Honda Legend 2011

Honda Legend 2011

Maker: - Honda

Model: - Legend

Engine Capacity: - 3700 cc Officially (3664 cc)

Drive Type: - 4WD (SH-AWD)

Steering Position: - Right Hand Drive

Transmission Type: - 6 Speed Automatic Gear + Paddle Shift

Fuel: - Gasoline (Petrol)

Passenger Capacity: - 5

Engine Type: - J37A.SOHC.V6.VTEC + PGM-FI

Number of Doors: - 4

Prince: - $ 82,600

2010 honda insight review and photos gallery

The all-new 2010 Honda Insight hybrid hatchback goes on sale on Earth Day, which is April 22, with a manufacturer's suggested retail price of $23,900 for the Insight LX.

The 5-passenger, 5-door hybrid vehicle is powered by an Integrated Motor Assist system comprised of a
1.3L i-VTEC gasoline engine and a 10-kilowatt electric motor that together contribute to a Transport Canada fuel economy rating of 4.8 L/100 km (city) and 4.5 L/100 km (highway).

The Insight features the Ecological Drive Assist System, which is an innovation that can further enhance efficient vehicle operation while providing feedback related to individual driving styles.

"Honda Insight is designed to bring hybrid technology within closer reach for many new car buyers in Canada with its affordable pricing," said Jerry Chenkin, executive vice president of Honda Canada Inc. "In addition to making sound environmental sense with higher fuel efficiency and lower emissions, hybrid technology is now entering an era where it can also make financial sense for a broader range of customers."

A premium version of the Insight is also available. The Insight EX, with an MSRP of $27,500, adds Honda's Satellite-Linked Navigation System with Bilingual Voice Recognition; Vehicle Stability Assist; Bluetooth HandsFreeLink; alloy wheels; steering wheel-mounted paddle shifters; an upgraded audio system with six speakers; USB audio interface; a centre console with armrest and storage compartment; heated side mirrors with integrated turn signals; and more.

2010 honda insight Car

2010 honda insight Car
2010 honda insight Car

2010 Honda Pilot

2010 Honda Pilot

The 2010 Honda Pilot ranks 12 out of 23 Affordable Midsize SUVs. This ranking is based on our analysis of 31 published reviews and test drives of the Honda Pilot, and our analysis of reliability and safety data.

Though it received a major redesign in 2009, the Honda Pilot still can't compete with top rivals. Its strengths are a spacious third-row seat, lots of storage cubbies and a powerful engine, but it misses the mark when it comes to interior quality and braking performance.

With a starting price of nearly $28,000, the eight-passenger Honda Pilot isn’t the most expensive or the most affordable SUV in its class. Likewise, its base fuel economy rating (17/23 mpg city/highway) is about average. So what differentiates the Pilot from the large pack of midsize SUVs? Not much, according to test drivers.

 “Honda's sterling reputation will likely clinch plenty of Pilot sales, but we think discerning consumers who test-drive the competition will find that the Pilot is a surprisingly lackluster effort from the illustrious Japanese.

Along with its spacious third row and excellent safety scores, the Pilot boasts a powerful V6 engine and impressive towing capacity. It comes with seating for eight, which is impressive since most three-row SUVs seat only seven. However, those strengths may not be enough to make up for the Pilot’s weaknesses. These include longer-than-average braking distances, poor-quality interior materials and confusing dashboard controls.

The Pilot sees no major changes for 2010. The 2011 model is also expected to remain unchanged, although it will add Honda’s Satellite-Linked Navigation System as an option for the EX-L model (a feature previously exclusive to the Touring model).

The Pilot comes in several trims, the base LX, EX, EX-L and luxurious Touring. Though front-wheel drive is standard, it's available in all-wheel drive. Be sure to check for current Honda deals that may be available on a new Pilot.

Source:-usnews.rankingsandreviews.com 

 
 

Honda Fit 2010

Honda Fit 2010

The 2010 Honda Fit is largely unchanged following its 2009 redesign. Honda's smallest car comes in Base and Sport trim levels. All are powered by a 117-hp 1.5-liter 4-cylinder engine. A 5-speed manual transmission is standard, and a 5-speed automatic is optional. Sport models with automatic have steering-wheel-mounted shift paddles. Sport models have subtle aerodynamic body add-ons, upgraded trim, and 16-inch alloy wheels in place of the base model's 15-inch steel wheels. Available safety features include ABS, traction control, antiskid system, front side airbags, and curtain side airbags. A USB port is standard on the Sport. A navigation system is available on the Sport, and versions so equipped are priced as separate models.

