Honda Malaysia Sdn. Bhd. secara rasmi mengumumkan pelantikan Encik Narushi Yazaki sebagai Pengarah Urusan dan Ketua Pegawai Eksekutif (CEO) baharu syarikat, berkuat kuasa mulai 1 April 2025. Beliau menggantikan Encik Hironobu Yoshimura, yang telah mengetuai syarikat itu sejak tahun 2022.
Dengan pengalaman lebih daripada 25 tahun dalam kumpulan Honda, Encik Yazaki telah memegang pelbagai jawatan kepimpinan kanan di Jepun, Thailand dan Amerika Syarikat, memberikan beliau perspektif global yang kukuh untuk memimpin operasi di Malaysia. Sebelum pelantikannya, beliau berkhidmat dalam Bahagian Operasi Pentadbiran Korporat di ibu pejabat Honda Motor Co., Ltd. di Tokyo.
Honda Malaysia Sdn. Bhd. has announced the appointment of Mr. Narushi Yazaki as its new Managing Director and Chief Executive Officer, effective April 1, 2025. He succeeds Mr. Hironobu Yoshimura, who has helmed the company for the past three years.
Mr. Yazaki brings over 25 years of global experience within Honda, having held senior leadership roles in Japan, Thailand, and the United States. Prior to his Malaysian posting, he was with the Corporate Administration Operations division at Honda Motor Co., Ltd. in Tokyo.
Honda terus melangkah ke hadapan dalam usaha menghidupkan semula model ikoniknya, Prelude, dengan buat pertama kalinya mendedahkan bahagian dalamannya yang hampir siap untuk pengeluaran. Model coupe ini pertama kali diperkenalkan sebagai konsep mengejut di Pameran Mobiliti Jepun 2023, menarik perhatian ramai dengan reka bentuknya yang aerodinamik dan moden. Pada ketika itu, bahagian dalamannya masih menjadi misteri kerana tingkap gelap menyembunyikan pandangan ke dalam kabin. Namun kini, Honda memberikan gambaran lebih jelas mengenai pengalaman yang bakal dinikmati oleh pemiliknya.
Reka Bentuk Kabin yang Moden dan Praktikal
Kabinnya menampilkan elemen reka bentuk yang mirip dengan model Civic, namun dengan perbezaan ketara, termasuk ketiadaan reka letak bolong udara berterusan yang menjadi ciri tandatangan Civic. Sebaliknya, papan pemukanya lebih menyerupai model Acura Integra, yang berkongsi asas mekanikal dengan Prelude. Salah satu perubahan utama ialah penggunaan pemilih gear berasaskan butang, menggantikan tuil gear konvensional seperti yang terdapat pada Civic dan Integra. Honda juga telah mengesahkan bahawa Prelude tidak akan ditawarkan dalam varian transmisi manual.
Honda has taken another step toward reviving the iconic Prelude, unveiling its near-production interior for the first time. First introduced as a surprise concept at the 2023 Japan Mobility Show, the Prelude captivated enthusiasts with its sleek coupe silhouette. While its cabin remained hidden behind blacked-out windows back then, Honda has now revealed a closer look at what buyers can expect.
The Prelude’s cockpit carries a sense of familiarity, borrowing heavily from the Civic’s design. However, it lacks the latter’s signature continuous vent layout. In many ways, the dashboard bears a closer resemblance to the Acura Integra, another model that shares its mechanical underpinnings. Unlike the Integra and Civic, which use conventional automatic gear levers, the Prelude adopts a button-based gear selector. Notably, Honda has confirmed that a manual transmission will not be offered.
One of the Prelude’s standout features is its S+ mode, which enhances the simulated shifting characteristics of its eight-speed transmission. This system allows drivers to engage paddle shifters, delivering an experience similar to the Hyundai Ioniq 5 N’s artificial gearbox, though in this case, there’s a real internal combustion engine at work. Honda explains that the “S+ Shift” mode optimises engine RPM control during acceleration and deceleration, resulting in a sharper and more responsive drive. The driving experience is further enhanced by artificial engine sounds, which are pumped through the speakers.
A recent video from a Japanese YouTuber provided a deeper look at the Prelude’s interior layout. The coupe features two rear seats, but the sharply sloping roofline restricts headroom in the back. However, Honda has compensated for this with a practical approach—the rear seats fold nearly flat, and the Prelude’s hatchback-style trunk opening makes loading bulkier items easier. A cargo cover has also been integrated, which can be folded and stored under the floor.
