#2021 honda civic si options

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2021 Honda Civic Si Sedan Rumors, Changes, Release Date

2021 Honda Civic Si Sedan Rumors, Changes, Release Date

2021 Honda Civic Si Sedan Rumors, Changes, Release Date – Using a thorough redesign for the purpose of 2021 together with confined design up-times thinking of its commencing, we think a prospective invigorate if the 2021 Honda Civic Siactually gets to demonstrate spots. Usually, the Civic is undoubtedly some form of conventional challenger about the first-class determine inside the pretty…

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2021 Honda Civic SI Release Date, Engine, Review, Price

New Post has been published on https://www.2020hondarumors.com/2021-honda-civic-si-release-date-engine-review-price/

2021 Honda Civic SI Release Date, Engine, Review, Price

2021 Honda Civic SI Release Date, Engine, Review, Price – The 2021 Honda Civic SI stands out as 1 of the most awaited sedans in the world. The Honda started developing Civic sedans back in 1984. This Si series premiered in the USA only in 2007. The many people have loved it considering that, and its extended legacy has joined a 10th age group which is not a imply job. This sedan is particularly preferred in Canada, topping the charts for sedan income. The Honda launched this Sports Injected or Si clip of Honda Civic from the third era in Japan and North America. Above a long time, the Civic saw some changes in graphic design and interior aspects. This preferred sedan has damaged into the small portion from it’s before models of subcompact models.

2021 Honda Civic SI Exterior

The 2021 Honda Civic Si Sedan will feature a sportier seem than the more common Civic hatchback. The Honda maintains its design formulation nominal although performing the front fascia. Also, the attributes involve a meshed centre grille and abide by the current crop of Honda autos. A significant Honda emblem dominates it up top. The reduce and side fresh air intakes on the fender abide by the similar meshed design as the heart grille. This 2021 Honda Civic SI has new sharper headlight design. Its multiple-element lighting is arched back again more substantial and elongate toward the aspect.

2021 Honda Civic SI Exterior

2021 Honda Civic SI Interior

The 2021 Honda Civic SI Sedan cabin design is going to be deluxe with superior modern technology and luxury completing. Black furniture handles the chairs, controls, and dash panel. The Lightweight aluminium trim boosts the door addresses, steering spokes, dash linings, and the gear stick. The red stitches on warmed entry chairs are what you are in search of to have a sports collection expertise. A 7″ LCD screen is at the facility of the dash. Also new is the virtual show for the gauges at the rear of its steering wheel. A potential sunroof contributes far more price to this setup. The infotainment package on this sedan incorporates standard functions.

2021 Honda Civic SI Interior

2021 Honda Civic SI Engine

The 2021 Honda Civic SI is the very first in its generations to feature a turbocharged engine which is a big alter by the Japanese auto titans. You will most likely get a 1.5 litre 4-tube 174 HP productivity engine. The engine mass is less than that of the Civic which has a volume of more than 300 HP. You have the only choice for a 6-speed manual transmission to enjoy the equipment. The driving technicians also purpose a limited-slip differential and big 12.3-” entrance brake rotors.

2021 Honda Civic SI Engine

2021 Honda Civic SI Release Date And Price

This 2021 Honda Civic SI Sedan will reach showrooms around in late 2020. The sector estimations have believed the price to be about $24,000. The significant opposition may be experienced from Volkswagen GTI and Subaru WRX.

[dipulb3]

2021 VW Jetta GLI wraps youthful performance in grown-up styling

New Post has been published on https://appradab.com/2021-vw-jetta-gli-wraps-youthful-performance-in-grown-up-styling/

2021 VW Jetta GLI wraps youthful performance in grown-up styling

The GLI is everything we love about the GTI in a Jetta-shaped wrapper.

Emme Hall/Roadshow

The 2021 Volkswagen Jetta GLI is what happens when a hot hatch grows up. This sporty sedan has all the trappings of its rowdy GTI sibling, packaged in a handsome, mature wrapper.

Like

Excellent handling

Powerful turbo engine

Handsome design, if a bit dull

Don’t Like

Numb steering

Bad infotainment tech on the base trim

The GLI sets itself apart from the standard Jetta with larger air intakes, a low front spoiler and unique side skirts. The grille takes some styling cues from the GTI with its honeycomb pattern and classic red accent stripe. The GLI sits 0.6 inches lower to the ground than the standard Jetta and has a unique rear bumper and diffuser, as well as dual chrome exhaust tips. But even with these sporty touches, the GLI still slides under the radar.

The Jetta GLI is powered by a 2.0-liter turbocharged I4 engine pushing out 228 horsepower and 258 pound-feet of torque — the same powertrain you’ll find in the GTI. The GLI comes with front-wheel drive, and while you can get a seven-speed dual-clutch automatic transmission, my tester has the six-speed manual. Score.

My Autobahn trim comes complete with the DCC adaptive damping system, with modes for Normal, Sport and Eco, as well as a Custom setting. DCC allows me to dial in that Custom configuration, with individual options for the damping, steering, drivetrain, engine sound, front differential and even climate controls.

However, I don’t think the Custom setting makes much of a difference. Despite trying out a bunch of different setups during my week with the car, the Normal and Sport modes work just fine. Much of my praise for the standard Sport setting is thanks to the limited-slip front differential that works with the GLI’s electronic differential lock. Torque goes to the front wheel with the most grip, there’s little to no understeer and wheelspin is nonexistent.

