Honda Civic Type R Mugen 2.2

The Honda Civic Type R Mugen debuted in 2010 to near-universal acclaim, and a 20-strong limited edition production run of the hand-built, motorsport-derived machines went on sale to UK enthusiasts.
Now technicians at Northampton-based Mugen Euro have worked their magic again, producing a unique version with even more power and torque.

The cylinder bore and stroke have been increased to create an overall capacity of 2,156cc, so the car has been christened the Honda Civic Type R Mugen 2.2.
The result of the change is a boost in engine output from 240 to 260PS, and additional torque is available throughout the rev range. Peak torque is now 240Nm at 6,000rpm. Compared to a standard Honda Civic Type R, both power and torque are up 30 per cent.
When coupled to the host of motorsport-derived components created exclusively by Mugen - including sports suspension, uprated brakes and a stunning performance bodykit - the Mugen 2.2 represents the ultimate expression of the Honda Civic Type R philosophy.
It has been created as a fitting tribute to the highly successful Honda K20 2.0-litre petrol engine, which has ceased production in Japan. Homologated by Mugen as an FIA Group N race series engine, the K20 has long been the powerplant of choice with tuners and motorsports competitors who want the very best in naturally aspirated performance.
Moreover, it has been at the very heart of everything Mugen Euro has achieved since the company was formed in 2006. Its skilled engineers have built or tuned almost 400 examples for race and rally competitors around the world.
The Honda K20 engine has also powered the only two complete road cars produced by Mugen; the Honda Civic Mugen RR four-door saloon sold in Japan, plus the limited Honda Civic Type R Mugen sold in the UK.
Hiro Toyoda, vice-president of Mugen Euro, commented: "Environmental pressures mean naturally aspirated engines are rapidly being superseded by other engine architectures and technologies. We may never see the like of the K20 in a mainstream production car again, so felt it only fitting we mark the occasion with this special 2.2 version of the Honda Civic Type R".

96-98 Honda Civic JDM Type-R Style Polyurethane Front Bumper Lip

Plans for the 2.2 car have yet to be finalised. Of the 20 limited edition 2.0-litre cars launched in 2010, four remain unsold and it's possible Mugen Euro may offer them with the reworked engine. Existing owners could also be invited to return their cars for an upgrade. A decision on these two proposals is expected to be made shortly.

Honda to kill Civic Nameplate in Japan

Automotive Cars | Honda Civic nameplate in Japan kills | According to media reports, the Honda Civic will stop selling the Japanese would lose the stream register. This option is said to be the result of a direct increase to minivans and smaller cars, even if it does not mean the Civic will be on the go for us and me. 

Honda will continue selling entry level compact, which is planned to be released next year, in direct public markets still strong.Honda 's Civic has almost no means to survive-wise sales in the domestic market, the relocation of some 452 units in October. For now, PKn will continue to be built for the Honda factory in Suzuka, even if it could solve a few cases where the end-more exciting Kei Honda minivans and cars.

2011 Ford Fiesta Review

                   

When I wrote the first drive impressions of the 2011 Ford Fiesta and promised a full review soon, I had no idea that TireKicker would be taking an unexpected two week vacation...but we did and now we're back and item one has to be to fill in the blanks left by the early look at this very significant car for Ford.

The basic first impressions (a quantum leap forward for American small cars, a serious threat to future Focus sales until we get the Euro-spec model of the Fiesta's bigger brother) all hold true.

But I see I used the word "roomy". I was so eager to get behind the wheel that I neglected to sit in the back seat. After I posted the first drive, my 5 foot 11 son sat back there...or tried to. It wasn't pleasant. And it wasn't much better for my 5 foot 4 daughter. That large trunk that I mentioned came at the expense of rear seat legroom. And while none of the cars in this class (Toyota Yaris, Nissan Versa, Honda Fit, Chevy Aveo) are limos, some of them...especially the Yaris and Versa...are better.