Additional details highlight Honda’s attention to practicality and refinement. Behind the B-pillar quarter glass, small clothing hooks provide a useful storage option, while the rear seats feature integrated headrests. A compact storage compartment between the rear seats adds to the interior’s versatility. Unlike the Integra, which offers a third seat in the rear, the Prelude maintains a strict two-seat configuration. Aesthetic touches include two-tone upholstery and “Prelude” embroidery on the front headrests and passenger side of the dashboard.
While Honda has yet to release full technical specifications, Japanese reports indicate that the Prelude has a shorter wheelbase than the Civic, but features wider front and rear tracks. It also borrows high-performance components from the Civic Type R, including its adaptive dampers and dual-axis front suspension, designed to enhance handling precision. The driving modes have been expanded to include a GT mode, which complements the standard Comfort and Sport settings.
As anticipation builds, enthusiasts await further details on the Prelude’s final specifications and market launch. Honda’s decision to bring back this legendary nameplate underscores its commitment to blending nostalgia with modern performance innovations.
Honda Motor Co., Ltd. telah memperkenalkan spesifikasi terkini bagi Modul Sel Bahan Api Generasi Seterusnya dan Penjana Kuasa Sel Bahan Api Honda di Ekspo Hidrogen & Sel Bahan Api Antarabangsa ke-23 (H2 & FC EXPO) di Tokyo. Pengumuman ini menandakan komitmen berterusan Honda terhadap teknologi tenaga bersih dan kelestarian.
Pengeluaran Besar-Besaran Menjelang 2027
Honda merancang untuk memulakan pengeluaran besar-besaran Modul Sel Bahan Api Generasi Seterusnya pada tahun 2027, manakala Penjana Kuasa Sel Bahan Api dijangka memasuki pengeluaran pada 2026. Langkah ini selaras dengan visi jangka panjang syarikat untuk mencapai neutraliti karbon menjelang 2050 dengan mempromosikan teknologi tenaga bersih.
Inovasi Modul Sel Bahan Api Generasi Seterusnya
Modul sel bahan api baharu ini dibangunkan sepenuhnya oleh Honda sebagai pengganti model terdahulu yang dibangunkan bersama General Motors. Dengan keluaran maksimum 150 kW, modul ini menawarkan peningkatan kecekapan dan kos pengeluaran yang lebih rendah—hampir separuh daripada model sebelumnya—serta daya tahan yang lebih baik.
Honda Motor Co., Ltd. has unveiled the specifications for its Honda Next Generation Fuel Cell Module and Honda Fuel Cell Power Generator at the 23rd International Hydrogen & Fuel Cell Expo (H2 & FC EXPO) in Tokyo. These advancements mark a significant step in Honda’s commitment to hydrogen-powered technology and sustainability.
Mass Production Timeline
Honda announced that mass production of the Next Generation Fuel Cell Module will commence in 2027, while the Fuel Cell Power Generator is set to enter production in 2026. These developments align with Honda’s long-term vision of promoting clean energy solutions and achieving carbon neutrality across its operations by 2050.
Next-Generation Fuel Cell Module
The newly introduced fuel cell module has been independently developed by Honda as a successor to the previous model, which was jointly created with General Motors. It features a rated output of 150 kW, improved efficiency, and a significantly reduced production cost—cutting costs in half while more than doubling its durability compared to the current version.
The module’s volumetric power density has increased more than threefold, resulting in a more compact design that enhances installation flexibility. By expanding the applications and market reach of this next-generation module, Honda aims to further contribute to a sustainable, energy-efficient society.
If there is any country that has been utterly dominating the electric vehicle, it would be China. And there is no denying that.
Whether you gauge it from sales figures, or production figures, or the number of new brands coming out of China, there is simply no denying that China is at the forefront of the EV segment.
But having said that, the Europeans have a glimmer of a presence in the segment as well, with Mercedes and its EQ series, and BMW’s i models which have had better success than its Stuttgart based competitor by simply creating better electric cars.
Porsche has enjoyed a good run with its Taycan though that is losing steam. Audi and the Volkswagen have had a decent run as well but like Porsche, seem to be losing their edge as well.
