#Honda

TTAC commentator PandaBear writes:

Hi Sanjay, (First Sanjeev, now we’re using my brother’s name? – SM)

I have a ’97 Acura Integra RS on which my mechanic recently did a top end rebuild. The radiator got stuck closed and somehow created a vacuum in the cooling system, overheated and warped the head. Soon after the rebuild a new grinding noise started and the mechanic isolated it to a failing water pump bearing. Before the rebuild my car had a noise that I thought might be exhaust or valvetrain related, but ended up being the failing water pump. After the water pump was replaced the car is a lot quieter, and because it is a lot quieter, I’m now hearing cold start piston slap that I never heard before.

The cold start piston slap seems to remain till the engine is completely warmed up. It seems to come when the outside temperature is about 50F or lower. The car has about 260k original miles and is in OK condition, and I’ve replaced the ignition coil, radiator, axles, struts / shocks, hoses, oil pan gasket, so far so it actually drives OK for its age (kind of hard as the bushings are old). How much should I worry about the piston slap if all I care is durability of the engine? My goal is to daily drive another 5-10 years and 100k miles out of it if possible without a rebuild or an engine swap.

I’m on the record with my assertion that the minivan is the perfect family vehicle. A low floor and high roof combine to provide maximum space for both humans and cargo. For those who don’t need to haul five kids to Walley World every week, however, the classic hatchback gives much of that minivan flexibility in a condensed, occasionally fun-to-drive package. The modern subcompact hatch isn’t the penalty box that littered American roads in the late Malaise Era.

My two kids had a packed weekend between softball, soccer, and cheerleading. Carrying all the required equipment, including camp chairs and coolers, would be taxing for nearly any car. And yet, we had one of the smallest cars I’ve ever driven at our disposal, a 2018 Honda Fit Sport. Did the Fit fit everything that needed to, um, fit?

The name of a long-defunct Honda-badged vehicle that was based on an Isuzu and built at a joint Isuzu-Subaru assembly plant will grace a new crossover, a report claims. Yes, it’s looking like Honda applied for a new Passport.

According to Automotive News, sources with knowledge of Honda’s product plans say the Nineties are indeed poised to return. The name will allegedly grace the brand’s upcoming two-row midsize crossover, slated to fill the space between the wildly popular CR-V and the range-topping Pilot.

The third-generation Acura Integr a went on sale for the 1994 model year and sold very well in North America. Well-built, reliable, and an immediate favorite of racers and customizers, resale values stayed up and it took a good 15-20 years before the third-gen Integra began showing up in large quantities in self-service wrecking yards; today discarded examples are plentiful.Since the model’s junkyard numbers are beginning to decline after a few years of glut, I decided to photograph one for this series. Here’s a very typical California 1994-2001 Integra, covered in flat-black paint and showing evidence of merciless beatings during its 23 years on the road.

Back in December, Matthew Guy penned an interesting QOTD post soliciting your picks for the most outrageous new car introduction. In the case of the new-for-1993 Jeep Grand Cherokee, Bob Lutz drove Chrysler’s new (and important) SUV up a set of stairs at Cobo Hall and through a plate glass window. History revealed the hype to be justified: the Grand Cherokee became an instant success, finding its way into suburban middle-class driveways across America.

Sometimes, though, the new product doesn’t live up to the manufacturer’s hype before introduction. Let’s talk disappointment.

Honda raised a few eyebrows by announcing the return of the Insight hybrid for 2019, this time as a larger and plusher four-door sedan. While the model holds the title of America’s first hybrid car, its groundbreaking status didn’t carry over into the model’s second generation, which, despite selling better than the two-seater first-gen model, quietly (and slowly) disappeared from the market after its 2014 discontinuation.

The automaker sold three “new” 2014 Insights last year, and 67 the year before.

Throughout the second Insight’s run, and continuing through 2015, the Civic Hybrid was also available to lower-end electrified car shoppers. Which begs the question: why didn’t Honda just make a hybrid version of its wildly popular 10th-generation Civic?

Oh no, Honda couldn’t do that.

Recall the days all those years ago (probably over a century for some of you), as the time approached for you to start driving. Some of you may have been prescribed a vehicle by the gift of a generous or perhaps spiteful relative. Others received a set stipend from the Bank of Parentus, while the rest worked at a low-end job to scrape up funds for an automotive purchase.

Today, we want to know what your aspirations were at the time; which vehicles did you desire and shop for as your first car?

Crossovers and SUVs are the gravy train from which just about every manufacturer is currently drinking, more than happy to quench the buying public’s seemingly insatiable thirst for high riding all-wheel drive machines. Acura’s been in the game for ages with the MDX, RDX, and departed weirdo ZDX.

After vanquishing the unfortunate guillotine grille from the rest of its lineup, Acura has set its sights on revamping its littlest crossover, the RDX. Yes, the word “prototype” is in the headline, but one can be assured that the machine shown here is virtually production-ready.

Third time’s a charm, they say, and Honda surely hopes it’s true. As the third iteration of the on-again, off-again dedicated hybrid model, the newly enlarged 2019 Honda Insight is putting on airs and climbing up from the bottom of the automaker’s model lineup.