Our Best Buys include the Honda Fit and Nissan Cube. Our Recommended picks are the Hyundai Accent, Kia Rio, Scion xD, and Suzuki SX4. New or significantly redesigned models for 2010 include the Kia Rio, Kia Soul, and Suzuki SX4

Source:-carslegend.blogspot.com

2010 Honda Accord Crosstour

2010 Honda Accord Crosstour

Let’s face it—the latest trend of sleek-lined crossovers is here to stay, and we can look forward to more and more manufacturers creating new vehicles based on this larger design ethos. (See what you’ve done, BMW X6?) So Honda, known for game-changing products, was certain to remind us that the brand new Accord Crosstour had been in the works for many years. “We had been planning this one since before anyone even saw the X6,” we were assured by one executive. When we asked if the Crosstour was in any way developed alongside the recently released Acura ZDX, we were told that the two vehicles have nothing in common with one another. In fact, Honda pointed out that while the ZDX was designed and engineered in America, the Crosstour is, for the most part, the fruit of Japanese labor.

But is it unique? Aside from the styling, there isn’t a whole lot of newness to this car. As the vehicle’s name suggests, the Crosstour is based on the trusty Accord sedan, and instead of dropping the Accord name, Honda left it in place to build better familiarity within its consumer base. Truth be told, about 60 percent of the Crosstour is made up of standard Accord parts, and Honda won’t shy away from telling anyone and everyone that the Crosstour is an extension of the Accord lineup. The automaker wants consumers to view this vehicle as a more premium version of the Accord, but one that offers the space and functionality of a crossover. While this all makes a whole lot of sense in concept, the final product is a bit of an odd duck.

What Honda has created here is a vehicle that is relatively good to drive and has a lot of sedan-like road-going characteristics, but doesn’t make a whole lot of sense as a crossover. The Crosstour’s good-to-drive-ness does give it an edge over more un-involving vehicles like the Venza or Murano, though it’s a little hard to see how it might capture customers from those stalwarts, to say nothing of its own brothers. As a crossover, this vehicle has an odd fit into Honda’s product line. To wit, the CR-V is only four-tenths of an inch taller than the Crosstour and it rides on a much shorter wheelbase, and yet it boasts 21.6 more cubic feet of storage space behind the front seats. What’s more, the CR-V offers more headroom and legroom for front passengers, and more legroom in the second row. And price? A fully loaded CR-V with all-wheel drive is only about $1000 more than a base, front-drive Crosstour. Doesn’t make a whole lot of sense to us.

That said, a majorly redeeming quality of the Crosstour is how good it is to drive. The only powertrain available is the Accord-sourced 3.5-liter V-6, which produces 271 horsepower and 254 pound-feet of torque, mated to a five-speed automatic transmission. Curiously, no four-cylinder engine is available, though engineers explained that putting a four-pot mill in the Crosstour only netted one extra mile per gallon, so they opted to only offer a V-6. Still, a four-cylinder version could have lowered the car’s starting MSRP. Front-wheel drive is standard and all-wheel drive is optional, but Honda only expects a small margin of all Crosstour sales to have power routed to all four wheels. (Don’t expect to see all-wheel drive making its way into the Accord sedan anytime soon, either.) Our front-drive test car felt peppy while being tossed along back roads, but was subject to a bit of body roll and understeer in the corners.

 We mostly attribute this to the skinny eighteen-inch rubber that higher-level Crosstours are equipped with; the Toyota Venza and Ford Flex are much more competent through the bends, mostly due to their wider tracks and beefier tires. The Crosstour does, however, benefit from cornering shift control, which holds the selected gear through a turn to eliminate the transmission’s tendency to change gears. This allows for a much more linear acceleration feel upon exiting a turn without needing to downshift to a lower gear to achieve max power. It’s smooth, too—something that we can appreciate in a vehicle that isn’t meant to be a nimble sports car. Since most of the Crosstour’s underpinnings are Accord stock, we weren’t surprised to experience crisp turning and lots of driver feedback through the steering wheel. Larger brakes have been fitted at all four corners to account for the added weight of the crossover versus the sedan, and they are appreciated.