The Japanese on the other hand have stayed largely silent. Call it elegant silence but Japanese companies like Honda and Toyota have preferred to use a wait and see method and opting for a safer “multi-pathway” approach by offering everything from internal combustion engines to hybrids as well as EV’s rather than throwing everything behind a single technology. That seems to have worked well for them.
On the local front though, the Japanese have stayed largely silent, with most Japanese EV’ s being offered by local grey importers rather than through official channels.
Until now.
Honda Malaysia has confirmed that it will be launching its first salvo at the EV segment with its e:N1 model.
Based on the HRV, the e:N1 has not exactly been well received where ever it has been offered, which has been mystifying because we just drove it recently and found that it is quite impressive in every way.
What does it have to offer you?
Simply put, everything you need. The HRV is already a great platform to begin with, it is neither very big nor small, which means that it is brilliant for your everyday needs especially in urban areas.
Interior spaciousness is great as well, and because it is an EV, Honda could flatten the floors which means more legroom for taller passengers.
You also get a lot of tech.
The infotainment system is a giant 15.1-inch vertically stacked screen that is digitally split into three, something like that of the new Ford Ranger Wildtrak.
This makes perfect sense because even though there are no buttons for the essentials, everything is just a touch away. For example, there are no physical controls for the air-conditioning, but because the controls are clearly laid out at the bottom of the screen, adjusting the temperature or blower speed is just a touch away.
Chinese companies and their notoriously complicated infotainment systems can learn a lot from Honda.
The e:N1 is also the first Honda in our part of the world to come with Blind Spot Monitoring system, which is fantastic news because this just perfects the Honda package.
Honda has long insisted to stick with its Lane Watch Assist system, but it did not age very well, and the tech only worked for the left side of the car.
Now with Blind Spot Monitoring, it just means that Honda has finally caught up and is offering technology that makes day to day driving a lot more pleasant.
Besides that, it also comes loaded with electronic safety nets such as road departure mitigation with lane departure warning, lane keeping assist system, rear cross traffic monitoring, agile handling assist, as well as adaptive cruise control with low speed follow.
The thing that excites us the most?
That would be the massive 15.1-inch vertically mounted infotainment screen. You might be wondering why because that is quite common particularly in the EV segment, but it is not the physical device that excites us, it is the software.
The one thing that most car makers including those that claimed to be technologically advanced like Tesla, can never get right is software interaction. The way you use and connect with the software will ultimately dictate your overall experience with the car.
The infotainment system in an EV is one of the most important aspects of the cabin but it is through that that you access your entertainment and navigation, control parts of the car such as switching on and off safety systems and even adjust the air-conditioning.
Like it or not, modern cars have all but ditched physical buttons so intuitive software has never been more important. In a recent interview, Apple co-founder Steve Wozniak criticised Tesla for its “miserable user interface” calling it the “worst in the world”.
In my opinion though, Honda on the other hand has absolutely nailed it as far as intuitive software is concerned. The massive screen is separated into three distinct layers with the top part dedicated to navigation, Carplay and Android Auto.
The second layer is for entertainment, the trip computer and vehicle controls such as managing the safety systems and such. This is also where you can turn on and off certain things like Lane Keeping Assist.
The third layer is just for air-conditioning and that is permanently displayed there, just as it should. This is important because in some cars, you have to swipe through two to three layers of software just to adjust the temperature or turn down the blower. But not in the Honda, and this is what makes it such an easy car to get into and just go about your business.
And this means that the learning curve for the e:N1 is not that steep, particularly for older folks who want to trade to an EV but are worried about complicated software.
You interact with the Honda e:N1 just as you would a regular petrol powered Honda HRV, and that makes a world of difference.
The instrument cluster is also digital, and it also feeds you a lot of unnecessary information just like the ones found in Chinese EV’s. But unlike those, you can simplify the readouts so you can focus on what matters most. That I truly appreciate because I don’t like being overwhelmed with information that I don’t particularly care about, like being shown the time in three different angles at once.
What powers the e:N1?
A single front-mounted electric motor, effectively making the e:N1 a front-wheel-drive car.
The motor gets its power from a 68.8kWh lithium-ion battery, allowing for a total system output of 204PS and 310Nm of torque.
Acceleration to 100km/h is seen off in 7.7 seconds while top speed is rated at 160km/h.
