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TOKYO MOTOR SHOW
TWO EXCITING NEW HONDA CONCEPTS TO BE UNVEILED
AT TOKYO MOTOR SHOW, 2007
CR-Z hybrid sportscar concept breaks cover
Funky ‘gel body’ fuel cell project revealed
Two striking new concept models will make their world premieres at the
40th Tokyo Motor Show later this month.
The Honda CR-Z is a lightweight, two-seater sportscar equipped with
Honda’s petrol-electric hybrid IMA powertrain.
PUYO is a fuel cell vehicle designed to provide fun for both the driver and
his or her surroundings.
CR-Z Concept
Following in the tyre prints of the Honda Remix Concept (seen at LA Show
last year), and the Small Hybrid Sports Concept (debuted at Geneva in
March), the CR-Z Concept explores the potential of a compact, lightweight
sportscar that’s exciting to drive, but has minimal impact on the
environment.
The CR-Z features the latest Honda hybrid IMA powertrain to deliver low
emissions and impressive economy.
The front of the car sits low, and is dominated by an imposing, large
bumper with gaping air intakes. Meanwhile, the smooth lines across the
glass roof and rear of the car minimise drag.
Tube shaped combination lamps at the rear improve rearward visibility,
and other design details include stylish, high-visibility wing mirrors, LED
headlights, fin-shaped sidelights and large 19-inch wheels to enhance the
sporting appearance.
Inside, the aim was to give the concept car a light, spacious and
sophisticated feel. The CR-Z’s hi-tech interior features a blue, neon-like
finish across the main dash and centre console. Mesh material on a simple
framework is used throughout, with sporty seats to help support the driver
during cornering.
According to the Japanese design team, CR-Z stands for Compact
Renaissance - Zero.
PUYO
PUYO is a Japanese word that embodies the tactile traits of this unique
car. Puyo is meant to convey all that is warm and friendly, and put a smile
on the face of users and pedestrians.
This concept car has a ‘gel body’ made of soft materials that enhance the
‘real world’ safety properties of the vehicle. Lights beneath the body shine
through the gel, to help highlight doors and other manual functions, and
notify users of the vehicle’s condition.
PUYO represents a new idea in mobility that brings together the principles
of clean, safe and fun all into one environmentally-responsible, people-
friendly, yet minimalist design. The concept has a small frame, is ultra-
efficient and is powered by hydrogen fuel cell technology.
One of the key goals of the project was to create a cornerless car that was
kind to both people and the environment. The ‘Seamless Soft Box’ is
welcoming and inviting to look at, but also makes the most of the box-
shaped design’s spaciousness, managing to accommodate four people
within its tiny frame.
Developed to have a ‘silky feel’, the PUYO’s interior is designed to provide
a people-friendly cabin with a feeling of space emphasised by transparent
materials. Features include an instrument panel monitor, elastic-like
controls made from cloth that rise up when the vehicle starts and
luminous fluid level displays.
The obvious omission is the steering wheel, which is replaced by a
joystick, used for operation and manoeuvring.
Debut of Japanese-market Honda Fit
Holding its own in another corner of the stand is the all-new Japanese Fit,
which goes on sale in Japan in late October. Since it was first introduced in
2001, the Fit has been widely acclaimed for its style, functionality, and
outstanding fuel economy, with worldwide sales topping two million units.
The new Fit will form the basis for the Jazz, which will be launched in
Europe in late 2008.
In addition, a ‘Next Energy’ display will showcase Honda’s latest initiatives
in new energy development, including technology for producing
bioethanol from rice straw and environmentally-responsible, next-
generation thin-film solar cells, which will soon go on sale nationwide in
Japan.
Elsewhere on the stand, Honda will display a range of current production
cars as well as more advanced environmental technologies. To reflect
Honda’s motorsport heritage, the latest Formula 1 car and other racing
machines will be on show. 18 vehicles representing 11 different models
will be showcased in total.
The Honda press briefing will take place at 12.50-13.05 on Wednesday 24
October, in the Central Hall.
ON THE HONDA STAND
World Premiere Japan Premiere
Concept vehicles CR-Z FCX Concept
PUYO Civic Type R (racing
concept)
Planned production
vehicles
Inspire
Step Wagon
Step Wagon Spada
Production vehicles J-spec Fit J-spec S2000 Type S
J-spec Fit RS Civic Hybrid
J-spec Fit special-
needs vehicle
Motorsports F1 (RA107)
Accord Diesel
(entrant in 2007 Joy
endurance race)
Civic Hybrid (entrant
in 2007 Nürburgring
24-hour endurance
race)
Exhibits i-DTEC (cutaway
model)
V6-VCM petrol
engine
IMA Hybrid System
(cutaway model)
1.3-litre i-VTEC petrol
engine (display
model)
Fit (cutaway model)
Driving simulator
InterNavi satellite
navigation system
Ultra-thin solar
panels
Cogeneration unit
HONDA MOTORCYCLES AT TOKYO MOTOR SHOW
Honda’s motorcycle exhibition features world premiere concept models,
pre-launch models, and a comprehensive line-up of other motorcycles and
advanced environmental and safety technologies.
Conceived around the theme Find Your Wings, this year’s motorcycle
display will feature a wide variety of engine variations and innovative
motorcycles.
Honda’s display will feature 10 world premiere models and three Japanese
premieres. With other exhibits, the total number of bikes on show will be
33, as well as Honda’s environmental and safety technology displays,
including rider training devices.
At the forefront of the display will be the Evo6 concept model, featuring
Honda’s unique horizontally-opposed six-cylinder engine.
