You’ve probably heard that Honda will soon be launching the all-new HR-V in Malaysia, following its launch in Thailand and Indonesia over the past 8 months. As usual, Honda Malaysia is offering a chance for those who want to be the first in the neighbourhood to own the new model a chance to make their bookings from today.
Honda Malaysia will launch the model sometime in the next 3 months and as with the current range, there will be petrol and hybrid powertrains. The HR-V Hybrid progresses from the Sport Hybrid i-DCD system to e:HEV technology with the intelligent Multi-Mode Drive (i-MMD) system. Already available in the latest City, e:HEV technology in Honda’s hybrid system combines the benefits of a 1.5-litre petrol engine and an electric motor to provide more power (131 ps/253 Nm) with good fuel efficiency.
Measuring 4385 mm in length, the new HR-V is 39 mm longer than its predecessor while the 1790 mm width is similar (to the current RS version only) while the roof is 15 mm closer to the road.
The front appearance is dominant with a new grille design which is a total departure from the previous ‘wing’ theme, while the rear has fastback styling though to our eyes, it looks less sleek than before.
New exterior features include front LED Sequential Turn Signals (the signals ‘move’ as the illuminate), and a LED Taillight Strip which adds a visual signature visible from a distance. Other key exterior features include new LED headlights with DRLs, LED foglights and 18-inch alloy wheels.
As with other models, there’s Honda SENSING, a suite of active safety systems but this is only in the RS version. Honda SENSING includes automatic emergency braking, lane keeping and adaptive cruise control (with low-speed follow). Additionally, the RS version also has the useful Honda LaneWatch system which provides a real-time camera view of the blind spot of the left side of the HR-V.
This variant also has a Hands-Free Power Tailgate with Walk Away Close function, where the tailgate will start closing automatically upon detecting that the individual with the remote key is moving away from the car. Other features are Remote Engine Start and Walk Away Auto Lock functions.
“The HR-V was first introduced to the Malaysian market in 2015, and it became a best-selling as well as a sensational model. With its proven track record, the HR-V is truly the compact SUV that is loved by many Malaysians. Therefore, we are excited to be introducing the All-New HR-V in Malaysia, which is now officially open for bookings,.” said Honda Malaysia’s Managing Director & CEO, Hironobu Yoshimura, adding that some 150,000 units have been sold nationwide since its launch 7 years ago.
When the HR-V was originally launched, it was a hotseller from the first day. Will this new model continue to command the biggest following in the segment? Since 2015, a number of new rivals have appeared on the scene so there are more choices at competitive prices.
To pre-book the new HR-V, customers can visit prebook.honda.com.my or download the HondaTouch application on their smartphones. Honda dealerships will also accept bookings, of course, as well as provide more information. To locate a showroom in Malaysia, visit www.honda.com.my.
In the early 1980s, Honda was looking at a new generation of engines for the mainstream market. It was a period when multivalve cylinder heads (more than one intake and one exhaust valve) were beginning to enter mainstream engine design and Honda was looking at something which would enhance performance further. This effort brought forth the New Concept Engine (NCE) program in March 1984 which had specific targets that included high torque in both the low and high rpm ranges and dramatic increases in horsepower per litre. The program was a success, resulting in a series that included the DOHC engine found in the 1985 Civic and Integra, and the SOHC centre-plug engine in the 1987 City.
Ikuo Kajitani, an engineer in Honda’s Tochigi R&D Centre, was involved in the development of these 4-valve engines. Through his experience in engine design, Kajitani had become convinced that Honda’s next engine should offer a mechanism that could alter the timing of the valves. “Characteristically,” Kajitani said, “4-valve engines are known as high-revving, high-output machines. And for that reason, we knew it would be quite difficult to achieve low-end performance if the engine’s displacement were too small.”
Understanding the challenges
There were various problems during the process of development, eg a reduction in the valve’s interior angle, attempted in order to increase low-end torque, resulted in a broken timing belt and valve spring as the unit reached the upper rpm range. To address the problem, the development team put in long hours studying how to balance these two critical areas of engine performance. They knew they had already succeeded with their DOHC and SOHC powerplants, but to develop a new unit that would outperform its predecessors they would have to bridge the gap between the low end and the upper limit.
One group examined the idea of ‘switchable valve timing’ and in January 1983, a year before the NCE program began, a research team was formed to study the mechanism as a means of enhancing fuel economy… even though by the end of 1982, Honda engines were already capable of a world-beating 17.7 kms/litre.
A possibility was identified through the study of a new valve mechanism. Specifically, it was believed that the installation of a new set of cam followers and rocker arms for high-speed operation on the intake and exhaust sides would help, along with the switching of cam hills according to engine speed. This was to be their solution to higher engine efficiency and was the so-called “valve stopping + variable valve timing” mechanism employed in the NCE program.
The mechanism underwent a program of study and refinement. Eventually, it evolved into Honda’s VTEC (Variable Valve Timing & Lift Electronic Control System) engine that would become a key feature of Honda engines up till today. The new technology, which offered a new level of performance, made its debut in the 1989 Integra.
New technology for future engines
“Find a new technology to lead the next generation of Honda engines.” This was the directive issued by top management at Honda R&D and, in response, a project was proposed to expand the variable valve-timing approach. Since it had originally been created to improve fuel economy, the engineering staff’s new assignment would be to combine outstanding mileage with impressive output across the entire powerband.
Approval was given in November 1986 with the first objective being to develop a new engine for the Integra. Kajitani, a lead engineer of the engine development project, knew that working on VTEC technology would not merely solve many problems he had experienced in development of the DOHC and SOHC engines, but would play a major role in the creation of future powerplant designs.
100 bhp per litre
He believed the specification for Honda’s new engine – 90 bhp per litre (or 140 bhp from a 1.6-litre unit) – was not really reflective of the 1990s approach. After all, the DOHC engine already produced 130 bhp but the new engine would only have 10 bhp more than that. He was not satisfied with that level and as if to read Kajitani’s mind, Nobuhiko Kawamoto, then president of Honda R&D made a thoughtful suggestion: “Why don’t you raise your target to 100 horsepower per litre?”.