So while the Crosstour is relatively good to drive and may do the job of a crossover rather well, it just doesn’t make sense as a Honda. The automaker will now find this vehicle competing head-on against its CR-V, Pilot, and Accord, and because its only unique aspect—the styling—isn’t a huge success, we can’t see it exactly flying off of dealer lots. If consumers judge this book by its cover, the Crosstour won’t be terribly appealing. Too bad really, as it’s a CUV that would be a better-than-most choice for enthusiast drivers. We can only hope that the Crosstour’s strong road manners are enough to win over the consumer set.

Source:-thecarconnection.com

Honda Insight 2010

Honda Insight 2010

Honda’s new Insight borrows from many points, parts and places in the company’s past in the search for the highest possible real-world fuel economy. You won’t be saving the world for multiple generations of gorgeous creatures such as yourself, but you’ll feel good about trying. And since you already look good, feeling good becomes the #1 issue. Well, maybe doing good is up there, too.

Honda has one of the longest histories in Automobiledom of making conscious big product decisions in favor of better efficiency. Having started on two wheels, company founder Soichiro Honda pushed his engineers to perfect four-stroke bike engines when the world was mostly wedded to gas- and oil- consuming two-strokers. This set the tone for years.

In late 1999, Honda issued its first Insight. It was the first gas-electric hybrid actually sold in the U.S. market and the most fuel efficient car sold in the U.S. at the time. It only sat two people and looked akin to an elongated egg; both factors limited its appeal. After a brief hiatus, Honda has resurrected the Insight as a larger vehicle with styling that is more inline with its primary competitor, the Toyota Prius. We spent some time with the 2010 Honda Insight recently.

Despite the mileage hullabaloo about hybrids and all the intricate engineering details to make as light a car as possible, everything is moot if the car doesn’t perform as it should. If the singer can’t cut the track, but looks pretty good, even the most narcissist fan would boo the hag offstage. In this regard, the 2010 Insight plays the part well. In careful city-only driving, it returned 42.1 mpg. Dedicated highway driving saw 47.8 mpg and the overall combined during the whole test period netted 43.4. On official ratings of 40/43, that’s exceptional.

Brush up on your speechifying, too. As you acclimate to hypermiling in the Insight and learn to drive most efficiently, the center instrument display doles out awards based on your ability to extract the best mileage from the Insight. Leaves and wreaths denote your level of Efficiency Royalty. Maybe Honda’s next generation system will use Oscar statues.

If you’ve driven a Prius or other Toyota hybrid, the Honda’s operation feels a bit different. While we never witnessed it doing so, the system can propel the car on electricity alone. We did witness the engine stopping under braking once below a certain speed (roughly 5 mph) and when stationary. So, put simply, where the Toyota’s system can propel the car using electric power alone, the Insight’s 1.3-liter four-cylinder engine seems to always propel the car, though assisted by the electric motor when additional power is called for. You can opt for a high(er)-efficiency mode by pushing the ECON button on the dash, which dials back the response rate of the throttle, lowers the rev range in which the CVT operates, adjusts air conditioning and cruise control parameters and lengthens engine-stop duration at traffic lights during idle time.

Starting at a base price of $20,510 including destination, the Insight undercuts the newly-redesigned 2010 Prius by $2,240, the latter’s base price being $22,750, including destination. That’s a significant 10% in a sector that’s getting more competitive. Toyota’s 2010 Prius line-up was introduced with lower pricing than the predecessor model, which means one big thing. The hybrid/hyper-economy car segment has been heating up for some time and appears only to get hotter as we head through the summer and fall.

SOurce:-gaywheels.com

HONDA CIVIC HYBRID 2005

Honda Civic 2005 Hybrid

The Honda Civic is an automobile manufactured by Honda. It was introduced in July 1972 as a two-door coupe, followed by a 3-door hatchback version that September. With the transverse engine placement of its 1169 cc engine and front wheel drive, like the British Mini, the car provided good interior space despite overall small dimensions.

