizing. And even then, full size trucks and crossovers will start going to 4-cylinder engines.

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    2 hours ago, William Maley said:

    Damn, you're right. Completely forgot about the Fusion Sport.

    I haven't...been looking for them late model used on car gurus.

    3 hours ago, oldshurst442 said:

    Well, to be honest, Honda just replicated what GM and Ford gone done with the Malibu and Fusion with the 1.5 liter 4 cylinder turbos and the dropping of the V6...although Ford gone offerin' a V6 again...

    But yeah, marketing fluff is right, but following market trends is what Honda is doing.

    Maybe the V6 take rate started waning?

    Maybe Honda Motor Company wants to distance the Honda Accord with the Acura TLX even further by eliminating the V6 offering in the Accord so the TLΧ could reign supreme in Honda Motor Company's midsized car offerings?

    Probably...I think they want to simplify the assembly process.

    3 hours ago, dfelt said:

    Totally agree that the marketing fluff sucks big time and other than smaller engines, nothing really revolutionary. As you stated, so many NO NO and NO about this car! This is reverse evolutionary tactics.

    This and the Conti would be better if they were not overly soft and feminine in the design language.  When the Miata/MINI Cooper owner says your design is too feminine....

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    5 hours ago, Cmicasa the Great said:

    As I said in the Cadillac XT5 thread.. I see zero reason for a V6 in some cars when turbo 4s are kicking out as much power while avoiding any additional taxation of displacement. Hell V8s that I love have 8 to 4 cylinder displacement.. and in actuality the fuel economy of the V6s. 

     

    fe.jpg

    the v6 camaro is the best blend of power and gas mileage.  even though the 4 puts up decent tested times, from what i've read, the 6 is a legit option to the v8, and the four just doesn't wow like the 6 does.

    after nearly a year in my malibu 1.5, its a nice motor for what it is, but there is something in the extra smoothness of a v6 STILL that i would love to have in my next rig, and i would want it to be a twin turbo six if possible, something between 2.5 litres and 3.0 would be awesome.  In the cars I have driven with any of GM's 2.0 turbo so far I haven't been blown away with smoothness or revability, even if they have been decent.

    As for the Accord, i understand losing the six because their clientele really is not into performance.  But there was a few hard core Honda fans, especially coupes, that they liked the v6.  

    I see Nissan

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    7 hours ago, oldshurst442 said:

     If it werent for the electric motor and rechargeable battery revolution up ahead...I would wonder how long before we would reach a peak with downsized 4 cylinder turbos replacing V6s before engine displacements would ultimately get bigger again with V6s making a comeback in mid-sized sedans like how this trend was in the 1980s and how things changed in the 1990s?

    As we all know...horsepower and torque DOES sell cars!!!

    (There was a hippie movement in the 1970s well into the 1980s to kill horsepower and speed...and yet in 2017...THESE ARE REALLY the GOOD 'OLE TIMES for HORSEPOWER, SPEED and PERFORMANCE!!!)

     

    About the 1970s and 80s: hippies were not required to shrink cars and car engines.  The original Oil Shock of 1973 and Oil Shock II of 1979 did most of the work.  Emissions regulations and CAFE requirements starting in 1975 did the rest.  This time you can blame worldwide homologation of engines and cars combined with displacement taxes in China and Europe that are creating the push for turbo 4cyl engines to essentially replace the venerable v6.

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    1) Hate to see the V6 go. Honda had one of the best ones.

    2) Good to see they are going to still offer a manual.

    3) Even better to see the CVT is not spreading.

    4) The 10AT is overkill, though.

    5) I wonder what this means for Acura? 

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    12 minutes ago, Frisky Dingo said:

    1) Hate to see the V6 go. Honda had one of the best ones.

    2) Good to see they are going to still offer a manual.

    3) Even better to see the CVT is not spreading.

    4) The 10AT is overkill, though.

    5) I wonder what this means for Acura? 

    #4, according tho the ratios on honda's website, the ratio spread is 6.04.  i'd guess they're aiming at more than 7:1... like GM and ford.. and others...will help MPG and smoothness that a 4cyl may lack compared to the v-6. just sayin.

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    19 hours ago, A Horse With No Name said:

    Not entirely.

    Kinda yes, kinda no...