The 2.0-liter engine produces 228 hp and 258 lb-ft of torque.

Emme Hall/Roadshow

The base Jetta gets an old-school torsion-beam rear suspension, but the GLI upgrades that hardware to a multilink independent setup. Combined with the GLI’s beefier roll bars and stiffer springs, this sedan is definitely ready to play. It swiftly settles after pavement undulations, coming out of an off-camber turn with nary a hair out of place. The steering is quick, direct and weighty, though it could use a bit more in the way of feedback. The 13.4-inch vented front brakes are lifted from the Golf R hatchback, paired with 11.8-inch diameter brakes in the rear. These stoppers are solid, although I wish the pedal’s engagement point was just a tad higher.

The GLI is a blast on backroads, but it’s fine for daily commuting, too. Standard on the GLI are advanced driver’s aids such as forward-collision warning, automatic emergency braking, blind-spot monitoring and rear cross-traffic alert. My top-level Autobahn trim goes further with lane-keeping assist and adaptive cruise control. Yes, adaptive cruise control works with a manual transmission, although only at higher speeds. There isn’t any kind of low-speed follow and once the GLI thinks it will stall, the system disengages and the driver takes over.

The Jetta GLI’s fuel economy is respectable, returning an EPA-estimated rating of 24 miles per gallon in the city, 33 mpg highway and 28 mpg combined. Even after a week of decidedly aggressive driving, I’m still able to hit that 28-mpg average.

The interior is mostly fine, but lacks visual flair.

Emme Hall/Roadshow

Inside, the GLI’s cabin tech is simple and straightforward. The standard infotainment setup uses a tiny 6.5-inch display, but the Autobahn bumps that up to a nicer 8.0-inch screen running VW’s latest MIB3 technology. This system can handle multiple Bluetooth phone pairings at once, and I love that the screen is angled towards the driver so it’s easy to see and reach. MIB3’s menus are laid out thoughtfully so there isn’t a big learning curve, either. Wireless Apple CarPlay and Android Auto are both standard, and in addition to a wireless charging pad, there are three USB-C ports and a 12-volt outlet to keep your devices juiced.

The Autobahn trim has Volkswagen’s Digital Cockpit, a 10-inch customizable gauge cluster that gives the driver all kinds of information like vehicle data, driver-assistance feature status and audio and phone access. It can also be customized with different designs, including a full-screen navigation view. It’s not quite as fancy-pants as Audi’s Virtual Cockpit, but it’s essentially the same idea, and one of my favorite car interior features.

The GLI Autobahn gets an 8-inch touchscreen.

Emme Hall/Roadshow

It’s a bit of a bummer that the GLI isn’t offered with any quirky interior design touches like the GTI hatchback’s plaid seats. All you’ll find here is black cloth or optional leather with contrasting red stitching. The Jetta at least has a 10-color LED ambient lighting system that coordinates with your selected driving mode: white for Normal, red for Sport and blue for Eco. If that doesn’t suit your mood, you can choose your own colors, as well.

Like the standard Jetta, the GLI’s interior materials are good but not great. Some of my colleagues lament the cheaper plastics and too-soft seats, especially since the GTI’s cabin feels more premium by comparison. The sedan’s trunk is fairly spacious at 14.1 cubic feet, and my 5-foot, 9-inch frame fits just fine in the rear seat — my knees don’t touch the front seatbacks and my head doesn’t brush the roof.

As far as competitors go, you can still snag a Honda Civic Si, or the all-wheel-drive Mazda3 Turbo is a good option, though it’s more expensive. The new Hyundai Elantra N Line has a little less power than the GLI, but it’s also offered with a manual transmission and has some seriously cool design. The Subaru WRX is another alternative, but it’s getting a little old, and the Jetta is a nicer all-around car.

The GLI certainly flies under the radar.

Emme Hall/Roadshow

The 2021 Jetta GLI starts at $27,340 including $995 for destination. The Autobahn is a $4,000 upcharge, and while I don’t think the customizable DCC chassis makes a big difference, the cabin tech is significantly better. All in, an Autobahn with the six-speed manual like this test car costs $32,335.

Of course, the GLI’s biggest competitor is the GTI sitting next to it in the VW showroom, and the Jetta undercuts its Golf equivalent by a few thousand dollars while still providing basically the same on-road thrills. The GTI’s hatchback design is a lot more practical, but the GLI feels like an altogether more grown-up package — though it’s still more than willing to get a little rowdy.

[our-mrs-saku-love]

Honda Accord's Manual Transmission Is 2020's Latest Victim

The 2021 Accord goes all automatic.

One of our favorite aspects of the excellent Honda Accord sedan is no more. Honda confirmed with Automobile, that the Accord's available six-speed manual transmission has been discontinued, the decision highlighted at the end of Honda's press materials for 2021. In fact, the stick-shift Honda quietly went out of production in December of 2019, but the move went unnoticed because those already-built models are still circulating among dealers.

