5 posts tagged “honda”

This was a great find at Take Note in Lower Hutt today. Take Note is a post office and gift shop run by my friend Mandeep but I have never bought a book from there before. I was surprised to find it displayed prominently and being an automobiliac I paid the $40 for it.

   My cover differs slightly: the News Gothic-set headlines have been replaced by the same text in ITC Benguiat, while the lettering around the masthead is now Akzidenz-Grotesk. Inside, there are great Car articles from 1965 to 1974, covering the best of the first decade (I became a reader, thanks to Gary Hayvice, whose daughter was a classmate of mine, in 1981). I grew up with Llewellyn, Bishop, Setright and the rest; I remember Bulgin, and very briefly, wasn’t there a chap called James May? But some of the earlier talents appear in this compilation.
   Some articles are prescient—the warning that Honda could be a big player if it chose to build saloon cars, and the war for oil and how it might run out (from the first fuel crisis in the 1970s)—and others are less so, such as the warning that a Channel Tunnel would be a folly. Others are plain out of place in today’s politically correct world, namely the nude models that adorned cars at motor shows.
   There are even old advertisements, including one for women—flogging copies of Good Housekeeping. It was very sexist and the idea that cars were designed to pull birds was very much in evidence.
   It’s hardcover, so it should be a proud collection of 1960s’ and 1970s’ motoring journalism in my home.

Here’s an Autocade series for the Brits. Remember these? Well, maybe all but the last one. I haven’t put in the data for the MG ZR yet though.

Triumph Acclaim. 1981–4 (prod. 133,625). 4-door saloon. F/F, 1335 cm³ (4 cyl. SOHC). Anglicized version of Honda Ballade, made on the BL production lines at Cowley. Notable as one of the first Japanese designs to be built within the EEC, to bypass the gentlemen’s agreement where Japan limited itself to an 11 per cent share of the European market. Cramped in the rear compared with rivals. Limited-edition Avon Acclaims with more equipment and turbocharger; CD trim model later added as luxury version. Last Triumph car.

 

Rover 213/Rover 216. 1984–90 (prod. 418,367). 4-door saloon. F/F, 1342, 1598 cm³ (4 cyl. SOHC). Nicknamed ‘SD3’ or ‘Ronda’, successor to Triumph Acclaim followed the same formula: begin with a Honda Ballade. This time, Rover input was greater, evident on the cars themselves, which looked more distinctive. Reliable, advanced for its time thanks to 1·3 unit, slightly less up with the play with 1·6 derived from old Austin Maxi unit but still economical. Intended to be a niche player but had very healthy sales in comparison with other Austin Rover products of the time. Facelift in 1987 including revisions that Honda itself adopted for its Civic and Ballade.

 

Rover 214/Rover 216/Rover 218/Rover 220 (R8). 1989–98 (prod. 708,003). 3- and 5-door saloon, 2-door convertible, 2-door coupé. F/F, 1396 , 1590 cm³ petrol, 1769, 1905 cm³ diesel (4 cyl. OHC), 1588, 1590, 1994 cm³ (4 cyl. DOHC). Twin to Honda Concerto with even greater Austin Rover input than prior Rover 200 series, and probably the company’s most competitive range against ageing Ford Escort and even newer rivals such as Fiat Tipo. Some diesels sold with Honda badges but Rover bodywork. Cabriolet from 1992. Three-door launched 1992 with more powerful versions competing as a hot hatch; two-door coupé, codenamed Tomcat, well regarded as a performance derivative, from 1993. Two facelifts, including 1994 one grafting on formal Rover grille. Saloons deleted with launch of R3, but coupé and convertible carried on to 1998 without 200 name.

 

Rover 200/Rover 214/Rover 216/Rover 220SD (R3). 1995–9 (prod. 470,449). 3- and 5-door saloon. F/F, 1396, 1589, 1796 cm³ (4 cyl. DOHC), 1994 cm³ diesel (4 cyl. OHC). Originally designed as a replacement for Metro, but BMW and Rover nudged it upmarket where it was a premium product and rather expensive for its size. Smaller than former Rover 200 due to its Metro-replacing origins and cheaply developed at £200 million. Attractive David Saddington-styled car with ideas above its station, promoted by Sting on TV, aimed at the 20-somethings. As an Escort or Golf competitor, far too cramped. Most cars soon badged 200, regardless of engine size. Limited-edition BRM in 1998. Successor was eventually brought down to earth and sold in the Fiesta class.