Early models of the Civic were typically outfitted with a basic AM radio, rudimentary heater, foam cushioned plastic trim, two-speed wipers, and painted steel rims with a chromed wheel nut cap. The current Civic has become much more luxurious with satellite-linked navigation, a six-speed manual, power locks and power windows available. Still, many regard the Civic as representing a good value for the money, combining good performance, reliability and economy, as well as a very low rate of depreciation, resulting in a low total cost per mile or per year.
Source:-carslegend.tk

HONDA S2000 CR 2008

Powertrain

The 2.2-liter, DOHC VTEC 4-cylinder engine produces 237 horsepower and 162 lb-ft. of torque while meeting California's Low-Emission Vehicle 2 (LEV-2) standards. Honda's innovative VTEC advanced variable valve-timing system operates the engine's 16 valves in both intake and exhaust modes. This system is compact and tailored to the high-output, high-rpm operating characteristics of the Honda S2000 engine. Torque and horsepower are optimized over the engine's entire operating range to simultaneously provide low-end power and top-end performance near the engines 8000 rpm redline. The Honda S2000 is capable of accelerating from 0-60 mph in less than six seconds.

The aluminum-alloy cylinder head maximizes space efficiency with a compact gear and chain-drive system for the dual overhead camshafts. The ancillary drive system for the alternator, water pump and air-conditioning compressor also use a space-efficient design.

The engine's highly rigid, aluminum-alloy cylinder block features long-wearing FRM (Fiber-Reinforced Metal) cylinder liners.

ightweight pistons are made of forged aluminum alloy and the forged-steel connecting rods and crankshaft are heat-treated for added toughness. Numerous friction-reduction techniques, such as, roller-bearing cam followers and advanced bearing materials, are used in the engine.

Body

The Honda S2000 is an open-topped, two-seat roadster with a near perfect 50/50 weight distribution. The Honda S2000 uses steel body construction with the exception of the hood, which is aluminum. The body and frame are a hybrid monocoque structure. The "High X-Bone Frame" is formed by the body's high side sills, and diagonal (X) bracing underneath the body. A large central tunnel runs down the center of the cockpit. The tunnel serves as the backbone and main load-bearing structure for the vehicle, as well as a housing for the transmission and driveshaft.

The exterior styling of the S2000's body is designed to appear angular, modern and sleek. The long hood and flared front fenders create the impression of lowness and mass. High-intensity discharge (HID) projector headlights highlight the front of the vehicle, while the taillight design follows a similar theme with large, round multi-LED taillights set in clear-lens housings.

The Honda S2000 CR adds extensive aerodynamic body work that functions to significantly reduce lift and enhance chassis balance at high speeds. An underbody front spoiler and a trunk lid-mounted rear spoiler combine to lower the Coefficient of Lift (Cl) by as much as 70-80 percent depending on the roof configuration. Downforce is created by the rear spoiler when the hardtop is installed as the contour of the roof is designed to influence aerodynamics at the rear of the vehicle.

Safety Features

The Honda S2000 has dual-stage, dual-threshold front airbags (SRS) for the driver and passenger, three-point seat belts with load limiters and pre-tensioners, roll bar hoops and reinforced windshield posts. For pedestrian safety, the hood hinges and windshield-wiper pivots are designed to collapse and minimize the severity of a head injury to a pedestrian. Vehicle Stability Assist, ABS and a tire pressure monitoring system are standard equipment.

SOURCE:NETCARSHOW

HONDA INSIGHT 2010

Honda Insight 2010

To help Honda Insight owners realize the full benefits of Honda hybrid technology, the Insight will feature a new interactive, driver-focused fuel economy enhancement technology named the Ecological Drive Assist System (Eco Assist™). Eco Assist combines multiple functions: a driver-activated ECON mode that optimizes control of the continuously variable automatic transmission (CVT), engine and related powertrain components to further improve vehicle fuel efficiency;a driver feedback function that uses an innovative speedometer display with changing background colors to provide real-time guidance to the driver on achieving higher fuel efficiency; anda unique fuel-economy scoring function using a plant-leaf graphic to provide feedback to the driver on current-trip driving efficiency and lifetime fuel-efficient driving performance.