    For what you pay for a decent midsize, you can get a nice compact SUV, which plenty of folks are doing. Heck, if not for my job loss, there would have been a good chance there would have been  a Nox in my drive this year (though maybe a Terain next year) You can do more with them too (like in our case, scouting) Midsize cars are more for the commute and simple family stuff...heck, 

    That, and many midsize cars are creeping toward large car status....

    Personally, I could use either, as I do like both, so I don't take it lightly.

    But people want to be up high, and have more space that they can use

    Funny part about it though it that it is kinda the second coming up the station wagon in many ways.....

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    Guest AsianPersuasian

    Posted

    Honda produces the best mid sized cars, and this seems to be the best yet.

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    3 hours ago, Guest AsianPersuasian said:

    Honda produces the best mid sized cars, and this seems to be the best yet.

    In a Pigs eye, as long as you are under 5'8" tall, want bland boring and simply overpriced yawn, then Honda is for you.

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    9 hours ago, Guest AsianPersuasian said:

    Honda produces the best mid sized cars, and this seems to be the best yet.

    Really not even close. I am from central Ohio where we drink the Kool aid of Honda regularly.  Accord is no where near as nice as the Regal.

    And while I am no fan of Ford Motor company, I might well take a fusion over an Accord also.

    I am really turned off by the styling of the current model Accord.

    5 hours ago, dfelt said:

    In a Pigs eye, as long as you are under 5'8" tall, want bland boring and simply overpriced yawn, then Honda is for you.

    I think the Fusion, Malibu, Regal, and the like offer a lot more in terms of options choice, color, interior quality and the like.

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    The Jetta is packaged more nicely and I far prefer the Jetta interior. If we go luxury midsize Cadillac and Audi build cars multiple orders of magnitude more interesting than the TSX. And I actually like the TSX and would not mind owning one.

    Unlike many here I am perfectly content to drive a Foreign car for the rest of my life...but the Accord really does not make the cut IMHO.

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    Guest asian persuasian

    Posted

    Accord is number one for a reason.  Buick Regal must then be nearly last for a reason.

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      "With this initiative, by 2025, we will reduce the total number of variations at the trim and option level for our global models to one-third of what we have now.In addition, we will increase efficiency by eliminating and consolidating some similar regional models into even more competent models shared across multiple regions."
      This will allow Honda to simplify model allocation at their various assembly plants around the road. According to Hachigo, this will allow the company to achieve "100 percent capacity utilization worldwide by 2020" and cut production costs by 10 percent by 2025. 
      Part of that initiative involves a new modular architecture that will debut in a global model next year. No details on the vehicle were provided, but Honda says the goal of the architecture "is to commonize about 70 percent of the components" used in a vehicle such as the engine bay and passenger cabin.
      Honda is also planning to have two-thirds of their global lineup electrified by 2030. Furthermore, it wants 100 percent of its European lineup to be electrifed by 2025. To do this, Honda is readying a new electric city car known as the e, along with deploying their two-motor i-MMD hybrid setup to all of their models in Europe. In the U.S. Honda is planning to launch more hybrid models, and increase their electric car lineup with some help from General Motors.
      “In North America, we will jointly develop battery components with General Motors and introduce highly-competitive battery EVs in the market,” said Hachigo.