Also on show are the all-new Forza Z scooter, and CB1100F and CB1100R
concept models equipped with Honda’s traditional yet continually matured
inline four-cylinder engines.
Elsewhere on the stand, Honda showcases its ground-breaking
technology, highlighting advances in the areas of safety and the
environment, and there will also be a display of Honda’s motor sports
racing machines, which help symbolise the company’s spirit of challenge
and the pursuit of dreams.
Overview of featured motorcycles and other exhibits
Prototypes:
EVO6 (world premiere)
CB1100F (world premiere)
CB1100R (world premiere)
Exhibition models:
Goldwing (Japanese premiere)
CB1300 SUPER FOUR (ABS)/SUPER BOL D’OR (ABS) (world premiere)
SHADOW (750)
SHADOW (400)
SILVER WING (400)
FORZA Z/Z ABS
CB223S (world premiere)
LEAD (Japanese premiere)
Exhibition models: Special Import
ST1300 Pan-European (ABS)
Production models:
CB750
CBR600RR
CB400SS
XR400 Motard
CRF150R
Today
Exhibition Model: Racing Models
RC212V (2007 MotoGP racing machine)
CRF450R (2007 All Japan Motocross Championship IA1 Class racing
machine)
COTA 4RT (2007 Trial World Championship Series winning machine)
CBR1000RRW/CBR1000RR (2007 Suzuka 8-hr Endurance Road Race
racing machine)
Environmental and safety technologies
Honda Riding Simulator
Riding Trainer
Variable Cylinder Management system equipped engine for motorcycle
Forza engine (cutaway model)
HONDA’S DIESEL JOURNEY
Where have we been and where are we going?
Honda firmly believes the most effective way to significantly reduce CO2
emissions from cars in the UK is through developing petrol-electric hybrid
technology. While a lot of other manufacturers are building small diesel
engine city cars in order to bring their overall CO2 levels down to meet
European emissions targets, Honda’s general direction is to put diesel
engines into larger, family cars and develop hybrid technology for its
smaller, more affordable and lighter weight vehicles.
i-CTDi
In the early nineties, to meet growing demand for diesel power, Honda
employed oil-burning engines from other manufacturers (ISUZU and
Rover, for example), but they were never long-term solutions.
Honda’s involvement with developing its own diesel engine started with
Kenichi Nagahiro, the company’s chief engine designer and the inventor
of the celebrated VTEC engine. Mr Nagahiro hated diesel engines – he
thought they were noisy, smelly and dirty. When asked to design Honda’s
first diesel he flatly refused – unless he was allowed to start completely
from scratch. The result is one of the cleanest, most refined diesel engines
on the market today, the 2.2 i-CTDi that sits in the UK Accord, Civic, CR-V
and FR-V.
i-DTEC
Mr Nagahiro has masterminded the Honda diesel development
programme since its conception in 2002 and at the Frankfurt Motor Show
in September, he proudly presented the next exciting stage of Honda’s
diesel engine technology: i-DTEC.
This is Honda’s second generation diesel. It will debut in the next
generation Accord (due in the UK, summer 2008) and will exceed Euro 5
emissions standards.
The i-DTEC engine boasts the latest fuel injection technology, more
efficient exhaust gas recirculation and a particulate filter to reduce air
quality emissions (NOx). It also has a greater fuel economy and an
increase in power and torque over the i-CTDi. Not bad for just the second
stage in Nagahiro’s development programme…
Super-clean i-DTEC
While a growing number of people could tell you that diesel engines
produce lower levels of CO2 than petrol engines –not many are aware of
the comparatively high levels of particulate matter and NOx in the
exhaust gasses. It’s the one downside of most modern diesels, but is
being addressed by emissions legislation. Euro 5 will prompt
manufacturers to build engines with cleaner exhaust gasses – but the next
Euro 6 regulations, (and in America, TierII/Bin 5 legislation) will be even
stricter, especially on NOx.
For Honda building a low particulate, low NOx, low CO2 diesel has always
been part of the plan. And Nagahiro’s ‘holy grail’ engine, the third
generation Honda diesel and the second i-DTEC, will deliver on all counts.
Nagahiro’s overall aim has been to redefine “the diesel” and the second
generation i-DTEC will do just that, proving that a diesel engine can offer
more power and low environmental impact.
The key part of the super-clean i-DTEC is an innovative Ammonia Catalytic
Converter in the exhaust system. Three-way catalytic converters in petrol
engines can reduce NOx by as much as 99 per cent, and this converter
will reduce NOx at a similar efficiency. The ammonia creates a chemical
reaction that detoxifies the NOx and turns it into harmless nitrogen using
a two-layer structure.
This engine will achieve a standard well above Euro 6 legislation and
complies with the even more stringent US Environmental Protection
Agency (EPA) TierII/Bin 5 emissions requirements. Euro 6 (still at planning
stage) is expected to limit NOx emissions to 80mg/km for diesel engines
from 2014. The earlier date of 2009 will see the introduction of the US
TierII requirements which stipulate no higher NOx emissions than
approximately 43.5 mg/km.
Eventually, hydrogen fuel cell powered vehicles, like the Honda FCX, will
be the main form of road transport. Until then, Honda is striving to
produce the greenest and most efficient petrol and diesel engines on the
market. Diesel power is just one of the recent challenges Honda has
faced, but more importantly, is striving to improve.