It had always been thought that a normally-aspirated engine could not be made to produce 100 bhp/litre. But Kawamoto was an experienced engineer and his words inspired Kajitani. The new target would mean 160 bhp from only 1.6 litres, and at a maximum of 8000 rpm. “We’ll make that our goal,” he declared.
“Conventional engines in those days could only produce 70 or 80 bhp per litre. But here we were, being asked to increase it all the way to 100 bhp… it wasn’t going to be easy,” Kajitani recalled. “An engine becomes subject to a higher load as you increase its rpm. So we had to keep in mind the quality-assurance target of 15 years, or 250,000 kms, for a mass-production engine. We all wondered how on earth we were going to reach that number while ensuring the required quality of mass production.”
When Kajitani sat down with his associates and told them the target, he was immediately swept back by a barrage of questions. For example, the target of 8,000 rpm was almost 20% higher than the maximum output of 6,800 rpm achieved by the 1.6-litre DOHC engines of that time. Moreover, the inertial force upon various engine parts would increase by 40% and the engine would be subject to considerably higher loads due to its increased interior heat. Therefore, to reduce inertial mass under such high revolutions, the weight of each part would have to be reduced. Discussions were held daily for 3 months.
Finally, after everyone had expressed their opinions and proposed ideas, it was time to align all vectors in a single direction. The team identified some 30 new mechanism and technologies they would need to introduce in order to secure a stable VTEC system. These included a valve-operating system with a hydraulic timing selector pin, a small hydraulic tappet mechanism built into the rocker arm, and weight-reduction techniques to achieve higher revolutions and output.
Is it genuine technology?
But Kajitani was not certain which technologies should be used and which should be set aside. He kept asking himself, “Is this technology genuine?” It was a question Kawamoto asked too. Kajitani’s personal view was that a technology would be ‘genuine’ if it had been in the market around for 10 years. “Even so, a technology that’s been for around 10 years is one that’s accepted by society. In that sense, there shouldn’t be any problem adopting such a technology to all models,” he said.
The difficulties the team endured through its discussions with the committee helped bring the VTEC engine to life. But there was often fear in Kajitani’s mind, as well. “I thought we might not be able to achieve it because the goal was too high,” he said.
It was quite difficult, for example, to balance the valve-timing lift against the load placed on the timing belt, which would increase at high rpm due to the spring and other factors. Although it was a problem needing a solution in order to achieve the target output, such an answer would not be easy to find.
One of the approaches taken to increase output across the full rev range was by widening the diameter of the intake valve. Also, the team adopted valve timing and lift settings that were comparable to Honda racing engines in order to enhance volumetric efficiency. The improved output resulting from that technique actually served to improve performance at high speeds. Additionally, measures were taken to reduce intake resistance. At last, the goal was reached, with a full 160 bhp at 7600 rpm and a redline of 8,000 rpm.
Low-speed torque, an initial project objective, was obtained by changing the low-speed cam’s setting. This permitted the intake valve to close early, drastically improving the engine’s volumetric efficiency. Since the engine now had higher efficiency at low speeds of operation, a broader torque band could be realized.
The implementation of new materials was certainly a factor in the successful application of these technologies. For example, since the VTEC engine’s three cam followers must be positioned in a single bore, the camshaft offers relatively limited cam width. Therefore, the shaft must be designed to withstand high surface pressures. To achieve this, the team developed a new camshaft of cast steel.
Ensuring reliability
The VTEC engine program then went into a critical phase. In order to ensure absolute reliability in mass production and introduce the engine to the market with confidence, the team had to guarantee the functions of all mechanisms and parts. In addition to a significant responsibility for product reliability, the team had special expectations regarding the VTEC engine. “We all shared the determination to apply these technologies to every Honda model,” said Kajitani. The team’s view was that VTEC technology shouldn’t be limited to the Integra alone but further improved for use on future Honda models.
First Honda model with VTEC engine.
Honda’s new Integra, equipped with the DOHC VTEC engine, was introduced to the market in April 1989. The VTEC technology drew considerable praise as the world’s first valve mechanism capable of simultaneously changing the valve timing and lift on the intake and exhaust sides. In addition to its impressive output and high-revving energy, the VTEC powerplant offered superior performance at the low end-including a smooth idle and easy starting-along with better fuel economy.
Evolution of the VTEC engine
The DOHC VTEC engine was subsequently adapted for use in the NSX as well as the Accord and Civic. Following the SOHC VTEC engine, and then the VTEC-E in 1991, the technology evolved into the 3-stage VTEC engine introduced in 1995, which demonstrated an even greater degree of efficiency in output control. By 2001, the K-series engine family incorporated the first i-VTEC cylinder with an automatic self-adjusting cam gear to continuously optimize valve overlap for all rpm ranges. A number of the latest Honda models have the 1.5-litre VTEC TURBO engine, a powerplant that retains the fuel economy benefits of a small engine and yet produces torque exceeding that of a 2.4-litre engine.
The latest VTEC powerplant is the 1.5-litre VTEC TURBO which is used in the CR-V, Accord and latest Civic (below).
When Honda Malaysia first announced the pricing of the top of the line Honda City RS, many thought that the company had lost the plot.
The Honda City is a loved car in Malaysia. Many swear by it for its practicality and simplicity. It’s a fuss-free car that offers a good ownership experience.
The latest generation City though takes it all a notch up and includes spaciousness and impressive build quality into the mix.
But to ask RM108,000 is just borderline absurd.
The RS model is the top of the line model and features an impressive powertrain designed for fuel economy and power offered in a handsome package that also features space and quality that can rival some European marques.
Many were floored when Honda Malaysia first announced the price.
The Honda City has always been the cheap sedan that you bought if you wanted a reliable means of transport for you and your family. And you can still get that with the “lesser variant” such as the S-Spec that only costs a little under RM76,000.
But that’s also what some would call “taxi-spec”, referring to a model that only offers the bare minimum.
The RS is the model you truly want if you are the type that appreciates all the bells and whistles and the cattle they hang from.
But a Honda City at RM106,000? That’s like asking people to pay RM50 for a ‘Ramly Burger’.
Lets get metaphorical and imagine this – instead of the mass produced two millimetre thick patty that we usually get in a ramly burger, imagine that same burger but with a wagyu beef patty cooked in virgin olive oil with blue cheese and premium organic vegetables and condiments placed in between soft bread sprinkled with sesame and chia seeds.