The Accord has long been associated with the manual transmission, and folks on our side of the business might even go so far as to claim credit for its continued availability—the midsize Honda sedan's penchant for winning awards is due in no small part to its seeming commitment to driving enthusiasts and available three-pedal setup. Why? Blend the Accord's award-worthy-on-its-own renowned reliability, quality, and competence with a Honda manual transmission, and you get a low-key sporty four-door that quietly rewards its driver on every commute.

Honda notes that the stick's greatness was enjoyed by an ever-shrinking subset of Accord buyers. Over the past few years, only 1-2 percent of all Accords were equipped with manuals, which translates to a few thousand per year. The stick-shift option was never a huge seller, but Honda was able to make the business case for years thanks largely to the Accord's huge sales numbers. Consider: Even if some 5-10 percent of the mix were manuals, then that represented five figures' worth of annual sales. That's more than enough transactions to justify the stick-shift Accord's development, crash-testing, EPA certification, etc. It seems the business case has at long last evaporated—something Honda seems genuinely sad about. As the automaker put it in a statement:

"Manual transmissions will remain an important part of the Honda lineup, currently available in Civic sedan, hatchback, Si and Type R. Enthusiast consumers have long reaped the rewards of this commitment and those buyers helped make Honda the retail No. 1 manual transmission brand in America in 2019."

We're sad, too, even if the Accord sedan's six-speed manual transmission is survived by the surprisingly competent continuously variable automatic for the base turbocharged 1.5-liter four-cylinder engine and the snappier 10-speed automatic used with the more powerful 252-hp turbo 2.0-liter. Those interested in one of the last current-generation Honda Accords with a manual, which is a no-cost option on the Accord Sport, should hurry. Supplies are, quite literally, running out, and the stick won't return when the Accord is updated for 2021. Beyond that, you can always hunt for a used Accord with a stick. แทงบอลออนไลน์

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The Honda Civic Si coupe is dead. Honda confirmed Friday that the sporty two-door won't return for the 2021 model year, part of a reshuffling of the automaker's United States lineup. Automotive News first reported on Friday that all Civic coupe variants would be discontinued, along with the Fit hatchback and the manual-transmission option for the... Stephen EdelsteinHonda kills Civic Si coupe, Fit, manual transmission in Accord https://ift.tt/32qLYzm

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2021 Honda Civic Release Date, Price, Engine, Price

New Post has been published on https://www.2020hondarumors.com/2021-honda-civic-release-date-price-engine-price/

2021 Honda Civic Release Date, Price, Engine, Price

2021 Honda Civic Release Date, Price, Engine, Price – Thanks to a variety of the two major and minimal updates, the most current 2021 Honda Civic is once again considered as a no-brainer option for a compact, modest car. The new Civic boasts a much better fuel economy and velocity. Furthermore, it capabilities a spacious, comfy interior, which will come with lots of significant-finish supplies. For the people seeking something exclusively, there are also performance Civic Type R and Civic Si variations way too.

2021 Honda Civic Exterior

Outdoors, the 2021 Honda Civic is not the most ambitious or daring design from the Japanese massive. Nevertheless, it is unquestionably one of the most useful and coherent kinds. It comes down over as a sharpened and sleek combination of exquisite touches and sporty characteristics. Even though the Civic Type R and the Civic Si models are there to fulfil the needs of sports junkies, the base Civic might also stand its terrain with a few of its characteristics.

2021 Honda Civic Exterior

This 2021 Honda Civic is included with a renovated entry grille, which now seems far more aggressive and athletic. The Civic’s front end correctly makes use of streamlined headlights and a scaled-down. Revamped fender. In the rear, we can easily see a relatively bulbous rear end, which functions a nubbed tail and a new set of taillights. Generally, the most up-to-date Civic seems clean and re-energised, with a design which will, without doubt, gratify prolonged-time Honda shoppers and draw in brand new ones.

2021 Honda Civic Interior

The interior of the 2021 Honda Civic is notably longer than the interior of the very last year’s model. Additionally, it features 1 of the greatest cabins in the compact car portion. This is no surprise, presented the actual way it capabilities a large number of top-notch plastic materials and high-good quality components. The dashboard of the 2021 Honda Civic is particularly properly-designed, has an excellent layout, as well as simple-to-use settings. In the technical section, there is the LaneWatch keeping track of the system, a 7-inch touchscreen, twin-region automatic conditions control, a 4-lecturer audio system, Bluetooth and more.

2021 Honda Civic Interior

2021 Honda Civic Engine

Beneath the hood, the base 2021 Honda Civic comes along with an assortment of two engines. The standard 1 is a 2.-litre 4-tube engine, with 158 horsepower, 138 lb-feet of torque, and great gasoline effectiveness standing of 28/40 mpg. The more robust variant is available in the type of a 1.5-litre turbo 4-tube engine. This particular one is equipped of outputting 174 horsepower and 162 lb-feet of torque. It achieves an EPA status of 30/36 mpg and propels the Civic from to 62 mph in 6.7 secs. There are also two transmission possibilities, a 6-speed manual and a consistent factor transmission (CVT). For the ultimate performance, the shoppers can choose the Si variant. This model possesses an elevated 1.5-litre turbo 4, with 205 hp and 192 lb-ft.

2021 Honda Civic Engine

2021 Honda Civic Release Date And Price

In respect to the rumours, the Honda plans to release the most recent Civic in the upcoming month or two. The new model costs about $29.000. All of these improvements make the Civic a formidable challenger to its longtime competitors, the Kia Forte and Chevrolet Cruze.