                        

Coincidentally, I had a Yaris sedan the same week, and was able to drive them back-to-back. While the Fiesta dazzled with its newness, edginess and content, the Yaris had more rear and front-seat comfort, a quieter cabin and a smoother ride.  And it was a few hundred dollars cheaper, too...staying under $19,000 ( The Yaris had the Sport package, a $3500 option that adds alloy wheels, spoilers, foglamps, leather trimming, power everything and an upgraded audio system) while the as-tested price of the Fiesta hit $19,600 (base for the SEL sedan is $16,320).

Gas mileage was a wash....the Yaris delivering 32 miles per gallon in an even split of urban street and freeway driving, the Fiesta 31.

                      

Honestly, both the Fiesta and the Yaris are way out of the target zone when their stickers get that close to $20K. You can get Corollas, Sentras and Civics (not to mention the 2011 VW Jetta) for that kind of money.The base Yaris sedan starts at $13,365...the base Fiesta at $13,320. That's where the battle in entry-level sedans is likely to be fought.

But will the sedans be the main focus? The Fiesta that makes the biggest splash visually is the five-door hatchback...and the base price for that is $15,120...a big step up, especially when you consider the Yaris 5-door hatch starts at $12,905 (lower than the Yaris sedan price).

The Fiesta leads the class in style...leaving the frumpy Yaris in the dust both in terms of exterior and interior. But these are entry-level vehicles. And while Europeans have a keen understanding of the term "premium compact", the Fiesta's going to have to make a value argument to drivers from the land of Wal-Mart. That could turn out to be a very tall order.

UPDATE:  We've now had a chance to drive the 5-door Fiesta...in Blue Flame metallic, like so:

It's the same strengths and shortcomings as with the sedan above, but this time, Ford sent an SE model. And that brings the value equation back into line. The base price for the 5-door SE is $1200 less than the SEL sedan, at $15,120, as mentioned above. And the options list was kept to a minimum: Rapid Spec 203A (SYNC, 80 watt premium audio system, a sport appearance package, crusie control, 15 inch painted aluminum wheels and front parking lamps with black bezels) for $1,245...Ambient lighting and Sirius Satellite radio packaged together for $370...and heated front seats for $195.

With destination charges, it addes up to $17,605, but there's a "Rapid Spec Discount" of $490...so the bottom line works out to $17,115.

EPA estimates say 37 highway/28 city. 

At this price, it's worthy of inclusion in your shopping.

TireKicker Time Machine: 1980 Honda Accord LX

Say hello to the car that changed the world. It looks unassuming and frankly very small now, but from 1976 through 1981, this was the Accord that showed that Japan in general and Honda in particular was deadly serious about making very good small cars.

                          

Five years after exploding Ford Pintos and imploding Chevy Vegas, the idea of a small car built to a standard and not to a price was an appealing one to American drivers. The first-gen Accord was jewel-like. And the demand was huge. Dealers were charging $1,000 over sticker price...and getting it.

   

                           

The LX model was added as an upgrade from the base Accord...Air Conditioning, a digital clock and power steering were standard. And while Detroit was still pushing four-on-the-floor, the Accord's manual transmission was a 5-speed.

                           

Power? Not much by today's standards. 72 horsepower for the 1980 model you see here. But there wasn't much weight to move, either...about 2,000 pounds. And gas mileage was astonishing...35 city/45 highway...with some owners reporting far more.

                          

And the interior was a revelation for the time...far roomier than the exterior would have you expect...with logical control layouts that were exactly where your hands would fall. This one shows the usual signs of age...which is to say, some fading and splitting of the upholstery and not much else.

For as big a seller as the 1976-1981 Accords were, they're not a common sight anymore. Though 15 years and 200,000 trouble-free miles was a common Accord owner experience, like most Japanese cars, at the 20 year point, the cost of a major repair was more than the car was worth and the owner (by then the third or fourth) sent it off to the junkyard.

As a result, the remaining ones, now between 29 and 34 years old, are starting to see values climb...one in this condition is probably $1500...you could have gotten it for $725 a decade ago. Best one on earth?  The NADA guide says $3250. That's more than half what it sold for new.

As a former early 80s Honda owner (mine was a Civic), if presented with the choice of spending $3250 for a mint condition first-gen or nearly $30,000 for the current Accord coupe, I'd seriously consider going with the classic.