      Press Release is on Page 2
      Summary of Honda CEO Speech on Automobile Business Direction
      Remarks by Takahiro Hachigo, President & CEO, Honda Motor Co., Ltd. May 8, 2019
      Honda has been working on two top-priority management challenges in the midst of abrupt changes in the global business environment surrounding the automobile industry: to strengthen the structure of our automobile business and to further increase the speed of business transformation for future generations.
      So, today, I would like to introduce some initiatives we are taking for our automobile business, especially how we are strengthening the structure of our automobile business, the direction we are taking with electrification, as well as some progress we have made to date.
      Strengthening automobile business structure 
      Ever since I became the president of the company, I have been conveying the message that we will make Honda strong by creating strong products and also by strengthening our inter-regional coordination and collaboration. We put special emphasis on the strengthening of our global models, which have been the source of Honda's core competence, and also the enhancement of our regional models.
      As a result, we currently have the five global models, namely Civic, Accord, CR-V, Fit/Jazz and Vezel/HR-V, and these five strong models now account for 60% of our global automobile sales. At the same time, our regional models such as the N Series for Japan, Pilot for North America and Crider for China are playing an important role as a source of growth for each respective region.
      However, as a result of accommodating regional needs somewhat excessively in each individual region, we recognize that the number of models and variations at the trim and option level have increased and our efficiency has declined. So, we will undertake initiatives to further strengthen our inter-regional coordination and collaboration and advance our art of making automobiles in order to simultaneously increase the attractiveness and efficiency of both global and regional models.
      Strengthening inter-regional coordination and collaboration
      As for inter-regional coordination and collaboration, under the new operational structure we adopted for our automobile operations starting from April, we began reviewing and sharing the product lineup by grouping some of our six regions outside Japan based on a similarity of key factors, such as market needs and environmental regulations. With this initiative, by 2025, we will reduce the total number of variations at the trim and option level for our global models to one-third of what we have now. In addition, we will increase efficiency by eliminating and consolidating some similar regional models into even more competent models shared across multiple regions.
      Advancement of our art of making automobiles (automobile development) 
      As for the advancement of automobile development, since I became the president, we have been increasing the efficiency and speed of our Monozukuri (the art of making things) by innovating the entire process, from planning and development all the way through production, by enabling the S-E-D-B (sales, manufacturing, R&D, purchasing*1) functions to collaborate beyond the boundaries of their divisions.
      Moreover, we have already introduced the Honda Architecture in our development.
      The Honda Architecture is a company-wide initiative which will increase the efficiency of development and expand parts-sharing for our mass-production models. The first model being developed with this new method will be the global model we are launching next year. And we will continue increasing the number of models to which we apply this new architecture.
      With the strengthening of global and regional models through inter-regional coordination and collaboration and with the introduction of the Honda Architecture, by 2025, we will reduce the number of manhours we use for the development of mass-production models by 30%, and we will repurpose those manhours to accelerate our research and development in advanced areas for the future. In this way, we can continue creating new technologies which will support the future of Honda.
      Strengthening our operational structure in the area of production 
      In addition to the area of development, we are further strengthening our operational structure in the area of production as well, so that we can create strong products with high efficiency.
      We are making steady progress in optimizing our production capacity in all regions. When this is complete, we are expecting to see that our global capacity utilization rate, excluding China, will increase from 90% recorded in 2018, and we will be producing at full capacity by 2022.
      In China, the third plant of Dongfeng Honda became newly operational, and this put us in a position where we can definitely accommodate market demand in China. We believe that this progress we made paved the way for the optimization of our global production capacity.
      From here onward, we think it is important to increase our competitiveness by increasing the efficiency of our production system in North America.