[automobilesz]

Honda kills Civic Si coupe, Fit, manual transmission in Accord

The Honda Civic Si coupe is dead. Honda confirmed Friday that the sporty two-door won’t return for the 2021 model year, part of a reshuffling of the automaker’s United States lineup.

Automotive News first reported on Friday that all Civic coupe variants would be discontinued, along with the Fit hatchback and the manual-transmission option for the Accord.

Honda spokesman Davis Adams subsequently…

[blogueericdescarries]

Les autos les plus sûres ?

Le 8 avril 2020

Normalement, au moment d’écrire ces lignes, j’aurais dû être à New York, au Salon de l’auto de la métropole américaine. J’aime New York. J’aime son Salon. J’aurais dû avoir pris livraison d’une Chrysler 300, j’aurais dû avoir ramassé mon confrère et co-voyageur Denis Duquet, j’aurais dû avoir couvert la magnifique route de Montréal à la Grosse Pomme et surtout, j’aurais dû avoir assisté au dévoilement de plusieurs nouveaux véhicules dont ce qui aurait dû être la vedette de ce Salon, la nouvelle Ford Bronco. Mais, au moment où l’on se parle, l’endroit où devait se tenir ce Salon, le Jacob Javits Convention Centre, a été transformé en hôpital pour les milliers de victimes du COVID-19. Et moi, je suis chez nous, dans mon bureau à écrire un blogue qui, pour la deuxième semaine consécutive, ne contient pas d’impressions de conduite d’un véhicule neuf…

Le véhicule qui aurait dû être dévoilé au Salon de New York, la Ford Bronco 2021. Notez que cette photo n’est pas officielle. Elle a été prise «en cachette» par on ne sait qui. Depuis, elle inonde les sites sur Internet. (Photo Raptor Connection)

Le Salon de New York n’est pas le premier à être déplacé (il devrait être de retour au milieu du mois d’août sauf si…). Il s’annonçait spectaculaire…en tout cas, plus que les autres Salons internationaux dont plusieurs ont été annulés. En passant, celui de Detroit, qui se déroulait autrefois en janvier et qui allait être déménagé en juin pour la première fois, a, lui aussi, été déplacé. En fait, il a été annulé pour ne reprendre qu’en juin…2021! L’ancien Cobo Hall de Detroit a aussi été transformé en hôpital temporaire! Oh!, Le Salon de Paris (Mondial) qui devait se dérouler en septembre prochain a également été annulé! Pourtant, septembre nous semble loin, n’est-ce pas?

Au moins, on aura eu notre Salon de Montréal (malgré une baisse de visiteurs). On aura pu y voir les grandes vedettes du début de 2020 dont la Corvette, la Mustang électrique, la Nissan Versa et autres. Mais combien d’autres gens auraient aimé les voir, les toucher. Un tel Salon, c’est un incitatif à acheter un véhicule. Lorsque le pire du COVID sera passé, comment les constructeurs espèrent-ils attirer de nouveaux acheteurs chez leurs concessionnaires?

Acheter une nouvelle auto a, dans la majorité des cas, toujours été une décision émotive. L’auto de nos rêves, on  l’aime du premier coup d’œil. Certains vous diront qu’ils achètent un véhicule spécifique pour sa consommation modeste de carburant. Bon, je veux bien le croire. D’autres iront du côté des autos électriques à la fois pour ne plus payer d’essence et, en même temps, par respect pour l’environnement, une notion qui est parfois contestée (bon…je ne veux pas partir de controverse ici donc je n’élaborerai pas…). Mais en général, on n’entend (presque) jamais parler d’un achat d’automobile pour sa…sécurité, n’est-ce pas?

Dans l’histoire, les constructeurs qui ont tenté d’attirer des acheteurs en leur présentant l’aspect sécuritaire de leur véhicule n’y ont pas gagné grand-chose. Ce fut le cas de Chrysler des années trente qui offrait une berline Airflow avec une caisse dont le toit ne s’écrasait pas quand la voiture était projetée d’une colline. En 1956, Ford proposait des ceintures de sécurité (qui étaient standard chez Volvo depuis déjà un petit bout de temps), des volants profonds et des tableaux de bord capitonnés mais en option…Ces accessoires facultatifs n’eurent pas le succès escompté. Que dire de Tucker qui à la fin des années quarante avait développé une voiture spectaculaire avec espace de sécurité sous le tableau de bord en cas de collision en plus d’un troisième phare directionnel à l’avant de l’auto ? Pas «winner» !

Si, pour la plupart des gens, la question de sécurité ne revient que lorsqu’on peut blâmer un constructeur spécifique dans le cas d’un accident extraordinaire, celle-ci ne fait pas souvent les manchettes de l’information automobile. Depuis plusieurs années, je suis abonné à la publication Status Report de l’Insurance Institute for Highway Safety/Highway Loss Data Institute (IIHS/HLDI ou l’Institut des assurances pour la sécurité sur autoroute/Institut de données des pertes sur autoroutes), un institut américain d’importance qui procède à ces fameux «crash tests» que l’on voit souvent à la télé et qui, assez régulièrement, nous fournit un rapport sur ces expériences. Malheureusement, il n’en est pas souvent question dans la majorité des impressions de conduite des journalistes. Cette fois, le numéro de février de Status Report s’attarde aussi à l’éclairage des phares avant, un élément que je critique parfois mais pas assez souvent. Et l’IIHS l’ajoute à son rapport d’évaluation des autos les plus sûres en cas de collision. Incidemment, l’IIHS est cet organisme qui a aussi créé des «crash tests» en angle (pas seulement de front) et des essais avec mannequins piétons. D’ailleurs, cette dernière donnée a été incluse dans sa compilation de cette année. Parce que l’IIHS publie régulièrement ses résultats selon les réussites des «crash tests».