In a world of face morphing acceleration times, the performance may not sound all that impressive, but it’s a different story in real life.
The accelerator of the e:N1 is rather sensitive, and that makes the car feel like it is always eager to get going. In fact, it is quite easy for the front wheels to break traction if you’re not gentle with the pedal.
It’s a good thing then that the e:N1 comes with three driving modes – Econ, Normal and Sport.
During our drive, we left the car in Econ mode most of the time, which makes the accelerator feel like a regular petrol powered HRV, and that is when the e:N1 is at its best.
How does it drive?
The best thing about the e:N1 is in the way it drives. Honda has been making great cars for decades and all that accumulated know how has certainly trickled down into the e:N1.
A regular person may not feel the difference, but because we drive so many different EV’s, particularly those from China these days, the suspension tuning of the e:N1 truly stands out.
Except for a handful of carmakers from China, a lot of the EV cars from China lack proper suspension tuning. Most of the time the suspension is too soft, resulting in a bobble head effect for passengers.
Apparently Chinese car buyers prefer soft suspension, but not for this writer.
The best suspension is one that keeps the car planted while telling the driver exactly what is going on at the point where the tyre meets the road. And at the same time, it is also absorbing all of the little ruts, dips and bumps, ensuring the passengers feel close to nothing.
This is exactly what you get with the Honda e:N1, a well-tuned suspension.
Other than that, the learning curve of the e:N1 is nearly identical to the one you go through with any new petrol powered car.
This is the not the same with all EV’s though.
EV’s from Tesla, Smart, XPeng, BYD, Leapmotor and some other brands have an incredibly steep learning curve. That is because they are nearly 100% devoid of physical buttons with most of the key controls located in the infotainment system.
You have to dive deep into the menu to do simple things like adjust the position of the air-conditioning vents or even turn up the temperature. For those that are not technologically inclined, this might be difficult.
You don’t get any of that with the e:N1 though, as mentioned earlier in the article, a lot of car makers can take a page out of Honda’s book on how to make intuitive software.
That just means that the learning curve for the e:N1 is incredibly linear. It is truly an easy car to learn and get used to, particularly for the elderly who want to transition to an EV but are afraid of complications associated with software or even charging the car.
How fast does it charge and how far will it go?
The e:N1 takes 78kW of DC charging and 11kW of AC charging. The charging ports, both Type 2 and CCS2, are located at the front of the car.
Charging will either take 45 minutes with the DC charger or six hours with the AC. Either way, this will work best if you have a home charger or a charge port at your workplace or a nearby shopping mall.
As for range, Honda claims a WLTP range of 412km. But during our drive from the traffic laden streets of Bangkok onto the busy highways to Pattaya and around the coastal town, we saw a real world range of 380km with 98% state of charge.
Of course, the overall distance will vary depending on your driving style, but 380km is good enough to go about your business around town and charge the car once or twice a week.
Final thoughts?
As a car, the Honda e:N1 offers everything you will ever need in an EV. In fact, it is quite composed and is akin to one of those ultra smart school kids that can’t seem to get a bad grade and has a bright future cast in stone.
But!
The biggest thorn on Honda’s side is not the car. It is the price tag. We don’t know yet how much the car will cost, but the price tag in Thailand is a good indication, though we hope it is not.
In Thailand, the e:N1 is priced at 1.5 million Baht, which roughly converts to about RM196,000. And that is too steep of an asking price considering the competition.
We hope that it is priced a lot more competitively because it is a great car and people deserve to drive great cars.
But, even if Honda Malaysia does price it competitively, the competition is not going to let Honda’s management team have a good night’s sleep.
Some Chinese brands have a knack of throwing grand discounts at a moment’s notice. Just a few days ago a well-known Chinese EV brand dropped the price of one of its popular EV’s down by an unbelievable RM26,000.
The reason they did that? Supposedly to match the price of the Proton eMas 7.
And that is what Honda Malaysia is up against. But even if Honda offers a great car at a great price, it is unlikely that they will take part in the price war. They simply do not have a knack for that, as history has shown.
Then it comes down to preference, will you want a car from a brand that has just found its footing in Malaysia? Or will you want a car from a brand that has a long history in Malaysia, with established service centres and a strong network of spare parts?
More importantly, will you buy a car from a brand that will drop the price of its cars at a moment’s notice, inadvertently affecting the second-hand value of your car? Or will you buy a car from a brand that holds steadfast to its values?