HONDA AND BIOFUELS
A recap on biofuels
Bioethanol fuel is made from plant sources such as sugar cane. Because
plants absorb CO2, the growing of such crops counterbalances the amount
of CO2 released into the atmosphere from burning bioethanol (eg. through
driving). As this does not cause atmospheric CO2 to increase, bioethanol
fuel is considered as a potential alternative to petrol and diesel.
Generally biofuels are used as a blend – bioethanol with petrol or biodiesel
with diesel. Most engines can run on blends with very low percentages of
biofuels but specially adapted vehicles, like the Honda Flexible Fuel
Vehicle, can run on much higher percentages of biofuel – up to 85 per
cent in some cases.
Biofuels have come under criticism as well as praise. The true
environmental benefits of biofuels are still being debated and are unlikely
to be fully accepted until a universally recognised certification system is
established. In addition, the lack of fuelling infrastructure, particularly in
the UK and Europe means biofuel is not a suitable alternative for every
market – yet.
Doing what comes naturally
Rather than waiting for existing biofuels to become more credible and be
given the environmental green light, Honda has developed a biofuel that
could be universally accepted and certified as an alternative fuel.
Honda believes there is a medium term role for biofuels in motoring, and
in conjunction with the Research Institute of Innovative Technology for the
Earth (RITE), has made significant breakthroughs in the development of a
second generation biofuel. This is made from biomass (the by-product of
crops such as wheat, rice and other farming activity). The biofuel is
produced from waste products of the crop rather than from the crop itself,
which of course, offers a genuine environmental benefit.
Honda Flexible Fuel Vehicle (FFV)
Honda’s heritage is steeped in research, technological developments, and
a long-standing commitment to providing environmentally-sustainable
transport. That’s why we’ve tried and tested all manner of options – solar
powered vehicles, electric motors, fuel cell and hybrid technology. So it
comes as no surprise that Honda is working on the development of biofuel
cars, too.
Honda firmly believes that the most effective way to significantly reduce
CO2 emissions in the current UK marketplace is through petrol-electric
hybrid technology. This is because the infrastructure and product is
already currently available. For the future, our long-term solution is the
fuel cell vehicle – FCX – which runs on compressed hydrogen and emits
nothing but water.
So you may wonder why Honda is developing an FFV? Well, in countries
like Brazil, the biofuel marketplace is well-established and a
comprehensive fuelling infrastructure already exists. Knowing of the
potential environmental gains to be reaped from developing biofuels, in
September 2006, Honda announced that it had created a new flexible fuel
vehicle (FFV) system that enables petrol engines to operate on either 100
per cent ethanol or a wide range of ethanol-petrol fuel mixtures.
There are two versions of FFV currently on sale in Brazil – a Civic FFV and
Fit FFV. Both can run on up to 85 per cent bioethanol.
Up to now, variations in the ratio of ethanol-to-petrol have affected low-
temperature start-up performance, and caused variations in air-to-fuel
ratio and engine output. This has made it a challenge to maintain stable
performance, fuel economy and emissions levels.
Based on measurements of exhaust gas concentrations, the Honda FFV
system adapts to different ethanol-to-petrol ratios in the ethanol-petrol
blend. This gives the FFV the flexibility to run on ethanol-to-petrol ratios
between 20 per cent and 100 per cent, while still achieving outstanding
fuel economy and dynamic performance on a par with a 100 per cent
petrol-powered vehicle. To ensure reliable starts even from cold, a
secondary fuel tank has been added.
Engine specifications
Civic FFV Fit FFV
Displacement 1.8 litres 1.4 litres
Max. Output 103kW(140PS)/6,200rpm 61kW(83PS)/5,700rpm
(ethanol1) (ethanol1)
102kW(138PS)/6,200rpm
(gasoline2)
59kW(80PS)/5,700rpm
(gasoline2)
Max. Torque 174Nm(17.7kg/m)/
4,300rpm (ethanol1)
119Nm(12.1kg/m)/
2,800rpm (ethanol1)
172Nm(17.5kg/m)/
5,000rpm (gasoline2)
116Nm(11.8kg/m)/
2,800rpm (gasoline2)
1 = 100% ethanol2 = 22% ethanol blend
THE 2006 FCX CONCEPT
Honda’s latest FCX Concept is based on a sleek, low-riding, sports saloon –
the purple beauty you may have seen at the Tokyo Motor Show a couple
of years ago, or the 2006 Paris Motor Show. This version of the fuel cell
car is the nearest we’ve got to a production reality – if you want a preview
of the future of motoring, the FCX Concept is the closest you’ll get at this
time.
Design gurus across the globe have expressed their admiration of the low-
floor, short-nose body of the FCX Concept, but the futuristic packaging
also houses a roomy and comfortable cabin – and a new, more-efficient
Honda FC Stack (the bit that converts hydrogen into electricity).
In fact, the newly-developed V Flow fuel cell platform played a key role in
the design of the elegant, low-slung saloon car shape. The latest FC Stack
is smaller (by 20 per cent), lighter (by 30 per cent) and is arranged in an
innovative centre-tunnel layout. But even though it’s a more compact
unit, power output is 14kW greater.
In previous fuel cell stacks, the hydrogen and the water formed during
electricity generation have flowed horizontally, but the new FCX Concept
features a vertical-flow design. This allows gravity to help get rid of the
water that is produced, resulting in a major improvement in water
drainage – the key to high-efficiency fuel stack performance. As a result,
the power generation is much more stable under a broad range of
conditions, and higher output is available from a smaller package.
Low-temperature startup – an issue with fuel cell cars in the past – has
also been significantly improved, and the FCX Concept can start in
temperatures 10°C lower than the current FCX – as low as minus 30°C.