All Insights are powered by an advanced 1.3-liter SOHC aluminum-alloy i-VTEC engine and CVT, along with a new generation of Honda's IMA hybrid system for exceptional fuel economy and fun-to-drive performance.

The Honda Insight's IMA system incorporates a 10-kilowatt (13 hp) electric motor and a compact Intelligent Power Unit (IPU) - recapturing and storing kinetic energy from vehicle braking and deceleration and supplying additional power for acceleration when needed. Packaging of the ultra-compact IMA battery and IPU in the vehicle's rear floor allows the enhanced utility of a 60/40 split and fold-down rear seat back.

The Insight's IMA system has the capability to operate exclusively on electric power in certain low- to mid-speed driving conditions. It also provides for cylinder deactivation within the gasoline engine during deceleration and for engine shutoff when the vehicle is stopped. With a 10.6-gallon fuel tank, the Honda Insight delivers an estimated maximum driving range in excess of 400 miles.

Standard safety features on all Insights include dual-stage, dual-threshold front airbags; front-side airbags with a passenger-side Occupant Position Detection System (OPDS); side curtain airbag system; anti-lock brakes with electronic brake distribution (EBD); driver- and front-passenger active head restraints and a front body designed to mitigate pedestrian injuries. All new Insights also feature Honda's Advanced Compatibility Engineering™ (ACE™) body structure, which provides improved crash compatibility between vehicles of different size and ride height, enhancing protection for Honda Insight occupants while reducing the potential for injury to occupants of the opposing vehicle in a frontal collision.

 Additional standard features on all new Insights include 60/40 split and fold-down rear seatbacks; two-tier digital instrument panels; automatic climate control; power windows, mirrors and door locks; a tilting and telescoping steering wheel and a 160-watt AM/FM/CD audio system with MP3 audio playback, an auxiliary audio input jack and Speed-Sensitive Volume Control (SVC).

Honda Insight EX models add alloy wheels, cruise control, 6-speaker audio system with USB audio interface,

SOURCE:NETCARSHOW.COM

Honda Legend 2009

Honda Legend 2009

Hold on to your cardigans! The next-generation Honda Legend has been snapped at the Busan Auto Show in South Korea, revealing a shape that is both pleasant and inoffensive - much like the middle-class retirees that are most likely to buy one.

I kid, I kid, old people are cool and this facelifted Legend adds a sense of dynamicism that was lacking in its sleek-but-uninspiring predecessor. The engine is expected to be the same 3.5-litre V6 as the new Accord, which will bring with it the same fuel-saving Variable Cylinder Management system to curb the car’s thirst during cruising. Drivetrain layout is still a bit of a mystery, but don’t be surprised if the same SH-AWD system that underpins the outgoing model makes a comeback with this one. Being Honda’s premium sedan, you can also expect generous lashings of luxury and some high-tech gizmos too.

As for us? We’ll wait for the Mugen version, thanks

Source:-themotorreport.com.au

HONDA JAZZ 2009

Honda Jazz 2009

                                                                    

You probably know the spiel by now, but just in case, the previous Jazz sold by the shed load and had the highest customer retention numbers in the class. It was also highly favoured by the sexagenarian set, with an average buyer age of 64. This was largely down to its prodigious-ness in the fields of being spacious, well built and easy to live with. So, in an astonishingly sensible display of Japanese business planning, the new model builds on those strengths; it's now bigger and even more versatile. The one-box shape remains, though it's been given a vague makeover that will probably be neither here nor there to most eyes.

The cabin is refreshed similarly. It's very well built - albeit from hard plastics - and the view out is from a lofty perspective. The window line is low, giving good all-around visibility, though the blind spots at the A- and C-pillars are massive. That said, all the controls are chunky and placed within inches of hands placed exactly at the ten and two o'clock positions.

You probably know the spiel by now, but just in case, the previous Jazz sold by the shed load and had the highest customer retention numbers in the class. It was also highly favoured by the sexagenarian set, with an average buyer age of 64. This was largely down to its prodigious-ness in the fields of being spacious, well built and easy to live with. So, in an astonishingly sensible display of Japanese business planning, the new model builds on those strengths; it's now bigger and even more versatile. The one-box shape remains, though it's been given a vague makeover that will probably be neither here nor there to most eyes.