Les phares de la nouvelle Nissan Maxima sont considérés comme de bons éléments par l’IIHS. (Photo Éric Descarries)

Soixante-quatre véhicules (autos et VUS) se sont donc «qualifiés» en 2020 selon les nouveaux critères qui, chez IIHS, priorisent la sécurité des piétons en plus de celle des occupants des véhicules. Ces soixante-quatre véhicules ont dû, d’abord, se distinguer dans six étapes de tests de l’IIHS. De plus, l’IIHS a créé une catégorie spécifique «plus» pour ce qu’elle appelle «Top Safety Pick +» alors que celle-ci implique l’efficacité des phares. Notez qu’il n’y a pas de fourgonnettes ou de pick-up dans ces résultats parce que les constructeurs n’en ont pas encore soumis ce qui pourrait faire l’objet d’une analyse différente à venir dans Status Report.

Les premiers résultats.

Le président de l’IIHS, David Harkey, tient ici à souligner avec la catégorie «plus», l’effort de certains constructeurs qui répondent à la demande de plusieurs automobilistes qui aimeraient bien avoir un meilleur éclairage, la nuit venue. Toutefois, pour l’évaluation de l’IIHS, cet éclairage (dans certains cas optionnel) doit être combiné à plusieurs autres éléments d’aide à la conduite dont le freinage d’urgence automatique et la prévention de collision avec un piéton pour n’en nommer quelques-uns.

L’IIHS a procédé à l’évaluation de plusieurs autos et VUS 2020 comme le prouve cette photo d’un nouvel Escape qui subit le test de la collision en coin, une des situations les plus fréquentes. (Photo IIHS)

Qu’importe, en sautant quelques étapes qui mènent à ces résultats, voici donc la liste de l’IIHS pour les voitures se méritant le «Top Safety Pick +» de 2020 :

Petites autos :

  - Honda Insight

  - Mazda 3 hatchback

  - Mazda 3 berline

  - Subaru Crosstrek Hybrid

 Autos intermédiaires :

-         Mazda 6

-         Nissan Maxima

-         Subaru Legacy

-         Subaru Outback (construites après octobre 2019)

-         Toyota Camry

Autos intermédiaires de luxe :

-         Lexus ES

-         Mercedes-Benz Classe C berline (avec prévention de collision avant optionnelle)

-         Tesla Model 3

Autos de luxe pleine grandeur :

-         Audi A6

-         Genesis G70 (construites après déc. 2019)

-         Genesis G80

Petits VUS :

-         Mazda CX-3

-         Mazda CX-5 (avec prévention de collision avant optionnelle)

-         Subaru Forester

VUS de luxe intermédiaires :

-         Acura RDX

-         Cadillac XT6 (construites après octobre 2019)

-         Lexus NX

-         Mercedes-Benz GLE (construites après juillet 2019 avec prévention de collision avant optionnelle).

Cette Subaru Ascent a subi ce test d’intrusion dans les portières à l’aide d’un outil spécialisé de l’IIHS. (Photo IIHS)

D’autre part, si vous croyez acheter une voiture neuve au cours des prochains mois, voici la liste des autos et VUS que l’IIHS considère comme un Top Safety Pick qui ont, de plus, des phares avant acceptables ou encore les phares plus efficaces mais qu’en équipement optionnel.

Petites voitures :

-         Honda Civic coupe

-         Honda Civic hatchback (sauf Type R)

-         Honda Civic sedan

-         Hyundai Elantra (avec prévention de collision frontale opt.)

-         Hyundai Elantra GT (avec prévention de collision front. opt.)

-         Hyundai Veloster (avec prévention de collision frontale opt.)

-         Kia Forte (avec prévention de collision frontale opt.)

-         Kia Soul (avec prévention de collision frontale opt.)

-         Subaru Crosstrek (avec prévention de collision frontale opt.)

-         Subaru Impreza berline (avec prévention de collision frontale opt.)

-         Subaru Impreza familiale (avec prévention de collision frontale opt.)

-         Subaru WRX  (avec prévention de collision frontale opt.)

-         Toyota Corolla hatchback

-         Toyota Corolla berline

Autos intermédiaires

-         Honda Accord

-         Hyundai Sonata

-         Nissan Altima (avec prévention de collision frontale opt.)

Autos de luxe intermédiaires

-         BMW séries 3

-         Volvo S60

Grande voiture :

-         Kia Stinger (avec prévention de collision frontale opt.)

Grandes voitures de luxe :

-         Audi A7

Petits VUS

-         Chevrolet Equinox

-         Ford Escape

-         Honda CR-V

-         Hyundai Kona (avec prévention de collision frontale opt.)