The electric drive motor has been positioned coaxially with the gearbox,
which saves some space, and output is also increased by 15kW. Overall,
the power plant is about 180kg lighter than that of the current FCX and
about 40 per cent smaller. This has resulted in performance gains, better
efficiency and more room inside the cabin.
Previous incarnations of FCX have used an ultra-capacitor as an auxiliary
power source, but the FCX Concept carries a compact, high-efficiency
lithium ion battery, which gives greater power output and helps make the
power plant smaller overall.
And as the powertrain is more efficient, the car can travel further on one
tank of fuel – 354 miles – approximately 30 per cent more than the
current FCX.
It’s also incredibly energy efficient, with a rating of around 60 per cent –
that’s roughly three times that of a petrol-engined car, twice that of a
hybrid vehicle, and 10 per cent better than the previous FCX.
Other new features include seat upholstery and door linings made from
Honda Bio Fabric, a plant-based material that offers outstanding durability
and resistance to sunlight damage. Meanwhile, Shift-by-Wire technology
and a newly-designed instrument panel with easy-to-read display of
hydrogen fuel consumption make the car easier to drive in everyday
situations.
The FCX Concept will form the basis of a new fuel cell vehicle planned for
limited marketing in the US and Japan in 2008.
SPECIFICATIONS
Number of
passengers
4
Motor Max. Output 129PS
Max. Torque 256Nm (189lb.ft)
Type AC synchronous motor (Honda
mfg.)
Fuel Cell Stack Type PEFC (proton exchange
membrane fuel cell, Honda mfg.)
Output 100kW
Fuel Type Compressed hydrogen
Storage High-pressure hydrogen tank
(350atm)
Tank Capacity 171 litres
Dimensions (L x W x
H)
4,760 x 1,865 x 1,445mm
Max. Speed 100mph
Energy Storage Lithium Ion Battery
Vehicle Range* 354 miles
* When driven in LA4 mode (Honda calculations)
NOT ALL HYDROGEN CARS ARE THE SAME
Hydrogen will fuel the next generation of global vehicles. It’s a fact
accepted by the entire industry. And given that it’s the most commonly-
occurring element in the universe, supply is not an issue.
A future of cars powered by hydrogen is an exciting prospect to consider.
Not only can hydrogen help cars to emit zero CO2 emissions, but the
development of technology to use the fuel promises to change the ways
cars are designed, built and run forever.
However, there are different ways of using hydrogen as a fuel for a car.
For example, it can be burned within an internal combustion engine or it
can be used in a fuel cell to produce electricity to power a motor.
But while the initial fuel is the same, the way that the fuel is used, the
technologies employed to use the fuel – and not least the benefits and
disadvantages of the ways in which it’s used – are totally different.
In order to inform, educate and dispel some of the myths associated with
hydrogen fuel, we’ve put together the following fact sheet, which
compares just two ways in which hydrogen can be employed. We hope it
proves useful and clears some of the fog surrounding the issue.
Hydrogen-fuelled fuel cell technology (as used by
Honda FCX Concept)
Hydrogen-fuelled internal combustion engine (as used
by BMW Hydrogen 7)
Concept Honda’s V-Flow FC Stack combines hydrogen fuel with oxygen to create electricity via a chemical reaction. This powers an electric motor, that delivers
Hydrogen fuel is burned in an internal combustion engine, which creates power to drive the car. It’s a tried and tested technology that’s been around
drive to the car’s wheels for 100 years. We know it works.
Fuel Uses only hydrogen as fuel The BMW H7 can switch between petrol and hydrogen fuel – but that means it is impossible to optimise the engine for petrol or hydrogen, so therefore the engine is never working at its optimum. Also it can run solely on petrol – meaning the user can run the car on petrol the entire time (with CO2 levels of up to 327g/km)
Reliability Relies on a chemical reaction, not moving parts – but technology is new and further testing needs to be carried out
Continues to use moving parts, but technology is proven
Emissions A true zero harmful emissions vehicle (only water vapour is emitted from the exhaust)
Zero CO2 emissions, but emits nitrogen oxides (NOx) – albeit low levels) – created by the hydrogen and air mix burned in the engine
Storage Hydrogen stored as a compressed gas (at 35 MPa in a 171 litre tank)
Hydrogen stored in liquid form stored at -253 Celsius
Storage qualities
The down side of compressed gas is that energy is used in the compressing of the gas, and in-car storage tanks have to be fairly large in order to carry sufficient amounts of hydrogen
Liquid hydrogen is highly energy intensive as it has to be cooled down to -253 Celsius and therefore it has some storage problems. For example, if left for a period of time without using the car (currently estimated to be 9-14 days), ‘boil off’ takes place, meaning the liquid hydrogen warms up, is vaporised and escapes from the tank. As well as draining the fuel, this also means the car cannot be stored in a contained area for any length of time
Efficiency When employed as part of a car’s powertrain, fuel cell technology is incredibly efficient at using energy. The V-Flow FC Stack in the Honda FCX Concept is 60 per cent efficient at using the energy value of its hydrogen fuel. To put that into perspective, a petrol-fuelled hybrid is 28 per cent efficient, while a petrol internal combustion engine is just 18 per cent efficient at using the fuel (all when measured on the LA4 cycle).
Not nearly as efficient as a fuel cell, but we do not have the exact data provide an exact comparison. It is likely that a hydrogen internal combustion engine is half as efficient as a fuel cell, but that cannot be proven at this time.