The choice is clear. For now, though, we just hope that it is priced competitively.
Specifications
Motor: Single, front-mounted
Power: 204PS
Torque: 310Nm
0-100kmh: 7.7 seconds
Top speed: 160kmh
Charging: 45 minutes with 78kW DC / 6 hours with 11kW AC
We like: Infotainment software, easy to drive
We don’t like: Brutal competition may outclass it
Honda kini sedang mempertimbangkan strategi baharu bagi mengelak kesan tarif import Amerika Syarikat (AS) dengan mendapatkan bekalan bateri hibrid daripada Toyota. Syarikat itu dilaporkan akan membeli pek bateri dari kilang pembuatan bateri baharu Toyota di North Carolina, yang dijadualkan memulakan operasi pada tahun fiskal 2025.
Menurut laporan akhbar Jepun, Nikkei, Toyota telah bersetuju untuk membekalkan Honda dengan sebanyak 400,000 pek bateri hibrid setiap tahun. Walaupun perjanjian ini merupakan perkembangan penting dalam industri automotif, ia bukan satu bentuk pakatan strategik antara kedua-dua syarikat. Honda hanya akan mendapatkan bekalan bateri daripada Toyota tanpa sebarang persetujuan timbal balik.
Mengatasi Cabaran Tarif
Langkah ini bertujuan untuk melindungi Honda daripada kenaikan tarif import yang dikenakan oleh kerajaan AS. Tahun lalu, Honda mencatatkan jualan sekitar 308,000 unit kenderaan hibrid di AS dan merancang untuk meningkatkan angka tersebut dalam tempoh beberapa tahun akan datang. Walaupun model spesifik yang akan menggunakan bateri Toyota masih belum didedahkan, spekulasi industri menyatakan bahawa model popular seperti CR-V Hybrid mungkin menjadi penerima pertama.
As Honda evaluates a potential merger with Nissan, the automaker is reportedly seeking an alternative strategy to bypass U.S. import tariffs. A key part of this plan involves purchasing hybrid batteries from Toyota’s upcoming North Carolina facility instead of sourcing them from overseas.
According to a report by Japanese newspaper Nikkei, Toyota has agreed to supply Honda with 400,000 battery packs annually, beginning in the 2025 fiscal year, which starts in April. This coincides with the launch of Toyota’s $14 billion battery manufacturing plant in North Carolina. The agreement, while significant, is not a strategic alliance. Honda will simply purchase the batteries from Toyota, with no reciprocal arrangement in place.
By securing a domestic supply of hybrid batteries, Honda aims to insulate itself from escalating tariffs imposed by the U.S. government. The company sold approximately 308,000 hybrid vehicles in the United States last year and intends to expand that number in the coming years. While specific models set to receive Toyota’s batteries remain undisclosed, industry speculation suggests that the popular CR-V hybrid could be among the first beneficiaries.
Nissan Motor Co. dilaporkan bakal mengalami perubahan kepimpinan apabila Ketua Pegawai Eksekutif (CEO) syarikat itu, Makoto Uchida, dijangka meletakkan jawatan dalam minggu ini. Langkah ini berlaku di tengah-tengah cabaran kewangan berterusan dan tekanan persaingan yang semakin meningkat, terutamanya dalam sektor kenderaan elektrik.
Sejak mengambil alih tampuk kepimpinan Nissan pada 2019, Uchida telah mengemudi syarikat itu melalui tempoh bergelora susulan skandal yang melibatkan bekas CEO, Carlos Ghosn. Bagaimanapun, kegagalannya untuk merealisasikan penggabungan dengan Honda—yang pada awalnya dilihat sebagai penyelesaian kepada masalah kewangan Nissan—dilaporkan menjadi faktor utama pemergiannya.
Menurut sumber dalaman, rombakan kepimpinan besar-besaran dijangka berlaku dalam syarikat, termasuk di peringkat tertinggi. Antara calon yang disebut sebagai pengganti Uchida ialah Ketua Pegawai Kewangan (CFO) Jeremie Papin, Ketua Pegawai Perancang Ivan Espinos dan Ketua Pegawai Prestasi Guillaume Cartier. Walau bagaimanapun, masih belum jelas sama ada pengganti Uchida akan dilantik secara interim atau tetap.