 

Rover 25. 1999–2004 (prod. 217,620 all 25 incl. Mk II). 3- and 5-door saloon. F/F, 1120 cm³ (4 cyl. SOHC), 1120, 1396, 1588, 1795 cm³ petrol (4 cyl. DOHC), 1994 cm³ diesel (4 cyl. OHC). BMW-influenced facelift for 1995 Rover 200, designed to keep the car current till replacement ready in the 21st century—sadly, that never came. Repositioned lower in the market-place with price adjusted, making 25 seem better value. Introduction of Streetwise “soft-roader”: a 25 with cladding pretending to be an off-roader, but which had the same FWD transmission as others. Laughed at then, but now Volkswagen, Ford, Citroën, Peugeot and others offer similar cars. 

 

Rover 25. 2004–5 (prod. 217,620 all 25 from 1999). 3- and 5-door saloon. F/F, 1120 cm³ (4 cyl. SOHC), 1120, 1396, 1588, 1795 cm³ petrol (4 cyl. DOHC), 1994 cm³ diesel (4 cyl. OHC). Facelift and new interior—and last hurrah—for British-made 25, codenamed Jewel. Packaging dated but car still fairly handsome and reasonably good value. Streetwise faux off-roader continued. Lasted till April 2005 when MG Rover went into administration, and tooling now owned by Red Chinese state.

 

MG 3 SW. 2007 to date (prod. unknown). 5-door sedan. F/F, 1396, 1795 cm³ (4 cyl. DOHC). Subcompact crossover developed from Rover Streetwise. MG 3 SW (for Streetwise, not Station Wagon) a front-wheel-drive model with Rover 200 platform from 1995, made in Nanjing, China from 2007 after a two-year hiatus caused by MG Rover’s collapse. New to buyers in Red China, where most are sold.    

These are way too cool. I saw some at a paper factory in Taiwan that were Chinese-made; these are from Japan. Above are an Alfa 156 Sportwagon and a 2000 Honda Civic Type R. There are also unlikely-to-appear-on-paper models there like the Chrysler PT Cruiser. 

http://f1.aaa.livedoor.jp/~sakyo/titlepage/papercar01.html

[Cross-posted] Honda’s Takeo Fukui has said that he will put the world’s first hydrogen fuel-cell car on the market by next year, with a sticker price of around £50,000. The car emits water vapour as its “exhaust”.
   This is fabulous thinking: rather than hold the technology back, as all the other automakers are doing, Honda is going full steam ahead and pioneering.
   In one move, it’s overcome any slowdown in the Japanese car market and made an impact in an eco-conscious world.
   And £50,000 isn’t a lot to pay for a large sedan that’s brimming with technological advancements.
   Asked how the new Honda FCX might overcome the absence of hydrogen filling stations, Mr Fukui gave a great answer that shows the company has really considered its car in a historical context: ‘When the car was invented, countries weren’t full of petrol stations. When the demand is there it will happen.’
   It makes Red China’s copying of western automotive models seem outmoded and silly, considering that it had nearly a carte blanche with which to play in the 1980s and 1990s. That could have meant jumping ahead of the rest of the world without having the worries of old plant costs to contend with.
   It also shows that brands will only get you so far: major leaps ahead like this, without reference to what the establishment might think, can spell success when it taps in to the Zeitgeist. And Honda has detected that the world in the late-2000s is still going to be obsessed with global warming and climate change. It has detected that there is a rebellion against brands that do not help the planet. And it might have also considered that there will be a rationalization in the brands we deal with, so why not get ahead now?

The AA is warning New Zealand consumers that not every car can use E10, and noted Japanese imports. I should not be smug here, but caveat emptor. The warnings about buying cars not engineered for this market have been around for a long time, from issues with winter tyres (which have led to deaths here) and now, to fuel.
   But bravo to Volkswagen and Honda. From the Fairfax Press:

Volkswagen said all new petrol-powered vehicles bought in New Zealand since January 1, 2006 could use the biofuel. …
   Honda said all its vehicles produced in the last decade were E10 ready[.]

Still, my comments from yesterday stand.