Range Due to their excellent efficiency, fuel cells generally have a longer
The range of the BMW’s hydrogen tank is 125 miles
range. Honda’s FCX Concept has a range of 354 miles with a full tank. With only half of the amount of hydrogen that can be carried by the BMW Hydrogen 7, the FCX can travel 250 miles.
Technology Totally new way of powering a vehicle with innovative technology – the ultimate alternative fuel solution
An evolution of the combustion engine
Design Could revolutionise the car design industry: fuel cell cars do not have to accommodate a sizeable and heavy combustion engine, and the associated cooling components. Plus, the FC Stack can be house anywhere in the vehicle, allowing for a better centre of gravity and improved weight distribution
Based on existing car design
Infrastructure
Requires development of a new hydrogen refuelling infrastructure
Circumvents the problems of lack of infrastructure (as the internal combustion engine can run on petrol – but of course environmental benefits are lost)
Safety Honda’s FCX cars are in commercial use in America and Japan, which means they have to go through the same stringent crash and safety tests as any other vehicle. As well as protecting occupants from front, side and rear impact, the FCX also features special impact-absorbing framework around the fuel cell system and high-pressure hydrogen tanks, to shield them during a collision
Should still meet current safety/crash test regulations, as hydrogen is stored within tanks in existing car design
Timing FCX to be launched as production vehicle in US and Japan during 2008
There are cars in limited production, with fleets of test cars being used to raise awareness
If you’d like to discuss the future of cleaner cars in more detail, or Honda’s
approach to fuel cell development, Honda (UK)’s Environment Manager,
John Kingston will be in Tokyo.
He is also contactable by: Tel: 01753 590357 Email:
ALSO ON DISPLAY…
In addition to the engines, models and technologies already mentioned:
Thin film solar cells
Also featuring in the Environment display are Honda’s thin film solar cells.
These represent just one of the ways in which Honda is looking at
alternative energy, particularly in order to address the issue of producing
hydrogen in a sustainable way.
Electricity can be generated, using solar energy, which can in turn be
used to produce the hydrogen required for fuel cells. Honda continues to
research solar cell technology in view of this and has just begun mass
production of thin film cells at its wholly-owned solar cell subsidiary,
Honda Soltec Co., Ltd.
The thin film cell – developed by Honda Engineering Co., Ltd – is made
from a compound of copper, indium, gallium and selenium (CIGS), and
generates less carbon dioxide during the production stage than
conventional technologies.
HONDA’S CRASH TEST FACILITY
HONDA R&D CENTRE, TOCHIGI, JAPAN
Honda’s extremely high safety standards reflect its total commitment to
continuously improving the real-world safety of drivers, passengers and
pedestrians. It is at Honda’s crash test facility in Tochigi, Japan that such
rigorous testing takes place, dedicated to developing safety technology
that meets and exceeds standards worldwide.
In March 2000, Honda announced the construction of its first all-weather,
indoor crash test facility, and after an investment of 6.8 billion Yen, it was
finished; the first of its kind in the world, capable of handling not only the
existing crash tests that use static barriers, but also tests that simulate
actual traffic collisions.
It’s big too! 41,000 square metres and a total of eight test tracks are
positioned in a radial shape, that when used together, can reproduce
crashes from almost any direction at 15-degree increments.
The facility can also test crashes between two cars travelling at different
speeds, as well as those involving different sized vehicles – such as a
passenger car and a lorry. Simulated vehicle and pedestrian accidents can
also be carried out.
The indoor facilities at Tochigi allow testing regardless of the weather
(which is good, because in Japan it can rain a lot!) shortening research
and development times. This and the crash facility’s versatility enables
Honda to better reflect actual traffic collisions and ultimately work to
achieve ever-safer vehicles.
Honda has a long record of leadership in safety-related technology. It was
the first company in Japan to introduce an anti-lock brake system and the
first to provide an SRS airbag system for cars. In motorcycles Honda
recently introduced the motorcycle airbag, now available on the new
Goldwing, which can help lessen the severity of injuries caused by frontal
collisions.
Overview of the Crash Test facility
Total floor area: 41,000 square metres
Building dimensions: North-South 272 m
East-West 178 m
Roof Height 15 m
Number of test tracks: 8
Overall track length: 130 m (each track) (Extendable to a
combined maximum length of 260
m)
Maximum hauling speed: 80 km/h (2 vehicles
simultaneously)
What have we learned from the crash test facility?
Learning the way not to do it is just as important as learning the right way
to do it. So, not everything Honda’s learned at Tochigi over the past seven
years can be seen on the actual products. But, here are a few that can:
G-force Control
Honda’s collision safety measures enhance the protection of people both
inside and outside the car. In a collision, Honda’s G-force Control
technology crumples the car body in a controlled manner to absorb the
energy of impact and maintain a survival zone around the occupants. This
technology is refined through computer simulation and real car-to-car
collision testing at the indoor crash test facility.
Pedestrian Injury Reduction Body
Using impact-absorbing structures for the bonnet, wings, bumpers and
other parts reduces head and leg injuries in the event of collision with a
pedestrian.
Advanced compatibility body
In car-to-car collisions, the relative sizes and shapes of vehicles
significantly affect the safety of the occupants inside. To address this
issue, Honda developed Advanced Compatibility Engineering (ACE) body
technology (seen on the current Civic ans CR-V) that enhances the
protection of passengers in the Honda vehicle while also lowering damage
to the other vehicle in a collision.