-         Hyundai Tucson (avec prévention de collision frontale opt.)

-         Kia Sportage

-         Lexus UX

-         Lincoln Corsair

-         Toyota RAV4

-         Volvo XC40

VUS intermédiaires

-         Ford Edge

-         Hyundai Palisade

-         Hyundai Santa Fe

-         Kia Sorento (avec prévention de collision frontale opt.)

-         Kia Telluride

-         Mazda CX-9 (avec prévention de collision frontale opt.)

-         Subaru Ascent

-         Volkswagen Tiguan

VUS intermédiaire de luxe

-         Lexus RX

Grands VUS

-         Audi Q8

Dans ce cas, la Honda se fait éperonner par un pick-up Ford F-150 ce qui rend l’exercice encore plus «authentique». (Photo IIHS)

Il est certain, au moment d’écrire ces lignes, que peu de gens sont intéressés à l’achat d’une auto pendant cette période du COVID-19. Toutefois, aussitôt que la situation se rétablira, je suis persuadé qu’il y aura un nouvel engouement pour l’auto. D’ici ce temps-là, vous aurez amplement le temps de vous informer et peut-être de considérer la sécurité dans vos attentes et exigences. Ce blogue vous est donc destiné.

Même les Tesla électriques subissent cette torture de collision. (Photo IIHS)

La plus spectaculaire expérience de l’IIHS fut conduite en 2009 quand l’organisme a créé une collision «en coin» entre une Chevrolet Malibu 2009 toute neuve et une Chevrolet Impala 1959 de collection, donc en parfait état. Le résultat fut concluant, le mannequin-conducteur de la Malibu était scientifiquement «vivant». Celui de l’Impala…moins chanceux. Ainsi l’IIHS a su prouver que les voitures d’aujourd’hui (malgré que la Malibu est, aujourd’hui vieille de 11 ans) protègent mieux leurs passagers que celles que bien des gens considèrent comme meilleures (on ne les construit plus comme avant…on en fait des meilleures..) (Photo IIHS)

Que de mauvaises nouvelles

C’est absolument incroyable ce que ce printemps nous apporte comme mauvaises nouvelles. Tout d’abord, il y a toutes ces annulations de salons d’autos et d’autres évènements connexes dont il est question plus haut. Puis, pour les mordus de compétition dont je suis, ce fameux COVID-19 met le monde des courses automobile en mode d’attente, le report du Grand Prix du Canada de juin à, peut-être septembre étant un des plus percutants. Puis, il y a l’annonce du combat que le Circuit du Mont-Tremblant doit mener contre les nouveaux résidents locaux qui n’a rien de rassurant. L’incendie de l’édifice principal de l’Autodrome Saint-Eustache (même si cette piste est désormais fermée) est une triste nouvelle qui détruit une partie de notre patrimoine automobile. Et, plus près de moi, si vous me permettez une note personnelle, j’ai appris cette semaine le décès de Mme Paulette Charbonneau qui autrefois appartenait au département des relations de presse de General Motors du Canada. Cette grande dame fut une des premières personnes de l’industrie que j’ai connue et qui m’a donné tout un coup de main pour partir ma carrière en 1985, si mes souvenirs sont bons. Elle m’a incité à aller chercher ce que je considérerais ma première «voiture de presse», une Buick LeSabre de l’année suivi d’une Cadillac Seville (dite «bustleback»). Et ce fut le début de mes impressions de conduite qui, à l’époque, paraissaient dans l’Almanach de l’Auto de Jacques Rainville, un autre grand disparu. Merci Mme Charbonneau…And life must go on!

Ceux qui ont connu Mme Paulette Charbonneau ont certainement apprécié son apport à l’industrie. Mes condoléances à ses proches et à ses amis. (Photo via Internet/MaisonTrudel.com)

[alicecharlotte]

2021 Honda Civic Redesign Honda is likewise expanding the accessibility of 2021 honda civic si hatchback optional six-speed manual

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Read This Article Before You Go Shopping For A 2021 Honda Civic Si

If you are thinking about shopping for a 2021 Honda Civic Si, there is a lot you've got to know. There are a lot of 2021 Honda Civic Si salesmen out there waiting to do their best to sell you their 2021 Honda Civic Sis, but they may not be the right 2021 Honda Civic Sie for you. Take a look at these 2021 Honda Civic Si shopping tips to get a better idea of what you must think about.

When shopping for a new vehicle, consider all of your options. There are many used 2021 Honda Civic Sis that have extremely low miles and rock bottom prices. The ones to look for are the ones that have been leased and returned. These 2021 Honda Civic Sis have been serviced at the dealership and usually have plenty of factory warranty protection left.

When buying a used 2021 Honda Civic Si, a great way to tell if the 2021 Honda Civic Si has been in an accident is to look into the door frames. Usually when a 2021 Honda Civic Si is repainted, you will notice over spray in this area. This is not proof that a 2021 Honda Civic Si was in an accident, but it will let you know it was repainted.

Know what you want before you step foot in a dealership. You are going to be dealing with professional salespeople, so have your mind made up about what you are willing to pay, what you want and what you are not interested in. That will make it less likely for them to sway you.