And instead of being served in a sloppy piece of wrapping paper, you get it properly wrapped in a premium paper box placed inside a woven tote bag. And best of all, it is hand delivered to you within 30 minutes of ordering.
That RM85 does not sound so bad now does it. I know that referencing a burger against a Honda City is also absurd, but you get the point.
So that’s basically what Honda has done. Taken a well known and much loved product, plonked in a cleverly engineered powertrain, increased the quality of everything and made the interior a very nice place to be in.
And then there is the Honda City RS hatchback.
It is basically all of the above but in a hatchback body. And at RM108,000, Honda wants RM2,000 more for it. Why? Because it has something called Ultra Seats, which gives the hatchback a level of practicality that you do not get in the sedan variant.
The Ultra Seats is basically a fancy word for seats that can either fold up to let you store tall items, fold down for long items, and amazingly can fold in such a way that you can basically create a bed which makes the City RS hatchback perfectly suited for all you ‘glamping’ lovers.
The City RS Hatchback is also powered by the same 1.5-litre hybrid powertrain that powers the sedan.
It puts out a mere 98hp and 127Nm of torque. But it has an electric motor that pushes up the torque figure to an impressive 236Nm.
This gives the car a fun character around the corners. I imagine that weekend warriors will love the urgent response and nimble front end the hatchback offers while their parents will appreciate the spaciousness and the fuel economy.
The only thing though is that there is a setback in terms of top speed, while the regular combustion powered variants max out at 194km/h, the RS has a top speed of 175km/h. But while the other variants need 10.7 seconds to reach 100km/h, the RS needs just 9.7. And best of all, according to Honda, the other variants will need 5.6 litres of fuel to reach 100 kilometres. The RS though needs just 3.6 litres, which with today’s fuel prices puts it at just under RM10 to travel 100km.
But it’s not just the powertrain that makes the RS model stand out from the rest. It is also the interior that works a charm for me.
The seats are the first thing that charm your senses. And the fact that they come wrapped in something Honda calls Ultra Suede makes it nice to touch and even nicer to sit on.
And because this is the RS variant, the side bolstering holds you in place every so gently.
The dash is easy on the eye and to the touch. The steering wheel feels meaty in your hands and the buttons actually do feel like they belong in a RM100,000 car.
On that point, even the tiny weighted clicks of the air-conditioning dial invoke a premium feeling that you would not expect to get in a City.
The entertainment system is accessed through an eight-inch display that also offers Apple CarPlay and Android Auto. It also offers smartphone mirroring capability that lets you access your navigational and other favourite applications and mirror those on the screen.
Honda has undoubtedly done a remarkable job with the interior of the new City. During our test drive event, there was a Toyota Yaris available for comparison and the interior of that felt dated and unimaginative.
The final thing that makes the argument for this City costing above RM100,000 is the fact that it comes with Honda’s popular Sensing safety suite.
Honda Sensing is basically a collection of advanced safety technologies that make the City an incredibly safe car, perhaps one of the most laden with safety tech.
Before we dive into what is on offer with Honda Sensing, keep in mind that the City RS hatchback already has LaneWatch, Hill Start Assist, Auto Brake Hold, Vehicle Stability Assist, six airbags, ABS and EBD.
Honda Sensing takes it all a notch higher by further offering Lane Departure Warning, Road Departure Mitigation, Lane Keep Assist, Forward Collision Warning, Colliding Mitigating, Auto High Beam and Adaptive Cruise Control.
Consider for a second that these are exactly the same safety systems also available in the pricier Honda Civic and the Honda CRV. The only omission being that the adaptive cruise control does not offer stop and go function.
Now, is the Honda City RS hatchback worth the RM107,000 asking price?
There is no doubt that it is a fine car with premium feel and a powertrain that balances the holy grail of power and economy. It is also packed with safety tech and has a drive that will put a smile on the faces of the young and not so young.
The simple answer would be yes for those who appreciate the tech. And the not so simple answer would be to consider the V-Spec which is a full RM15,000 cheaper and features all of the above but minus the hybrid powertrain and the Ultra Suede seats with red stitching. I actually prefer the leather seats available in the V-Spec than the fabric seats of the RS, as plush as those may be.
In the past, Honda Malaysia would usually take us to Thailand to get first impressions of a new model and we would get to drive it some distance in places like Chiangmai or Phuket. However, with border restrictions due to the pandemic, that is no longer possible so they organized a brief drive at the Sepang circuit before the launch of the new Civic and then arranged for a media drive to Penang and back (not during the Hari Raya period, of course). Here’s what Chips Yap found out about the C-segment leader…
Whenever I look at the recent generations of Honda Civics, I am always struck by how the model has grown in size since it first appeared in the 1970s. When I tested the first generation, it was just a small hatchback and it was even smaller than a Proton Iriz. But then again, cars back then were also smaller (besides being cheaper too).
With most generation changes, there was a constant increase in length but (disregarding the first generation which was only a hatchback) it was from the fourth generation to the fifth one which came at the beginning of the 1990s that saw the greatest increase of all the generations to date. From around 4230 mm, the overall length extended to around 4450 mm – a 220 mm difference. The growth in size could have been due to the fact that Honda had begun making the Civic in America and its popularity had grown quickly, so it needed to be more ‘rightsized’ for that market.
The Civic began life as a hatchback but the sedan very quickly became the dominant version globally.
In time, it would be the US market that kept the Civic line alive and evolving because in Japan, it was no longer favoured. In 2009, out of the 609,000 units sold globally, only 9,000 were sold in Japan, and in the following year, Honda decided to stop selling it. It brought back the model in 2017 but still its appeal remained low as buyers preferred compact models and the mini MPVs. By 2020, the company again decided to stop Civic sedan sales in Japan when only 1,619 units were sold in the entire year.
However, outside Japan, the Civic has remained a popular model; although it had started as an entry-level model with low pricing, it gradually moved out of that level and further up the market (which saw the City being introduced to take over its place). Nevertheless, in markets other than Japan, it had a following that kept volumes high enough to justify its continued existence to arrive at the 11th generation which we now have.