CMBS
Honda’s Collision Mitigation Brake System (CMBS) detects the possibility
of frontal collisions with the rear ends of other vehicles and warns the
driver to take preventative action. If the driver fails to act on the warning,
CMBS helps decelerate the vehicle and signals E-Pretensioners to retract
the seatbelts to reduce injury in the event of a collision.
Pop-up bonnets
Honda’s Pedestrian Protection Pop-up Bonnet System aims to increase
safety for those outside the car.
If the car is involved in an accident with a pedestrian, an accelerometer in
the front bumper, and a wheel speed sensor both feed information to the
engine’s ECU which then triggers a pyrotechnic actuator under the
bonnet. A plunger then lifts the bonnet by 100mm which creates
clearance between the metalwork and the unyielding engine bay, to help
reduce pedestrian head injuries.
Honda estimates that the Pop-up Bonnet System could reduce pedestrian
casualties by around 10 per cent, with the number of seriously injured cut
by around five per cent. These numbers may not seem dramatic, but they
are far more significant when considered in the context of the almost
1000 pedestrian and cyclist fatalities each year in Britain.
Pedestrian dummy
Honda’s second generation Pedestrian Dummy closely resembles the
human form. This enables technicians to accurately estimate injury as the
result of a crash. This information is then used in the development of the
pedestrian injury reduction vehicle body.
NCAP Rating for Civic / CR-V and competitors
Adult Child Pedestrian
Civic 4 4 3
Toyota Auris 5 4 3
VW Golf 5 4 3
Renault Megane 5 n/a 2
BMW 1 series 5 3 1
Audi A3 4 3 1
CR-V 4 4 2
Land Rover
Freelander
5 4 1
Nissan X-TRAIL 4 n/a 2
Toyota RAV4 4 4 3
Nissan QASHQAI 5 4 2
HONDA FIT
The all-new Japanese-spec Fit may be on display at Tokyo, but meanwhile,
the Jazz is still incredibly strong in the UK. We’re on course to sell around
30,000 cars this year in the particularly tough B sector. Jazz is currently
third in the market (year to date).
Since it was first introduced in 2001, Jazz has wowed owners and become
an international success story, with over two million units sold worldwide.
The new Fit will form the basis for the UK version - Jazz, which will be
launched in Europe in late 2008.
THE UK STORY – FIVE YEARS ON AND STILL GOING STRONG
Five years into its model life and Jazz remains Honda’s most successful
small car. Its clever packaging, space and value for money have been a
winning formula ensuring global demand and increased production
capability.
Since launch in 2002, over 127,000 units have been sold in the UK,
enabling Jazz to retain its top five sector position despite plenty of new
product competition. In retail, Jazz has held the number one spot amongst
its competitor set for the past four years, selling an average of 19,300
units each year.
The key to success
It was the styling, flexibility (let’s not forget, the magic cinema-style
seats) and economy that wowed customers when the car was launched,
and continues to draw new and repeat customers today.
“The fresh look of the current car is a testament to the model’s original
design and has attracted a loyal customer base which we are keen to
retain with an evolutionary, rather than revolutionary, approach to the
next generation model,” said Tom Gardner, Head of Marketing, Honda
(UK).
Customer satisfaction and Jazz’s excellent reliability have also played a
major role, helping to retain customers year after year, Jazz after Jazz.
Tom added: “Some of our customers are now on their third Jazz. Honda is
renowned for its customer satisfaction and retention but Jazz has set a
new benchmark with 60 per cent repeat purchasing in the last 12
months.”
Great residuals help cost of ownership
Demand for new and used Jazz has meant that residual values are at
levels normally expected from a newly introduced car – not one that’s five
years into its lifecycle. After three years and an average 60,000 miles,
Jazz will retain 40 per cent of its value.
“The used car performance of Jazz continues to delight us. With excellent
value for money and high residuals into the bargain, the cost of ownership
proposition has remained strong.”
Jazz has led the J.D. Power Survey supermini sector for four consecutive
years, and continues to consistently win awards five years into its model
life. It topped the Which? Reliability tables this year and has an unbeaten
five top 5 category finishes in the Auto Express Driver Power Survey. In
2006 Jazz was awarded Best Supermini at the Fleet News Awards,
demonstrating its versatility across retail and corporate sectors.
JAZZ SALES
2001 2002 2003 2004 2005 2006 2007
UK 18,584 25,200 29,404 30,795 23,922
1
Europe 553 44,701 56,620 75,572 89,020 85,990 50,182
2
W/wide 104,85
9
300,83
6
276,25
9
350,65
9
396,87
1
386,16
5
194,801
3
1 current to 4 October, 2007
2 current to August, 2007
3 current to June, 2007
Jazz has been the UK’s number one selling supermini in the retail market
for three consecutive years, and looks set to make it four in 2007. That’s
an outstanding achievement for a car already five years into its lifecycle.
The following table shows the number of retail sales in the supermini
sector.