      For our business in North America, while keeping pace with sales expansion, we enhanced our model lineup and established a flexible production system where our plants sometimes produce various models in duplication to accommodate changes in market demand. However, as a result of the pursuit of high flexibility, an increase in the investment amount and a decline in production efficiency started to become an issue. Therefore, in North America as well, we will reduce the number of variations at the trim and option level, and at the same time, we will simplify the production model allocation at each plant. Through this initiative, we will re-establish a highly-efficient production system and realize the growth of North American business through the pursuit of quality.
      By implementing these initiatives to increase production efficiency in each region, we are expecting to reduce global cost in the area of production by 10% by 2025, compared to the cost recorded in 2018.
      Through all these initiatives I have mentioned, we will steadily strengthen the structure of our automobile business and realize the solidification of our existing automobile businesses by 2025, and, at the same time, we will accelerate our preparation for the future.
      Direction for the electrification of our automobile products
      Striving to realize a carbon-free society, Honda set a goal to electrify two-thirds of our global automobile unit sales by 2030.
      When we talk about the introduction of electrified vehicles, there are two perspectives. One is the improvement of fuel economy, and the other is zero emissions. Regulations for the Corporate Average Fuel Economy (CAFE) standards are becoming increasingly stringent in every country around the world and complying with CAFE standards is one of the most important challenges for the automobile industry. At Honda, in light of the required infrastructure and how people use automobiles, we believe that hybrid technology is, at this moment, the most effective way for us to comply with CAFE standards. Therefore, we will electrify our products mainly with hybrid technologies. By increasing sales of our hybrid models all around the world, Honda will contribute to the global environment through the improvement of fuel economy.
      To this end, we will expand the application of our 2-motor hybrid system to the entire lineup of Honda vehicles. In addition to the 2-motor hybrid system which is compatible with mid-to-large-sized vehicles, we developed a new, more compact 2-motor hybrid system suitable for small-sized vehicles. This small-sized 2-motor hybrid system will be adopted first by the all-new Fit which we are planning to exhibit as a world premiere at the Tokyo Motor Show this fall.
      In addition to the expansion of the lineup of products equipped with the 2-motor hybrid system, we also will expand the application of the 2-motor hybrid system on a global basis. With that, by 2022, we are expecting to reduce the cost of the 2-motor hybrid system by 25% compared to the cost of this system in 2018.
      As for zero emission vehicles, with our battery EVs we will comply with the Zero Emission Vehicle (ZEV) program being adopted by California and other states in the U.S. and China's New Energy Vehicle (NEV) mandate. We will efficiently introduce our battery EVs to the market by selecting the most appropriate partners and resources to satisfy the different needs in each region.
      In North America, we will jointly develop battery components with General Motors and introduce highly-competitive battery EVs in the market.   
      In China, in order to keep up with the fast speed of electrification, we have already begun introducing battery EV models developed together with our local joint venture companies in China. While envisioning the introduction of battery EV models from the Honda brand, we will continue utilizing local resources in China and introduce more battery EV models in a timely manner to fulfill local market needs in China.
      In Europe and Japan, we will introduce the Honda e, a new battery EV model, which was recently introduced as a prototype at the Geneva Motor Show.
      To summarize, Honda will popularize and improve the business feasibility of electrified vehicles by focusing on hybrid vehicles and battery EVs.
      Changes in operational structure
      In order to ensure the solid implementation of these initiatives I just introduced for our automobile business, we renewed our operational structure as of April. The aims of this structural change are to establish an organization which brings all regional operations together to strongly facilitate inter-regional coordination and collaboration and to increase the speed of our business operations by enabling prompt decisions and prompt execution.
      Today, I introduced our initiatives to strengthen our automobile business structure and the direction of our electrification. Under the new organizational structure, we will realize our goals with a keen sense of speed. 
      Closing
      As we stated in our 2030 Vision, Honda is striving to grow through the pursuit of quality so that we can fulfill our vision to "Serve people worldwide with the joy of expanding their life's potential."
      Honda will continue taking on new challenges while being driven by strong passion, so that we can continue to be a company that society wants to exist even in 2050 after Honda becomes more than 100 years old. 
      *1 S-E-D-B: Sales, Engineering (Manufacturing), Development (R&D), Buying (Purchasing)
    • By Drew Dowdell
      American Honda Announces April Sales Results
       