While the Civic continues to appeal to generally younger buyers, the latest generation has given up some of its bolder styling elements this time round. Unlike the 10th generation which had a major design change from its predecessor, an evolutionary approach has been taken. The overall size is close to the 10th generation, increasing in overall length by 30 mm with a marginally longer wheelbase as well.
The totally new frontal appearance suggests that the EXCITING H!!! DESIGN philosophy which was adopted in 2013 has been finally changed to a ‘New Age Identity’ that is thin and light look. There are still remnants of the Solid Wing Face but it is a much simpler form to complement the low bonnet and front fenders.
Also gone are the crab claw tail lights which gave the 10th generation a distinctive visual signature from afar. The new LED units wrap around the corners and taper towards the centre, generating s visual signature too but nothing really unique.
Models that have gone through as many generations as the Civic has – over almost 50 years – usually become more mature, just like humans do. And so it is with the styling which is still polished and has the premium look but maybe not as aggressive as the model before. It still has sporty undertones with the roofline flowing smoothly to the rear end and the repositioning of the A-pillars further back visually stretches the bonnet line.
The drive route took us through Ipoh and gave good insights into the new car’s behaviour in various conditions. Though Honda says that noise levels are reduced, there were times when it seemed that noise from the rear was still not much changed. We would put it down to the widely varying quality of road surfaces in our country as there were times when things were quieter and the level of vibrations felt was also low.
Although the CVT was available in Malaysia as far back as the 1980s (in just a couple of models), it’s only over the past 10 years or so that it’s become mainstream and I think it was Honda that was the first major brand to offer it in Malaysia with the first Jazz. Enthusiasts dislike CVTs because of its non-linear power delivery and most people cannot stand that ‘rubberband’ characteristic when accelerating hard. But the newer CVTs, like the one in the Civic, have improved feel and less mechanical noise evident though it is still not the same as a conventional automatic. With the RS model we tested, you get paddle shifters which are useful on twisty roads when you want better control.
While it’s the same powerplant as before, the 1.5-litre turbocharged 4-cylinder engine has improved output with an additional 10 ps and 20 Nm to push total output to 182 ps/240 Nm. It feels a little bit slow off the line but that generous torque gives it strong muscles once on the move. High speeds can be sustained easily and there’s quick responsiveness when you need an additional burst of speed to overtake.
The Civic is still a sporty handler, instilling confidence and able to give the driver an entertaining time behind the wheel with its agility around corners. Matching the mature looks, the ride is composed with a balance of sportiness and comfort. Thanks to increased body rigidity, roll is negligible and the suspension does a decent job of flattening most road imperfections but could do a better job of making potholes ‘disappear’.
For me, the highlight of this Civic generation is the dashboard. When I saw the first pictures of it, I somehow immediately had recollections of older Honda models. Friends who, like me, had been in those models of the 1970s, also felt the same way and it has something to do with the honeycomb grille that runs across the entire dashboard. It’s classy in a classic sort of way and I think that just as the designers of the Honda e looked back at the early models for the dashboard design, the interior designers of the new Civic also studied designs that predecessors adopted.
The whole dashboard has been visually decluttered, a change from the previous one, and even the air vents seem to be absent. But they aren’t – they are actually hidden under the finely detailed grille (which is metal, not plastic). The vents are adjusted by small handles which resemble joystick controllers so Gen Z should be right at home with them.
The other thing about the dashboard design is that the interior designers have paused on the rush towards digitizing everything and putting controls on display panels. It may seem like the way to go but there are practical reasons why rotary controls and physical pushbuttons are still better and the Civic shows this sensible thinking. There are three rotary knobs to adjust the air-conditioner blower speed and temperature and this is how it should be because these are operations you do not want to have to look at a panel to do. Most of the time, they are done intuitively, without looking, and that’s better for safety.
With adjustments done on a screen, I’ve found that you need to look at the screen and then precisely press a spot on it to adjust something. That’s not so good when you’re driving so Honda has got it right with the Civic, leaving the on-screen buttons as one-touch operations. Oh, the large icons on the 9-inch centre display are also appreciated and most of all, operations are intuitive enough.
It doesn’t need saying that the fit and finish are top-notch and being the RS version, there’s also a premium touch (for extra money, of course). I spent some time in the back seats and they have good form and function with the concaved cushioning providing good support and generous space on the floor. There’s good width for 3 persons to sit comfortably too with the body now having been broadened up to 1.8 metres, the widest ever in 11 generations.
The Honda SENSING driver assistance suite for the Civic RS has improved functionality and consists of 9 active safety systems. There’s now a Lead Car Departure Notification System which alerts the driver when the vehicle ahead moves off though I’m not sure if that’s really needed. But the Driver Attention Monitor is good as it could save a driver from dozing off and crashing. It monitors the way the car is being controlled and if there is unusual driving behaviour, the driver will be alerted (and should pull over for a break).
I used to disregard the value of lane-keeping systems but driving the Civic RS, I could see that apart from enhancing driving safety, the system can also help reduce fatigue on long journeys. Basically, the system will monitor lane markings and maintain the car in the middle. If there is too much deviation to one side or the other, there will be alerts but if the driver still does not take corrective action, then there will be gentle steering action to guide the car back into position.
While this may seem intrusive to some, I came to realise that when we drive, there is some adjustment of the steering to keep the car in the lane. You do it consciously or sometimes even unconsciously and it is something that requires a tiny bit of effort. If the lane-keeping system does this, then that effort is unnecessary and as I drove along gently winding roads, I noticed how the steering would turn by itself slightly as the road curved. And if you have the adaptive cruise control on, then you can enjoy a preview of autonomous motoring as well!
I’ve mentioned Honda LaneWatch a few times and praised it and I will again say it’s one of Honda’s great innovations which is now available in most models. It provides (on the screen) a view of the left side of the car whenever the left signal is activated and the good thing is that the head does not have to turn as much as if it had to look at the door mirror. Also, the small camera mounted on the mirror captures clear images at night so you get a better view. The LaneWatch display can also be manually activated by pressing on the button on the tip of the right stalk if there is a need to take a look at any time.