UK retail sales
2003 2004 2005
Model Units Model Units Model Units
Citroen C3 16,895 Honda Jazz 18,470 Honda Jazz 19,913
Ford Fiesta 16,838 Ford Fiesta 16,596 Ford Fiesta 16,348
Peugeot 206 14,419 Citroen C3 12,561 Toyota Yaris 12,551
VW Polo 13,454 Peugeot 206 11,938 Citroen C3 12,019
Honda Jazz 13,156 Toyota Yaris 11,849 VW Polo 10,449
Nissan Micra 10,617 VW Polo 11,538 Peugeot 206 9,877
Toyota Yaris 10,258 Renault Clio 7,304 Kia Picanto 7,320
Renault Clio 9,052 Nissan Micra 7,141 Skoda Fabia 5,943
Skoda Fabia 8,403 Fiat Panda 6,974 Fiat Panda 5,282
Vauxhall Corsa 7,323 Hyundai Getz 6,295 Vauxhall
Corsa
5,056
2006 2007
Model Units Model Units
Honda Jazz 19,801 Honda Jazz 11,079
Ford Fiesta 17,826 Ford Fiesta 10,005
Toyota Yaris 11,296 Vauxhall
Corsa
7,905
VW Polo 10,421 Toyota Yaris 7,657
Citroen C3 9,852 Peugeot 207 6,305
Renault Clio 7,441 VW Polo 5,967
Skoda Fabia 6,597 Citroen C3 5,273
Suzuki Swift 6,205 Suzuki Swift 4,339
Vauxhall Corsa 6,102 Skoda Fabia 4,003
Fiat Panda 5,670 Renault Clio 3,766
Since April 2007, the UK has been supplied with Jazz from two factories –
Suzuka in Japan and Guangzhou in China. Now, approximately 90 per cent
of the UK’s supply of Jazz comes from China.
Plant Registrations
Japan 13,108
China 8,320
Total 21,428
For the period 1st January 2007 to 5th October 2007
10 MINUTES WITH TOM GARDNER
Head of Marketing, Car division, Honda (UK)
When is the new Jazz coming to the UK?
It will be 12 months or so before Jazz is brought to the UK. The car on
display at Tokyo Motor Show is the Fit for the Japanese market.
What made the Jazz such a success?
A combination of clever styling with functionality stunned customers when
the Jazz was first launched and continues to do so now. Five years into its
life and Jazz is still winning awards for customer choice as well as
reliability, which is fantastic given how much new competition has come
to market since 2002.
What will the UK’s new Jazz be like?
Given the success of the current Jazz, we don’t expect that much to
change. The current design still looks fresh, and much of the clever
packaging that has made the Jazz so popular is likely to feature on the
new car.
How many do you expect to sell?
We expect volumes to match, if not exceed, those of the current Jazz.
Customer satisfaction is so high, that not only does Jazz top surveys like
J.D. Power and Which? Reliability, it also attracts a large number of repeat
customers. Sixty per cent of customers that bought a Jazz in the last 12
months had owned a Jazz before!
Who buys Jazz?
Jazz is popular across the breadth of society – young single people,
families wanting a spacious supermini that is cheap to run; through to
retired customers who want a reliable car that’s manoeuvrable and
comfortable. Jazz is also well-accepted as a fleet car, district nurses in
particular like its spaciousness. We expect the new Jazz to attract similar
customers – young and old alike, while continuing to capture those
customers wishing to downsize.
CUSTOMER CASE STUDIES
Case study 1
Name: Miss Kathleen Gallagher
Age: 63
Lives: Upper Norwood, SE London
Job: Retired
I bought my first Jazz in September 2004 and decided to exchange it just
before it was three years old. I replaced it straight away with another Jazz.
I chose to buy my first Jazz after speaking to my friend. She said all the
press were recommending it and I thought I ought to try it. Having a good
experience with the first one and knowing that it suits my needs perfectly
meant that I bought a second and I would never change to another model
now.
I use my Jazz for leisure and social activities, shopping, going to church
and visiting friends. Mainly I’m on my own in the car, but when I pick up
friends I know I will have plenty of space to fit them in.
There are a number of things that I like best about the Jazz. Firstly the
seating position is high, so very good for people with arthritis or other
mobility problems. It’s not low down so I can get in and out more easily.
It’s also very manoeuvrable and very spacious. I know I can fit my friends
in and still have space for their luggage.
The best thing I’ve ever transported in my Jazz was when I went to the
Cotswolds with two friends. I bought a 60cm diameter antique table. That
went in. My friend bought a 2ft square picture. That went in too. Plus we
had enough luggage for three people on a four night stay as well as three
actual people. That’s a lot for a small car! And, what’s more we were not
uncomfortable. It was amazing I couldn’t believe it!
I’m very, very satisfied with my Jazz. I’ve had no problems. It’s been
totally reliable.
Case study 2
Name: Dr Elizabeth Picton
Age: 26
Lives: Beckenham
Job: Doctor - GP
I’ve not owned a Jazz before, but I love it. It has been absolutely reliable.
I’m a GP so use the car for getting to work as well as leisure and I have no
trouble getting my doctor’s bag in the boot. What do I like best about the
Jazz? Well it’s nice and simple. It isn’t overly fussy, but still has everything
you need and it’s really easy to use. My most memorable moment in my
Jazz is when my husband said to me, “Was it you that kerbed the alloys
dear?” He had found a scuff on the wheel!
Case study 3
Name: John Lockhart
Lives:Chesterfield
Job: Retired
My sister bought a Jazz and loved it, so I thought I’d change as well. I
bought this one in June this year. It’s a Jazz CVT. I’m very happy with it
and I’ve had a lot of Honda cars before – a Civic and an Accord.
It’s been absolutely reliable. I’m retired, so I don’t need to use the car for
work. It has so many features. My Sport model has air conditioning and
it’s very roomy. Having downsized from Civic I was surprised at how big it
was inside. It also has self-folding mirrors which are very useful as my
garage is long and narrow.
The boot gets all my shopping in and I like the sunken well, which stops
everything sliding about. There really is a lot of room to fit in everything
you need.