Do not pay for lots of extras when you are buying a 2021 Honda Civic Si. Sure, it would be nice to have a lot of fun features in your new 2021 Honda Civic Si, but do you really need them? Every toy or gadget you add jacks up the price of the 2021 Honda Civic Si considerably. Figure out what you really need, and just stick to that.

When you're making a vehicle purchase, try keeping the fuel economy in mind. A V8, with the power to tow your boat, may seem quite attractive. But you must consider if you need this feature since it has a lot more horsepower than a regular 2021 Honda Civic Si.

If you are in the market for a new 2021 Honda Civic Si, you should call your bank before shopping and make sure you can get a loan. This can provide you with important peace of mind. Sometimes you can get a better interest rate through the dealership, but it's best to check through your bank too.

When heading to a 2021 Honda Civic Si dealership, get prepared for your bargaining side to come out. While there many be some dealers who have your best interest at heart, most just want to get as much money out of you as they can. This is why you have to be strict and never settle on a deal you are uncomfortable with.

Always take any used 2021 Honda Civic Si you are thinking of buying to a mechanic that you trust. Do not take the dealers word that the 2021 Honda Civic Si is in good condition. They might have only owned the 2021 Honda Civic Si for a few days or bought it from an auction. They really have very little knowledge of the vehicle you are trying to buy.

Never shop for a 2021 Honda Civic Si based on what you want to pay monthly. Most 2021 Honda Civic Si sellers will try to help you shop around a monthly payment. This means they can put you in a 2021 Honda Civic Si that is not what you want by telling you it is what you can afford. The only one who wins is the dealership.

While purchasing a used 2021 Honda Civic Si often is a great deal, don't forget that it 2021 Honda Civic Siries some real risk. While you may be happy with the $5,000, you saved, if you need to buy a new engine in 6 months, you really haven't saved anything. Always be cautious when buying used.

Watch out for dealership advertising fees. These are often tacked on to new 2021 Honda Civic Si purchases, and you should not have to pay them. 2021 Honda Civic Si dealerships have to advertise as part of doing business, and many shoppers who challenge this fee will win. If your salesman will not remove this fee, ask to speak with a manager.

Buying a 2021 Honda Civic Si is something that you should take your time with. They cost a lot of money and you need them to do a lot of things for you. That's why you should use the tips laid out here to help you figure out which is the best 2021 Honda Civic Si for you.

[dipulb3]

2021 Toyota Corolla Apex first drive: Great idea, mediocre execution

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2021 Toyota Corolla Apex first drive: Great idea, mediocre execution

A sporty economy car is more than just the sum of its parts, but the parts still factor in. Leave too many things on the table, and the end result will feel purgatorial, trapped between what it is and what it could be. That, dear readers, is the 2021 Toyota Corolla Apex in a nutshell.

Don’t take that to mean that the Corolla Apex’s upgrades are for display purposes only. Quite the contrary, actually; the Apex packs a number of tweaks that work to live up to its handling-adjacent badge. New springs lower the body by more than half an inch, and they work in conjunction with new shocks, solid sway bars and a unique tune for the power-steering system.

I can feel every single upgrade. In fact, I can’t stop feeling them. The Corolla Apex is demonstrably stiffer than its pedestrian sibling, entirely too much so, in fact. The one super-smooth road I experience is met with a fine ride, but the second the pavement swaps over to something a little more worn, the ride becomes tiring. Every bump or highway expansion joint is met with an incredibly sharp vertical jerk, and just about every undulation in the roadway will send the Apex tracking off-line.

When I’m actually giving ‘er the beans on a twisty backroad, the result is as expected, with almost no body roll to speak of and an agility that I have a hard time ascribing to a Corolla. In daily use, however, the suspension becomes straight-up annoying, and quickly. Adaptive dampers, like those found on the Volkswagen GTI or Honda Civic Si, would go a long way here. You might think the Apex is akin to the Honda Civic Sport, but the Civic Sport’s ride quality is so much better suited to daily use. The brakes are standard Corolla fare, and they still provide more than enough stopping power. The steering is nicely weighted — very nicely weighted, actually — but it’s not like there’s much feedback going through it.

No-cost Dunlop SP Sport Maxx summer tires wrap around my tester’s 18-inch alloys, which is halfway to cheating. Anything in this segment is going to feel like twice the car in corners when it’s wearing the same rubber as a Subaru STI S209 or a Nissan GT-R Nismo.

The Corolla Apex almost seems like it’s missing something, and in my opinion, that something would be about 25 or 30 horsepower. This hopped-up ‘Rolla uses the same engine as its higher-trim siblings: The 2.0-liter four-cylinder engine puts out just 169 horsepower and 151 pound-feet of torque, sort of dragging its feet behind the Civic Sport’s 1.5-liter turbo four that makes 180 hp and 162 or 177 lb-ft (depending on transmission). Sure, there’s a new exhaust on the Apex, but its bass-friendly tune is only really noticeable outside the car, or inside at lower RPMs, and it does nothing to address output. Combined with my tester’s optional CVT (a six-speed manual is available), the Apex’s powertrain is fine, moving its way through gear ratios at simulated shift points that get a little sharper with a press of the Sport button on the center console. Somebody get this thing a turbocharger, or some lower-down torque. Something.