One thing which surprised me though was that, because the LaneWatch display uses the same centre panel, when it comes on, it dominates the screen. So if you’re looking at a map that was mirrored using Android Auto or Apple CarPlay, it will suddenly ‘disappear’. The first few times it happened, I found it a bit disconcerting as it would happen at that moment when I was watching for a turn. But then again, you can get used to it and live with it.
Sadly, the cost of the Honda LaneWatch system has been high and last year, Honda said that it would eventually stop offering it and go for more conventional blindspot monitoring systems like in other cars. It’s a pity because I thought they had found a way to reduce the cost in the newer models with a separate camera mounting.
The Civic RS version we drove is the top version of the latest range and it’s priced from RM144,350.09 (without insurance and sales tax exemption only till June 30, 2022). If it’s within your budget, the extra amount you pay over the other two variants is well worth the money. It comes loaded with all the latest features and being a Civic – and a Honda – you can be sure that it will not only be reliable but also hold its value well.
Over the next 10 years, Honda will allocate approximately 5 trillion yen in the area of electrification and software technologies to further accelerate its electrification, which is approximately 62% of the company’s overall R&D expenses budgeted for the same. This expenditure will enable it to have up to 30 EV models globally by 2030 with production volumes of more than 2 million units annually. This huge investment will help Honda achieve carbon neutrality for all products and corporate activities by 2050.
The strong focus on EVs – and presumably, Honda is referring to battery electric vehicles (BEVs) – may suggest that the carmaker will be decreasing development of internal combustion engines (ICE) and hybrid vehicles (HEVs). In fact, last year, it announced the intention to stop producing and selling new ICE vehicles, including hybrids, worldwide by 2040.
However, like what a number of major carmakers are saying, hurried adoption of BEVs is not a practical approach. Due to regional differences such as the level of customer acceptance, affordability, readiness of infrastructure and economic conditions, a singular approach to switching to BEVs globally is not going to work.
Honda will therefore be working on rapid transitioning to BEVs in markets and regions such as the USA, Europe, China and Japan while continuing with a more realistic solution for other areas. In those major markets for electrification, the ratio of BEVs and fuel cell electric vehicles (FCEVs) will be increased at a faster rate. In relation to overall unit sales, these zero emission vehicles will account for 40% of volume by 2030, 80% by 2035, and 100% by 2040.
In some markets like Malaysia, Honda also refers to its hybrid technology as e:HEV technology.
And even though North America is one of the regions that is part of the main electrification plan, Honda has still allocated R&D resources to develop new hybrid models for the near-term. This is to increase HEV volume of core models such as the CR-V, Accord and Civic which are produced there. Honda currently sells 4 HEV models in North America. However, Insight production will end in June to start production of the new CR-V Hybrid this year, followed by the Accord Hybrid, which will eventually make up 50% of the sales mix of each model.
2021 Honda CR-V Hybrid
“We need to take into account multiple factors, such as the living environment and the penetration rate of renewable energy, rather than simply switching to electric vehicles,” said Toshihiro Mibe, Honda’s CEO. “We are ending conventional engines but we will still focus on hybrids, and it will be our strength in 2030 or even in 2035.”
Honda, along with Toyota, were the first brands to introduce HEVs and while the Prius was the first into the market, Honda’s first generation of Insight arrived in the USA 7 months before the Toyota HEV. Following the futuristic looking Insight was the Civic Hybrid in 2002 and then the Accord Hybrid.
Honda’s first model with hybrid electric technology was the Insight, which made its debut in Japan in 1999. The CR-Z hybrid sportscar was sold between 2010 and 2016 but due to diminishing sales of coupes, Honda didn’t follow up with a second generation.
Honda continued to improve its hybrid technology (which it also refers to as e:HEV technology in some markets) as well as try to bring costs down and developed better hybrid powertrains for the next generations of the models. It also came out with a HEV sportscar, the CR-Z, in 2010 but as sales of coupes slowed down, the model line did not continue into a second generation.
So HEVs still have a future, more so now that they have moved from being of interest to early adopters to become more mainstream in the marketplace. While most HEV buyers would be aware that their car is powered by a petrol engine as well as an electric motor, the fact that a HEV needs no recharging (a plug-in hybrid or PHEV does) makes the technology ‘invisible’. It’s like turbochargers; in the 1970s, they were distinct features in high-performance engines but today, their presence is taken for granted in the new generation of downsized engines.
In Malaysia, Honda has been selling hybrid models since 2004 and assembling some models locally since 2012, starting with the Jazz Hybrid.
Honda’s continued attention to HEVs will also be beneficial in other markets where BEV adoption may be slow. HEVs can still help in a small way on the climate change issue as they generate lower carbon dioxide gases which have been identified as a major cause of global warming.
As with the City Sedan, Honda Malaysia has now added another variant of the City Hatchback with the Honda SENSING driver-assistance package for those who want more advanced safety systems. The new City Hatchback V-SENSING variant is similar to the City Hatchback 1.5V and is priced from RM91,708.51 (excluding insurance and sales tax), which is around RM3,852 more than the 1.5V without Honda SENSING.
While Honda has provided various types of active safety systems over the years such as ABS, Vehicle Stability Assist and Traction Control, these have been independent in their functions. With Honda SENSING, which was first introduced in 2015 in Japan and 2017 in Malaysia (with the 5th generation CR-V), the active systems function in a collaborative manner and expand the capabilities of recognizing as well as reacting to potential accident situations.
Such unified systems use either a radar or a camera, or both, to scan the road ahead for other vehicles and road-users as well as road markings. More expensive models usually have the radar as well but for the City Hatchback (and Sedan), Honda uses only a camera, probably to reduce the cost. However, compared to the earlier Honda SENSING system, the camera (mounted in the space above the rearview mirror) in the latest one has a wider view and improved imaging capabilities in all lighting conditions. The imagery captured by the camera is constantly analysed and also picks up lane markings on the road as well as the edge of the road.
Compared to the original Honda SENSING system first introduced in Malaysia, today’s system has increased features and consists of:
Adaptive Cruise Control (ACC)
Collision Mitigation Braking System (CMBS)
Forward Collision Warning (FCW)
Lane Keep Assist System (LKAS)
Road Departure Mitigation (RDM)
Lane Departure Warning (LDW)
Auto High Beam (AHB)
With ACC, the desired cruising speed can be set as well as the length of the gap with the vehicle ahead. The system will adjust the speed to maintain the gap.