      May 1, 2019 Civic continues to lead U.S. passenger car sales, driven by strong retail performance Honda truck sales rise 2.7% in April as Passport adds strength and CR-V and Pilot maintain momentum Acura trucks also gain, with RDX surging 17.3% on the way to an overall increase of 6.2% for the month  American Honda Total
      125,775
      +0.1%
      Cars
      57,452
      -3.4%
      Trucks
      68,323
      +3.1%
      Total
      114,088
      +0.2%
      Cars
      54,030
      -2.4%
      Trucks
      60.058
      +2.7%
      Total
      11,687
      -1.7%
      Cars
      3,433
      -16.6%
      Trucks
      8,265
      +6.2%
       

    • By William Maley
      I was a bit surprised when I got word that I would be spending a few days with a Mitsubishi Eclipse Cross only a few weeks after doing a brief first drive. As I noted in my report, I came away pretty impressed with certain aspects of this latest contender in the compact crossover class. But there were some items that I needed more time to mess around with such as the infotainment system and powertrain. With a bit more time behind the wheel, how would Mitsubishi’s newest model fare? 
      As I talked about in my quick first drive, Mitsubishi’s design staff went crazy with the Eclipse Cross. Sharp angles, a split shape for the tailgate, and aggressive front end treatment will draw a lot of comment. But credit should be given to the design team as they have created something that does stand out in a very crowded class. The polarizing design can be toned down a lot if you choose a different color than the red as seen on my tester. 
      Sadly, that polarizing design doesn’t carry into the interior. But the plain look does allow for most controls to be easy to find and reach. Only the placement of the trip computer controls (behind the steering wheel) and climate control (nestled deep in the center stack) will invoke some frustration. Mitsubishi has also made some noticeable improvements to overall interior quality. There are higher quality hard plastics and some soft-touch materials used throughout. Also, there were no glaring build quality concerns that I noticed in the Outlander Sport.
      The front seats provide decent support for short trips, but I was wishing for more padding after doing a day trip to Ohio. The sloping roofline and large sunroof will eat into rear headroom, but legroom is decent for most passengers. Cargo space is on the low side with 22.6 cubic feet with the seats up and 48.9 cubic feet when folded. The sloping tailgate design does also mean you’ll need to plan carefully as to how you plan on loading cargo.
      Mitsubishi equips all Eclipse Cross models with a seven-inch touchscreen, but only the LE and above get a free-standing version with a touchpad controller. The touchpad controller reminds a lot of the Lexus’ Remote Touch system and its issues. Both systems exhibit some slowness to respond when your finger is moving across the pad. At least the Mitsubishi system has a touchscreen as another input method, but you’ll be stretching your arm to use it. The graphics and overall performance do trail competitors, but it is a huge step forward when compared to the previous systems Mitsubishi has installed. Android Auto and Apple CarPlay compatibility are standard on LE models and above.
      A new turbocharged 1.5L four-cylinder powers the Eclipse Cross. Output is rated at 152 horsepower and 184 pound-feet of torque. All models come with a CVT and the choice of either front or Mitsubishi’s Super All-Wheel-Control (S-AWC). During my first drive, I came away mostly impressed with the turbo-four as it moved the vehicle with subtle verve around town. This still held true during my time with the vehicle. But I did find the engine runs out of steam at higher speeds, making it somewhat difficult to pass quickly when traveling on the highway. Also, the engine does sound somewhat unrefined in hard acceleration. The CVT is similar; providing excellent performance around town, but noticeably struggles on the highway. 
      EPA fuel economy on the Eclipse Cross SEL S-AWC is 25 City/26 Highway/25 Combined. My average for the five-day period I had the vehicle landed around 27.2 on a 70/30 mix of highway and city driving.
      Despite the Eclipse name on the vehicle, this is not a sporty crossover. There is pronounced body lean and the steering feels noticeably light. But for most buyers, this is not a big issue. They’re more concerned about how the Eclipse Cross rides and the news is better. The suspension does a great job of absorbing most bumps. Wind noise is kept to very acceptable levels, but there was a fair amount of road noise coming inside - especially when traveling on the highway. This makes long trips somewhat tiring.
      While many enthusiasts may bemoan the fact that Mitsubishi is using the Eclipse name on a crossover, I’ll be the first to admit this is their best vehicle in quite some time. The design and turbo engine help the model stand out in what is becoming a quite crowded class. Plus, the starting price of $23,295 for the base ES makes it quite tempting. Still, the Eclipse Cross does trail the pack in terms of comfort, cargo space, and performance at higher speeds. There is room for improvement, but Mitsubishi has most of the basics right on the money.
      Disclaimer: Mitsubishi Provided the Eclipse Cross, Insurance, and One Tank of Gas
      Year: 2018
      Make: Mitsubishi
      Model: Eclipse Cross
      Trim: SEL S-AWC
      Engine: Turbocharged 1.5L Direct-Injected Four-Cylinder
      Driveline: CVT, All-Wheel Drive
      Horsepower @ RPM: 152 @ 5,550
      Torque @ RPM: 184 @ 2,000
      Fuel Economy: City/Highway/Combined - 25/26/25
      Curb Weight: 3,516 lbs
      Location of Manufacture: Okazaki, Japan
      Base Price: $27,895
      As Tested Price: $32,310 (Includes $995.00 Destination Charge)
      Options:
      Touring Package - $2,500.00
      Red Diamond Paint - $595.00
      Accessory Tonneau Cover - $190.00
      Accessory Carpeted Floormats and Portfolio - $135.00