The cabin is refreshed similarly. It's very well built - albeit from hard plastics - and the view out is from a lofty perspective. The window line is low, giving good all-around visibility, though the blind spots at the A- and C-pillars are massive. That said, all the controls are chunky and placed within inches of hands placed exactly at the ten and two o'clock positions.

Engine & Transmission

                                           

The 89bhp 1.2-litre i-VTEC engine our test car came with feels weak, and its distinct lack of torque (84lb.ft at 4,900rpm) makes the Jazz feel heavy around town. That bugbear is alleviated by two things: a well-weighted, mechanical-feeling gear change that's a pleasure to work; and a willingness to rev freely (albeit slowly) well past 6,000rpm. It's nowhere near quick, but it's economical (53.3mpg) and clean (125g/km CO₂).

Ride & Handling

The tranquillity at idle is at odds with the racket the Jazz serves up on the motorway, however. Wind and engine noise at higher speeds are a constant reminder that the Jazz is, despite its gargantuan inner quarters, a city car. Din swirls around the cabin, and the high-sided Jazz tends to get battered by even slight motorway crosswinds. The ride too, though much improved over the last-car's jarring setup, still gets fidgety over bumps. It's mostly comfortable, just easily upset.

It's futile talking at too much length about the Jazz's steering - it is, after all, a car whose remit is space and versatility, not driving prowess. However, handling is as confidence inspiring as the average pre-election promise - the first two inches of travel at either side of the steering wheel don't turn the car so much as tilt the entire body in the opposite direction. The Jazz is, all in all, a pretty uninspiring car to drive. You'd never take it out just for the sake of it.

Equipment, Economy & Value for Money

Value for money is relative, and although the Jazz has quite a high list price (our car came in at £11,131, even though its metallic 'blue rinse' paintjob was the only option), it enjoys class leading residuals. Honda dealers are unlikely to offer a significant discount on the Jazz either, though yours should comfortably last the duration of ownership without developing the irritating mechanical and trim foibles associated with some of its supermini rivals.

Economy is good (assuming you resist the urge to thrash it), and the equipment of the SE spec car we drove is satisfying enough - with alloys, air conditioning, an AUX socket for your iPod (yet nowhere to put it - why do makers do that?). There's also a plethora of airbags and electronic driving nannies to keep you feeling nice and safe.

Overall

                                                       

The new Honda Jazz smacks of a car made solely for the business of getting from point A to point B as effectively as possible, and it succeeds in doing so in a resounding fashion. For the 90 percent of car buyers who value the advantages of a spacious, well made, comfortable, reasonably priced and unpretentious car, the Jazz is brilliant. The last version's success is testament to that - and this one's better still. On that basis it's a four-star car, easily.

SOURCE:carenthusiast.com

honda accord 2009

  

Introduction

                                  

                                                

For two decades now, there have been two perennial no-brainer choices for a midsize family sedan: the Honda Accord and the Toyota Camry. Both have legions of satisfied owners and top reputations for reliability and safety. Deciding between the two often came down to this: If you wanted a softly sprung car with superior isolation, the Camry was the way to go -- and if you wanted a sporty ride and could live with a tad less refinement, the Accord was the sedan of choice. There's still some truth to this adage for 2009, but things have changed rapidly in the midsize sedan segment. For one thing, the Accord has grown bigger and softer with its latest redesign; for another, the competition has caught up.

Here's how things shake out for the Accord in today's family sedan free-for-all. The Honda is now roughly the fourth-sportiest entrant, by our count, trailing the canyon-king Nissan Altima, the upsized but still capable Mazda 6 and the often-overlooked Ford Fusion/Mercury Milan twins. It's also still hampered by traditional Honda foibles like elevated road noise and exaggerated brake pedal vibration during hard stops. Performance is likewise uninspiring -- while the upgraded 2.4-liter four-cylinder in the EX is pleasant, the base engine is merely adequate, and the top-of-the-line 3.5-liter V6 is overmatched in terms of acceleration by many rival six-cylinder engines.