ACC is a more advanced type of cruise control where the car can run in semi-autonomous mode. The driver still needs to pay attention and steer but once the cruising speed is set, there is no need for the driver to use the brakes to slow down if there is a vehicle ahead. The system will do it automatically to maintain a safe distance, returning to the set speed when there is no vehicle ahead. This will not only make driving easier in heavy traffic but also help to reduce fatigue on long journeys, improving safety.
CMBS and FCW are related systems, both functioning to prevent a collision with a vehicle ahead or hitting other road-users. FCW will warn the driver by sound and by warning lights if there is a risk of a collision. If the driver does not act to prevent this from happening – ie slowing down or braking – CMBS then activates and the brakes will be applied automatically. While the automatic emergency braking may or may not prevent a collision (depending on road conditions and speed), the earlier deceleration could reduce the damage of the impact if it occurs.
With CMBS, the brakes will automatically be applied if the Honda SENSING system determines that a collision will occur and the driver has not taken action to prevent it.
Incidentally, when CMBS occurs, the rear brake lights automatically flash and the hazard warning lights will also come on. This is to alert drivers in vehicles behind of the sudden braking so they won’t also collide… not all cars may have systems like Honda SENSING.
LDW, LKAS and RDM also related and their main function is to keep the car within its lane. These systems were developed as studies have found that many accidents have occurred due to the car wandering out of its lane without the driver being aware (usually due to lack of attention or drowsiness). The systems will not activate if a turn signal is in use, signifying that the car’s movement out of its lane is deliberately done.
The process starts with LDW which relies on the camera imagery to recognise lane markings. This may not be 100% perfect since the markings may not be present or worn out, or the road may be wet with rain. If the car is not positioned within its lane, there will be alerts to make the driver aware. Should the car keep drifting out of the lane, LKAS will start and the steering wheel will receive a slight turning action to guide the car back into the lane. Like ACC, this feature can also reduce driving fatigue on long journeys.
RDM operates like LKAS except it is for a more extreme situation such as when the car is about to leave the road unintended. The system will apply steering torque to bring the car back into the lane but if that is not likely to work, braking action may also occur to prevent further departure from the road.
How Road Departure Mitigation works.
AHB is a straightforward system which just switches the headlights between high and low beams automatically. When driving at night, the illumination should be maximised as much as possible and this is usually with high beams. However, they can dazzle oncoming drivers so they need to be switched low beams. AHB takes away the need for the driver to do this and the lighting will be kept at maximum as much as possible. Having high beam in use also enhances the effectiveness of the camera at night.
Also of note in the safety department is Honda Lanewatch, an innovative feature which provides the driver with a view of the blind spot on the left side of the car by using a small camera mounted on the door mirror. The real-time image is displayed on the 8-inch panel in the middle of the dashboard so the driver doesn’t have to turn the head all the way to the left to see the mirror. The camera is only on when the left signal is activated.
Besides having the same standard equipment as the Sedan, the City Hatchback also comes with the ULTRA seats at the rear. This is a simple but clever idea which originated in the first generation of the Jazz some 20 years ago. Where hatchbacks usually have rear backrests that fold flat to expand the cargo volume and floor length of the boot, the ULTRA seat folds up to also create extra cabin height for carrying tall items like plants.
Besides this TALL mode, there are three other modes – UTILITY, LONG or REFRESH. For the LONG and REFRESH modes, the front passenger’s seat can also be folded flat so there is an open space from the back door all the way to the dashboard to carry a really long item or just to stretch out. The UTILITY mode is essentially like what you get in other hatchbacks with the rear backrests folded down to enlarge the boot space which can accommodate bicycles.
Performance-wise, there is the same well proven 1.5-litre DOHC i–VTEC engine. This produces 121 ps/145 Nm which is the highest in its class and the power gets to the front wheels through a CVT.
For more information on the City Hatchback V-SENSING and other Honda models, visit www.honda.com.my or any authorised Honda showroom.
Even before its official launch (around the middle of this year), the next generation of Honda’s Civic Type R has started to collect records. As it goes through final development evaluation, test-drivers have been pushing it to the limits and in the course of one run recently, a new lap record for a front-wheel drive car was set at the Suzuka Circuit in Japan.
It lapped the 5.8-km track in 2 minutes 23.120 seconds, which was 0.873 of a second faster than the time achieved by its predecessor, a 2021 Civic Type R Limited Edition which was a development car.
The Suzuka Circuit, opened in 1962, is famous for its high-speed chicanes and challenging corners. It has hosted the Japanese Formula 1 Grand Prix for all but two years since 1987. Racing drivers regard it as one of the world’s greatest circuits and it has been a popular course for testing high performance Honda models.
Before the previous front-wheel drive lap record at Suzuka, Honda’s tenth generation Civic Type R GT broke the front-wheel drive lap record at the Nurburgring Nordschleife in 2017 with a lap time of 7 minutes 43.8 seconds. A production specification Civic Type R GT went on to break front-wheel drive production car records at 5 legendary European racetracks.
While most carmakers have formed alliances and even merged to face the new challenges of the 21st century, Honda has often chosen to proceed alone with its own resources. It has collaborated with other carmakers from time to time in specific areas, and often, it has been other manufacturers wanting to have access to Honda’s technology or products.
However, with the electrification of the industry which has a degree of urgency (with targets set for the end of this decade), even independent-minded Honda has seen it more practical to have closer working relationships with other carmakers. Other Japanese companies have already formed their own collaborative groups – Nissan and Mitsubishi in the alliance with Renault, and Toyota having joint programs with Mazda, Subaru, Suzuki and of course, Daihatsu and Hino which are within its own group.
With an eye on the US market, Honda has chosen to expand its relationship with General Motors to co-develop a series of affordable electric vehicles. This follows on from the 2020 announcement to jointly develop two all-new electric vehicles for Honda, based on GM’s flexible global EV platform powered by proprietary Ultium batteries. The EVs will be manufactured at GM plants in North America with sales expected to begin in the 2024 model year in North America.