      View full article
    • By William Maley
      I was a bit surprised when I got word that I would be spending a few days with a Mitsubishi Eclipse Cross only a few weeks after doing a brief first drive. As I noted in my report, I came away pretty impressed with certain aspects of this latest contender in the compact crossover class. But there were some items that I needed more time to mess around with such as the infotainment system and powertrain. With a bit more time behind the wheel, how would Mitsubishi’s newest model fare? 
      As I talked about in my quick first drive, Mitsubishi’s design staff went crazy with the Eclipse Cross. Sharp angles, a split shape for the tailgate, and aggressive front end treatment will draw a lot of comment. But credit should be given to the design team as they have created something that does stand out in a very crowded class. The polarizing design can be toned down a lot if you choose a different color than the red as seen on my tester. 
      Sadly, that polarizing design doesn’t carry into the interior. But the plain look does allow for most controls to be easy to find and reach. Only the placement of the trip computer controls (behind the steering wheel) and climate control (nestled deep in the center stack) will invoke some frustration. Mitsubishi has also made some noticeable improvements to overall interior quality. There are higher quality hard plastics and some soft-touch materials used throughout. Also, there were no glaring build quality concerns that I noticed in the Outlander Sport.
      The front seats provide decent support for short trips, but I was wishing for more padding after doing a day trip to Ohio. The sloping roofline and large sunroof will eat into rear headroom, but legroom is decent for most passengers. Cargo space is on the low side with 22.6 cubic feet with the seats up and 48.9 cubic feet when folded. The sloping tailgate design does also mean you’ll need to plan carefully as to how you plan on loading cargo.
      Mitsubishi equips all Eclipse Cross models with a seven-inch touchscreen, but only the LE and above get a free-standing version with a touchpad controller. The touchpad controller reminds a lot of the Lexus’ Remote Touch system and its issues. Both systems exhibit some slowness to respond when your finger is moving across the pad. At least the Mitsubishi system has a touchscreen as another input method, but you’ll be stretching your arm to use it. The graphics and overall performance do trail competitors, but it is a huge step forward when compared to the previous systems Mitsubishi has installed. Android Auto and Apple CarPlay compatibility are standard on LE models and above.
      A new turbocharged 1.5L four-cylinder powers the Eclipse Cross. Output is rated at 152 horsepower and 184 pound-feet of torque. All models come with a CVT and the choice of either front or Mitsubishi’s Super All-Wheel-Control (S-AWC). During my first drive, I came away mostly impressed with the turbo-four as it moved the vehicle with subtle verve around town. This still held true during my time with the vehicle. But I did find the engine runs out of steam at higher speeds, making it somewhat difficult to pass quickly when traveling on the highway. Also, the engine does sound somewhat unrefined in hard acceleration. The CVT is similar; providing excellent performance around town, but noticeably struggles on the highway. 
      EPA fuel economy on the Eclipse Cross SEL S-AWC is 25 City/26 Highway/25 Combined. My average for the five-day period I had the vehicle landed around 27.2 on a 70/30 mix of highway and city driving.
      Despite the Eclipse name on the vehicle, this is not a sporty crossover. There is pronounced body lean and the steering feels noticeably light. But for most buyers, this is not a big issue. They’re more concerned about how the Eclipse Cross rides and the news is better. The suspension does a great job of absorbing most bumps. Wind noise is kept to very acceptable levels, but there was a fair amount of road noise coming inside - especially when traveling on the highway. This makes long trips somewhat tiring.
      While many enthusiasts may bemoan the fact that Mitsubishi is using the Eclipse name on a crossover, I’ll be the first to admit this is their best vehicle in quite some time. The design and turbo engine help the model stand out in what is becoming a quite crowded class. Plus, the starting price of $23,295 for the base ES makes it quite tempting. Still, the Eclipse Cross does trail the pack in terms of comfort, cargo space, and performance at higher speeds. There is room for improvement, but Mitsubishi has most of the basics right on the money.
      Disclaimer: Mitsubishi Provided the Eclipse Cross, Insurance, and One Tank of Gas
      Year: 2018
      Make: Mitsubishi
      Model: Eclipse Cross
      Trim: SEL S-AWC
      Engine: Turbocharged 1.5L Direct-Injected Four-Cylinder
      Driveline: CVT, All-Wheel Drive
      Horsepower @ RPM: 152 @ 5,550
      Torque @ RPM: 184 @ 2,000
      Fuel Economy: City/Highway/Combined - 25/26/25
      Curb Weight: 3,516 lbs
      Location of Manufacture: Okazaki, Japan
      Base Price: $27,895
      As Tested Price: $32,310 (Includes $995.00 Destination Charge)
      Options:
      Touring Package - $2,500.00
      Red Diamond Paint - $595.00
      Accessory Tonneau Cover - $190.00
      Accessory Carpeted Floormats and Portfolio - $135.00
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