For the coming model year, the reintroduced Insight will occupy the third rung of the brand’s car portfolio, above the Fit and Civic, but below Accord. Thanks to a pre-Detroit auto show release, we now have a better idea of what’s going on inside the new Insight, as well as under the hood.

Coke and Pepsi. Colt and Smith & Wesson. Bert and Ernie. Camry and Accord.

The greatest rivalries inspire both loyalty and loathing among fans on either sides of the fence, but there can be only one victor. In the automotive world, sales are the yardstick by which success is measured, as passion alone can’t keep a car model alive.

For the sedan segment, no rivalry is fiercer than that of the Toyota Camry and Honda Accord, both longstanding standouts in the midsize class. With both models taking a larger and larger share of the shrinking market, and having both received an extensive revamp for the 2018 model year, how did the two challengers perform in 2017?

Tightening global emission regulations are pushing the world’s automakers to put all fuel-saving options on the table. Electric cars are an obvious answer, but range anxiety and consumer concerns about battery life continue to dog vehicles powered solely by electrons.

With a finite amount of space in their vehicles, manufacturers are constantly looking for efficiencies when laying out plans for EVs. According to a report from Reuters, Honda is considering developing solid-state batteries for use in their future EVs.

Sitting at the summit of the Honda vehicle range is the Acura NSX — a complex, advanced hybrid two-seater that goes like stink but can’t seem to find many takers. At the bottom, at least until 2014 models dried up sometime in 2015, was the Insight.

Ah, the Insight. The model best remembered as the teardrop-shaped two-seater that gave North America its first taste of hybrid motoring in December 1999 was soon eclipsed in sales by the Toyota Prius. Its main rival never looked back.

After a four-year gap, a second-generation Insight powered back onto the hybrid scene for the 2010 model year. Boasting room for five passengers and a significantly lower fuel economy rating, the follow-up Insight didn’t sent Honda’s sales charts aflame. Volume in 2010 was one-seventh that of the Prius, dropping quickly thereafter.

With a third-generation 2019 model on the way, Honda seems determined to mimic The Little Engine That Could. It’s a bigger and better Insight, the company claims, but will the third time be a charm?

(In keeping with our goal of providing interesting and varied content, we sometimes bring you stories published by TTAC’s sister sites that we feel will satisfy your discerning tastes. This first drive review of Honda’s Clarity plug-in hybrid comes to us from a familiar name. It was first published by Hybrid Cars.)

Honda has rolled out its newest salvo in the effort to wean drivers off gasoline.

In a three-pronged approach, a team simultaneously deploys multiple solutions to solve a particular problem. We see this tactic at work when your humble author tries to assemble furniture or harried parents attempt to get their toddler to eat dinner.

Rather than placing all their eggs in one particular alternative-fuel basket, Honda has decided to pursue a cadre of options: a plug-in hybrid, a battery-powered all-electric, and a hydrogen fuel cell car. So confident are they in their gambit, the company has developed a car that can be equipped with either of these three powertrains.

The machine you see here is the Honda Clarity.

In 1990, the Nintendo Game Boy was flying off store shelves, neon clothes was very much in vogue, and President Bush was busy denouncing broccoli. And — oh, yeah — Honda rolled out a new Accord for the 1990 model year.

With a strong visual presence giving it a refined and contemporary look, the Accord Coupe made the best of its expansive greenhouse and flush-fitting glass. Before you protest, I know the above Accord is not a DX … but the one after the jump is. I think it’s fabulous and I know you do, too.

We all have our perversions, and here’s mine: I will always have a soft spot for ugly-duckling products that were eclipsed by the competition or cannibalized by their own relatives. First example: the Apple 3 (properly yclept Apple ///). We don’t have time here to discuss how and why the “business-focused” 8-bit Apple failed, but I will forever cherish the fact that Apple put out a service bulletin for improperly seated microchips where the fix was to pick it up and drop it like it was hot — because it was, in fact, too hot.

I could go on… and I will! The Fender Jazzmaster, the Omega Seamaster, the Members Only jacket that cost slightly more because it had a zipper breast pocket instead of the elastic-clinch one, the F-111. Show me something that didn’t quite catch the imagination of the public, and you will have my complete attention. If the reason for that lack of public attention has to do with the product involved being just a little bit too complex, demanding, fussy, or eccentric — well then, my friend, we are really cooking.

One such example of that in the automotive world was the fifth-generation Maxima, sold here from 2000-2003, with particular emphasis on the 3.5-liter, six-speed, limited-slip bad boys produced in the second half of the run. Those were slick-looking, powerful, deeply satisfying automobiles… that had absolutely zero appeal for the credit criminals and shifty-eyed fast-food night managers who, by my scientific calculations, make up ninety-six-point-three percent of Nissan’s customer base. Those people didn’t see the reason to buy a Maxima when they could get an Altima for less.

As a consequence, the sixth-generation Maxima became a giant Altima, the seventh-generation Maxima became a rarity, and the eighth-generation Maxima became a rental car.