For this new joint venture, the EVs will be based on a new global architecture using GM’s next-generation Ultium battery technology. GM’s Ultium batteries are unique in the industry because the large-format, pouch-style cells can be stacked vertically or horizontally inside the battery pack. This allows engineers to optimize battery energy storage and layout for each vehicle design. The cells use a proprietary low cobalt chemistry and ongoing technological and manufacturing breakthroughs will drive costs even lower.
GM’s Ultium battery pack.
Ultium energy options range from 50 to 200 kWh, which could enable a GM-estimated range up to 640 kms or more on a full. Motors designed in-house will support front-wheel drive, rear-wheel drive, all-wheel drive and even performance all-wheel drive applications.
A joint statement says that there will be ‘global production of millions of EVs starting in 2027’ and these will include compact crossover vehicles which today account for the largest segment in the world, with annual volumes of more than 13 million vehicles.
Honda will use GM’s factories in America to build the new EVs, which will also be built in other markets as well.
Both companies will contribute their technology and design expertise as well as sourcing strategies. By standardizing equipment, it is expected that world-class quality, higher throughput and greater affordability can be achieved. A flexible, modular approach to EV development is expected to enable significant economies of scale for lower production costs.
“Honda is committed to reaching our goal of carbon neutrality on a global basis by 2050, which requires driving down the cost of electric vehicles to make EV ownership possible for the greatest number of customers,” said Toshihiro Mibe, Honda’s President & CEO. “Honda and GM will build on our successful technology collaboration to help achieve a dramatic expansion in the sales of electric vehicles.”
Prototype of Prologue SUV BEV.
“The progress we have made with GM since we announced the EV battery development collaboration in 2018, followed by co-development of electric vehicles including the Honda Prologue, has demonstrated the win-win relationship that can create new value for our customers,” added Shinji Aoyama, Senior Managing Executive Officer at Honda. “This new series of affordable EVs will build on this relationship by leveraging our strength in the development and production of high quality, compact class vehicles.”
Earlier projects involving the two carmakers have focused on electric and autonomous vehicle technologies. In 2013, the two companies began working together on the co-development of a next-generation fuel cell system and hydrogen storage technologies. In 2018, Honda joined GM’s EV battery module development efforts.
They also have an ongoing relationship with Cruise and are working together on the development of the Cruise Origin, one of the first purpose-built fully autonomous vehicles designed for driverless ride-hail and delivery. The Cruise project, which involves Microsoft, is part of Honda’s new mobility business in Japan.
Cruise Origin autonomous vehicle.
GM and Honda will also discuss future EV battery technology collaboration opportunities, to further drive down the cost of electrification, improve performance and drive sustainability for future vehicles. GM is already working to accelerate new technologies like lithium-metal, silicon and solid-state batteries, along with production methods that can quickly be used to improve and update battery cell manufacturing processes. Honda is making progress on its all-solid-state battery technology which the company sees as the core element of future EVs.
“GM and Honda will share our best technology, design and manufacturing strategies to deliver affordable and desirable EVs on a global scale, including our key markets in North America, South America and China,” said Mary Barra, GM Chair & CEO. “This is a key step to deliver on our commitment to achieve carbon neutrality in our global products and operations by 2040 and eliminate tailpipe emissions from light duty vehicles in the USA by 2035. By working together, we’ll put people all over the world into EVs faster than either company could achieve on its own.”
The Honda Malaysia assembly plant today crossed a significant milestone in its history – the production of its 1 millionth unit since commencing local assembly in 2003. The 1 millionth unit was the latest 11the generation of the Honda Civic Sedan.
Speaking at a special ceremony held at the plant, Honda Malaysia’s Managing Director & CEO, Madoka Chujo, said: “It has been 20 years since Honda Malaysia’s establishment in the country. We have evolved and recorded significant achievements since then. In March 2021, we achieved the 1 millionth sale unit milestone with all Malaysians. Just one year later, I am now celebrating another significant milestone with all of you the 1 millionth production unit. I would like to express my deepest appreciation to all Honda associates and suppliers for their effort and hard work to ensure smooth production process and supply chain operations, even with many challenges faced, including the COVID-19 pandemic, global chip shortage and recent flood incidents. With their dedication, Challenging Spirit and working ‘Together As One’, we are able to achieve this remarkable 1 million production unit milestone.”
”Additionally, I would like to extend my heartfelt gratitude to our dealers, members of the media and Honda customers for your unwavering support towards Honda Malaysia. We would also like to thank the Malaysian government for the strong support since the establishment of Honda Malaysia. On top of that, we would like to express our sincere gratitude to the Melaka State Government for their continued support for our plans for this Pegoh Plant. The tremendous support from all stakeholders has helped Honda Malaysia progress and enabled us to achieve the No.1 position in Non-National Passenger Vehicle segment for 8 consecutive years since 2014,” she said.
Although Honda vehicles have been assembled in Malaysia since the early 1970s, they were done so under contract assembly with Oriental Assemblers in Johor. With the establishment of Honda Malaysia (initially known as DRB-Oriental-Honda), the Japanese carmaker also made the decision to invest in having its own assembly plant as well. It chose a greenfield site in Pegoh, Melaka, adjacent to the North-South Expressway.
The first model assembled when the plant began operations in 2003 was the second generation Honda CR-V.
Investment in the plant, which took a brisk 13 months to go from construction to pilot production in 2003, started with RM180 million, with RM194 million earmarked for expansion over the following 5 years. The investment included RM20 million for a facility on the 80-acre site to assemble Constant Velocity (CV) joints for export to Honda plants in the Philippines, Indonesia and Thailand under the ASEAN Industrial Cooperation Scheme (AICO). Later, the volumes made it the largest exporter of CV joints in the region and its products would go as far as the UK and Turkey.
Started with CR-V
The plant was initially built with a single line for an annual capacity of 50,000 vehicles. The first model to roll out was the second generation of the CR-V. All output from the plant was only for the Malaysian market and as the popularity of Hondas grew, demand rose so the production capacity was increased to 100,000 units a year with a second line being set up. By then, the number of models assembled locally totalled seven. In October 2013, local assembly of the Jazz Hybrid began, making Honda Malaysia the first company to assemble vehicles with hybrid electric technology locally.
The Honda Jazz Hybrid was the first locally assembled model with hybrid electric vehicle (HEV) technology. Today, Honda Malaysia offers HEV technology with the City Sedan, City Hatchback and HR-V models, all assembled locally as well.