Don't get us wrong -- the 2009 Honda Accord remains an appealing car, for a variety of reasons. First of all, it's got an ace up its sleeve that most competitors don't: its sterling reputation for reliability. Also, the Accord has ballooned to such a degree that the EPA classifies it as a "large car," and it shows in the commodious cabin, which boasts one of the most accommodating backseats of any family sedan. The center stack is undeniably button-happy, but its premium look and feel evokes luxury sedans such as the Infiniti M series. Like most Hondas, the Accord feels extraordinarily well constructed, and its interior materials are a cut above the rival Camry's. Moreover, that reputation for reliability pays off when it's time to sell, as the Accord boasts one of the best resale values around.

The Accord is also one of the few family sedans that's available in a coupe body style, and we should note that the coupe is substantially sportier than the workaday sedan, particularly with the optional V6 and coupe-exclusive six-speed manual. Whichever style you prefer, the Accord remains a smart choice on the strength of its proven track record. However, unlike Accords of the past, it doesn't really elevate itself above the competition once you get behind the wheel. As before, you're not going to go wrong with the Accord, but we'd advise taking a close look at the above-mentioned competitors, along with the Hyundai Sonata and much improved Chevrolet Malibu before making your decision.

 

Body Styles, Trim Levels, and Options

The 2009 Honda Accord is available in sedan and coupe body styles. The sedan comes in LX, LX-P, EX and EX-L trim levels, while the coupe comes in LX-S, EX and EX-L trims. The base LX sedan comes standard with 16-inch steel wheels, keyless entry, full power accessories, cruise control, a tilt-telescoping steering wheel, fold-down rear seats and a six-speaker stereo with a single-CD/MP3 player and an auxiliary audio jack. The LX-P sedan adds 16-inch alloy wheels, auto up-down front windows and a power driver seat. The coupe's base LX-S trim includes the LX-P's equipment with the exception of the passenger-side auto-up window and power driver seat, and it adds an in-dash six-CD changer.

Upgrading to EX trim nets 17-inch wheels and a sunroof for both body styles, while the EX sedan gains the in-dash six-CD changer and the EX coupe gets a premium stereo system with a subwoofer. The EX-L trim level adds leather upholstery, auto-on headlights, dual-zone automatic climate control, a leather-wrapped steering wheel, heated front seats and satellite radio. The EX-L sedan nabs the premium stereo system from the EX coupe, while the EX-L coupe gets the power driver seat.

The lone option is a navigation system. It's only available on EX-L models, and it includes voice-activated controls and Bluetooth connectivity.

Safety

All Accords come standard with antilock disc brakes, stability and traction control, front side airbags and full-length side curtain airbags. In government crash tests, the Accord sedan received a perfect five stars for front passenger protection in frontal and side impacts; however, it received just three stars for rear passenger side-impact protection. The Accord coupe was perfect except for its four-star side-impact protection for front passengers. The Insurance Institute for Highway Safety gave the Accord its top rating of "Good" for both frontal offset and side-impact crash protection.

Driving Impressions

With its latest redesign, the 2009 Honda Accord sedan has lost some of the sporty edge once attributed to it. In particular, the body rolls too much in corners, though we admire the Accord's nicely weighted and extraordinarily communicative steering. Notably, the Accord coupe's handling is significantly better. Around town, the ride quality isn't as comfortable as in the Camry or even the more firmly sprung Mazda 6, but most buyers won't find it objectionable. Another minor concern is the slightly higher amount of road noise than expected in this segment.

The base four-cylinder motor is unremarkable, providing leisurely and rather raucous acceleration, but the upgraded 190-hp version is more refined and offers the same fuel economy. The V6 lacks bottom-end torque, and Accords so equipped feel noticeably less swift than V6-powered versions of the Altima, Camry and Mazda 6, as well as 3.6-liter versions of the Malibu and Saturn Aura. The V6 coupe's exclusive manual transmission maximizes this engine's potential. Stopping power is certainly adequate, but the brake pedal vibrates harrowingly when you really stomp on it.

SOURCE:edmunds.com

Honda City 2009

Honda City 2009

 

Neglecting the fact that the back is a copy of M3, I have to say that the overall look of the car is not so attractive and good! Front is good, but when u see it from the side, the front and the back is so small and looks ugly! The interior looks good, and maybe it drives great, but the overall look of the car is quite different, which makes it weird!

 

Great Car For Family..! Interior Is Fantastic...:)

 Cars Legend Says That It's a Fantastic Car...!