Case study 4
Name: Joan Thompson
Age: 55
Lives:Middlesbrough
Job: District Nurse
This is my first Jazz but it’s a lease car – I get it through work.
I’m really satisfied – the boot space is probably the first thing that
impresses you. I put all my kit in there every day with no trouble – all the
essentials I need for the job like dressing, and syringes.
It's never broken down and touch wood, there have been no other
problems. Of course, we've had it serviced regularly and there's been no
trouble.
The magic seats are what I like best. The way they dive down and fold up
is very clever and very useful.
I use the car for pleasure and for work, but mainly for work. I'm out and
about most days, visiting people in their homes and tending to their
needs. I'm probably in and out of the car around 20 times a day, so it
helps that the doors are big and it's easy to get in. I've always liked
Hondas, so we looked at those first. I love the Civic, so might go for one of
those next.
Since owning my Jazz, I’ve had about one and a half flat pack kitchens in
the back with all the seats folded down
JAZZ CUSTOMER STATISTICS
A massive 60 per cent of customers that bought a Jazz in the last 12
months, have owned a Jazz before.
Jazz owners are most likely to be female and married (55 per cent
female, 76 per cent married)
Jazz 1.2S drivers are likely to be younger
THE ACCORD TOURER CONCEPT
It’s not at Tokyo, but we thought it was worth mentioning again – as it’s
such an important car for Honda in the UK.
The Accord Tourer Concept gives an indication of the design direction for
the next generation Accord – on sale in the UK from mid-2008. Its wider,
lower look signals a more sporty styling approach. Innovative chassis
technology will deliver an involving driving experience without
compromising ride comfort. It will be powered by a range of advanced,
low emissions engines.
The new model has smarter, sleeker proportions than its predecessor, yet
greater width, which makes for a more spacious cabin and also allows for
an increase in the track to help give superb handling.
The all-new Accord will be one of the first cars to offer an entirely Euro 5-
compliant engine line-up. Two petrol engines of 2.0 and 2.4-litre
capacities and a 2.2-litre diesel engine mirror those in the current Accord
range, but power output will be boosted and emissions and fuel economy
significantly improved.
Production versions of the new Accord will debut in Saloon and Tourer
forms at the 2008 Geneva Motor Show. The car will go on sale in summer,
2008.
2007 Sales YTD
Sales so far in 2007:
UK Year to date (Up to 30 September
2007)
Jazz 23,853
Civic (5dr, Type S, Type
R)
34,422
Civic Hybrid 2,290
Accord 6,784
CR-V 17,422
FR-V 2,203
Legend 102
S2000 511
UK sales (total) 87,907
Europe Jan-Jul 2007 (Up to 31 July)
Jazz 45,924
Civic (5dr, Type S, Type
R)
85,015
Civic Hybrid 6,012
Accord 29,004
CR-V 54,006
FR-V 9,372
Legend 1,158
S2000 822
European sales (total) 235,523
HONDA – GLOBAL PROFILE
167,231 associates (current to March ’07)
124 plants in 29 countries
31 R&D bases in 15 countries.
World’s largest engine manufacturer
World’s number one motorcycle manufacturer
Largest manufacturer of ATVs
One of the world’s top 30 brands
The only company in the world making cars, planes and robots
HONDA (UK) - PROFILE
Honda (UK) sold 100,000 cars in 2006/07 for the first time ever,
achieving a record market share of 4.66%
Honda (UK) ranked second in the 2007 J.D. Power survey, marking its
fifth consecutive year in the top five
Honda (UK) announced a record 26% increase in fleet sales
throughout the financial year ending March 31st 2007
Honda (UK) has an extensive dealer network comprising of Cars (200
dealerships) Motorcycles (250) and Power Equipment – Marine,
Energy, Lawn and Garden (900)
Car dealers have achieved 22 consecutive months of dealer
profitability (current to August 2007)
HONDA OF THE UK MANUFACTURING – UPDATE
Honda of the UK Manufacturing Ltd is a fully integrated car
manufacturing facility, producing the total car (Engine, Casting and
Pressing) on one site in Swindon
370 acre site (1.5million m2)
Honda has invested £1.38 billion in its manufacturing operation in
Swindon
Current Daily Production: 1,000 cars per day
No.1 line (CR-V & Civic 5 Dr): 600 units/day (2 shifts)
No.2 line (Civic 5 Dr & Civic 3 Dr ): 500 units/day (2 shifts)
Total 5,000 Associates
190,538 cars produced (Apr ’06 – Apr ’07)
Honda of the UK Manufacturing Ltd – Milestones
1985 HUM established
1986 Pre-Delivery Inspection begins
1989 Engine Plant production begins
1992 Car manufacturing begins in Car Plant 1
Second Engine Line installed
1995 Press Facility established
1996 10th Anniversary of Operation
1998 1 Million Engines
¼ Million Civics
1999 ½ Million cars
10th anniversary of Engine Production
¼ Million Accords
2000 CR-V production begins
2001 Car Plant 2 begins production
Civic 3-Door Production begins
Civic Type-R exported to Japan
2002 10th anniversary of Car Production
Press Facility expansion
End of Accord production
CR-V exported to North America
2003 1 Million Cars
1½ Million Engines
2004 1¼ Million CR-Vs
15th Anniversary of Engine Production
2005 2 Million Engines produced
¾ Million Civics
Diesel engine assembly begins
1.5 millionth car produced
2006 20th Anniversary of Operation
½ Million CR-Vs
2007 07 Civic Type-R Production begins
Plant-2 Two Shift Operation begins
1 millionth Civic to come off line (7 November)