The flexible production capability allows different models to be assembled at the same time. There is also a range of state-of-the-art manufacturing technologies that are on par with the Honda plants in Japan. One of them is Laser Brazing technology which creates a smooth and clean roofline for a sleeker exterior appearance. Inner Frame Welding technology is also used to enhance the body rigidity, while the use of Spray Polyurethane Foam reduces noise and vibrations.
Malaysia considered ‘first country’ market
The steady progress made by the plant as well as growing sales volumes have raised the status of the Malaysian market where product planning is concerned. Since the fourth generation of the City, Malaysia has been considered a ‘first country’ instead of ‘second country’. The ‘second country’ status meant that whatever features were available were already decided earlier by ‘first countries’ such as India, Thailand and Indonesia. As such, Honda Malaysia had to adapt from what was already decided for other markets and that affected the cost of the parts made locally.
Being upgraded to ‘first country’ meant that Honda Malaysia could participate in the product planning for the new model and submit specific requests for features or equipment which were required for the Malaysian version. This enabled a greater degree of localization of parts which also led to lowering of production costs.
Manufacturing technologies at the assembly plant in Melaka have been constantly upgraded to enable the vehicles produced to be of the highest quality.
Besides its own factory, Honda Malaysia also encouraged some of its suppliers to set up facilities nearby so that delivery of parts would be faster and more efficient. This would support the Japanese approach of ‘Just-in-Time’ where storage of parts would be kept low, reducing the need for warehousing space.
When the latest 11th generation Civic Hatchback made its global debut from North America last year, it was mentioned that there would be hybrid (which Honda calls e:HEV) as well as combustion engine powertrains. However, the e:HEV powertrain was primarily intended for the European market to meet Honda’s objective for all European mainstream models to have electrified powertrains by 2022.
The Civic Hatchback e:HEV will be available in Europe from the fourth quarter of this year. It will join the Jazz, CR-V and HR-V in the electrified line-up, while the Honda e is a battery electric model (BEV).
While the Jazz, CR-V and HR-V use 1.5-litre petrol engines with their hybrid powertrains, the new Civic Hatchback has a larger 2-litre direct-injection, Atkinson-cycle engine. The total system output is 135 kW (170 ps) and 315 Nm of torque. Honda engineers have introduced several new elements within its architecture to help achieve a thermal efficiency of 41%, one of the highest figures within the automotive industry for a production roadcar engine. This allows the engine to provide better performance as losses through friction are less.
The two compact electric motors, powered by a 72-cell lithium-ion battery, work together to provide the primary propulsion for the car. The engine is controlled by a new, compact Power Control unit which now sits under the bonnet with the rest of the powertrain. Located under the rear seats is the latest version of Honda’s Intelligent Power Unit (IPU) and whilst smaller and lighter, it benefits from an increased energy density. This system delivers a feeling of instant torque and powerful acceleration whilst still offering outstanding efficiency.
While on the move, the advanced powertrain shifts seamlessly between electric, hybrid and engine-only modes. When each mode is used depends on various factors, but the driver does not make the determination. The computer will consider the battery level, load conditions and speed, and choose the optimum mode to run in. It is possible to run a few kilometres on just electric mode, usually when starting a journey.
And while on the move, the battery is constantly recharged (even during braking or coasting) so there should be no ‘range anxiety’ or the need to search for a charging station. In fact, with the presence of the petrol engine, the operation is just like a normal car with a combustion engine and fuel can be added when necessary. However, with the electric motor doing part of the work, the consumption will be quite low (20 kms/litre claimed).
While the driver cannot control the powertrain modes, he or she can select specific programming for economical, sporty, or normal driving characteristics. The Civic Hatchback also has one more mode not seen in all e:HEV models and that is an Individual mode. This allows separate control of the engine, transmission and meter display and will be appreciated by drivers who want to fine-tune their car’s performance. Central to the e:HEV system is the fixed gear transmission which has been designed to minimize mechanical friction and is controlled by the IPU.
As for styling, the overall appearance follows that of the latest Civic generation with a more dramatic roofline that gives a sleek coupe-like profile. Depending on the variant, the front end may have a different grille (like the RS versions in Malaysia). At the rear where the big differences are, with larger side windows and a new small corner window in the C-pillar to enhance rearward visibility,
The roofline flows downwards to a lightweight composite tailgate (a first for the Civic). Developed using new manufacturing technology, the weight has been reduced by 20% compared with the previous Civic, making it easier to open and close.
The overall height of the car has been reduced by 50 mm by moving the hinge mechanism outwards. The design of the rear lights is different from the sedan’s and the third brake light lens spans nearly the entire width of its hatch, visually emphasizing the Hatchback’s wider rear track.
Compared to the 10th-generation Civic Hatchback, the windscreen pillars have been moved back by around 50 mm while the wheelbase is 35 mm longer and the rear track is 13 mm wider. However, the rear overhang is less which reduces the overall length by 124 mm but Honda says rear legroom is better in this new variant.
With the large opening at the back, additional attention was given to body rigidity. The Civic Hatchback’s structure has 19% better torsional rigidity versus the previous generation. The stiffer structure, with an aluminium front subframe, benefits ride, handling and refinement, with reductions in noise, vibration and harshness augmented with the extensive use of structural adhesives, spray-in foam in the pillars, and additional sound deadening in the firewall and under the floor.
The suspension is shared with the Sedan but Honda mentions chassis updates such as new low-drag front brake calipers, and low-friction front and rear wheel bearings to reduce rolling resistance.
While the latest City Sedan and Hatchback RS have e:HEV powertrains, the new Civic Sedan does not. Whether we get the new Civic Hatchback e:HEV depends very much on whether it is offered in Thailand. Sales of the Civic Hatchback have not been good so there may not be interest offer the new generation.
However, since it uses the same platform as the sedan, Honda might be willing to develop a sedan with e:HEV technology for ASEAN where there should be sufficient volume to justify it. According to Maduko Chujo, Managing Director & CEO of Honda Malaysia, the company is looking at the possibility of offering a hybrid powertrain with the Civic later on. One of the challenges for the company is to get the cost down so the pricing can be more attractive to a larger segment of buyers.