Honestly, my favorite part of the Corolla Apex is the way it looks. The front end’s more aggressive intakes and the bronze accents within them look properly shouty without looking like a SEMA reject, and that go-fast aesthetic heads rearward by way of the aforementioned alloys, some surprisingly sharp side skirts and, in my tester’s case, a $375 rear wing that’s on the tasteful side of aggressive. It’s like a miniature Camry TRD, especially in this two-tone black-on-white getup. The interior of my SE Apex is adorned with comfortable cloth on the seats and a splash of white that defines the beltline without creating annoying windshield reflections.

The Corolla’s white interior accents are nice, but they don’t extend to the top of the dashboard, keeping windshield reflections from getting too crazy.

Andrew Krok/Roadshow

The Apex’s tech is all standard Toyota fare, which means it’s excellent. An 8-inch touchscreen is standard, running Toyota’s usual operating system, which is a little low on graphic fidelity but packs plenty of features including Apple CarPlay, Android Auto, Amazon Alexa integration and a six-speaker audio system. It’s also stacked to the brim with safety systems, including automatic emergency braking, adaptive cruise control (for CVT variants), lane-departure warning and lane-keep assist. Blind spot monitoring is standard on the XSE Apex and optional on the SE Apex.

It’s all affordable, too. My SE Apex tester starts at $26,065 including $995 for destination, with the rear wing bringing the window sticker to $26,440. That’s a couple grand more than a Civic Sport Hatchback, which offers more space and a more sensible ride, but it’s a couple grand less than a VW Golf GTI, which is… frankly, it’s just a better car all-around and worth the extra scratch if you appreciate both sporting pretensions and not being shaken to pieces constantly.

This isn’t the “Corolla hot hatch” you’ve heard rumors about — not that you’d be likely to make that assumption, considering the Apex isn’t a hatchback. That car is still on the way, and it should come toting a potent powertrain that will put fire to the feet of cars like the GTI. While I was hoping the Apex would have a bit more of a middle-child approach here, acting as an intermediary between the bog-standard ‘Rolla and the forthcoming sports car, the 2021 Toyota Corolla Apex is, if anything, a reminder that patience is a virtue.

[perksofwifi]

2021 Mazda 3 2.5 Turbo First Look: Speedier, Even If It’s No Mazdaspeed 3

Mazda is bringing forced induction back to its compact models with the arrival of the 2021 Mazda 3 2.5 Turbo trim. As expected, following an early peek at the turbo 3, the latest addition to the 3 family (that means the sedan and hatchback) cribs its turbocharged 2.5-liter four-cylinder engine from its 6, CX-5, and CX-9 siblings. As in its crossover kin, the forced induction four-pot produces a mighty 250 horsepower and 320 lb-ft of torque when fed a steady diet of 93 octane (the 6 sedan maxes out at 310 lb-ft). Fill the fuel tank with anything less potent and the engine pumps out 227 horses and 310 lb-ft of twist.

Despite its high output, the turbocharged 3 is no replacement for the Mazdaspeed 3 hot hatchbacks of yore. Whereas the old Mazdaspeed models—there were two generations before it faded away—had its sights set on driver-focused vehicles such as the Honda Civic Si and Volkswagen Golf GTI, the 2.5 Turbo appears to take aim at more affordable luxury-branded options like the Audi A3 and BMW 2 Series. Credit a standard, and less enthusiast-friendly, six-speed automatic gearbox that sends the turbo 3’s grunt to all four contact patches via standard all-wheel drive. Care to shift gears for yourself? Then hopefully the 3’s steering-wheel-mounted paddles satisfy your itch because there’s no manual transmission on the menu.

Looks Like the 2021 Mazda 3 2.5 Turbo

Further evidence of the turbo 3’s grownup nature relative to that of the rambunctious old Mazdaspeed 3 comes courtesy of the new car’s decidedly tame looks. Rather than fit the 2.5 Turbo with a myriad of model-specific exterior styling details, spoilers, and vents, Mazda instead kept the trim’s decor much the same as its less powerful counterpart. Keen eyes, however, will note the 2.5 Turbo’s larger tailpipes, gloss black exterior mirror housings (with heated mirrors), model-specific trunk badge, frameless rearview mirror, and chrome finishes around the push-button starter and glovebox. Sedans also sport a gloss black grille and slightly altered lower fascia. 

An Appearance package for the Turbo hatch, however, brings some additional styling enhancements to the body style. The $1,900 option adds more aggressive side sills, as well as a racier front air dam, rear spoiler, and rear diffuser. A set of BBS-sourced 18-inch wheels are also available at a steep cost of $3,675.80.

While every 2.5 Turbo boasts standard features such as a 12-speaker Bose audio system, a head-up display, heated seats, adaptive cruise control, blind-spot monitoring, automatic high-beam headlights, and more, those in search of even more comfort, convenience, and safety tech can opt for the Premium Plus package. Along with adding the Appearance pack’s sportier hatch-mounted spoiler and front fascia on the hatch (and a gloss-black trunk spoiler on the sedan), the Premium Plus package adds automated emergency braking in reverse, a surround-view camera, front and rear parking sensors, leather seats, navigation, and a lane-centering function, which works with the adaptive cruise control to accelerate and steer the car at speeds of less than 40 mph.

The 2021 Mazda 3 2.5 Turbo Reaches Dealers Before Year’s End

The 2021 Mazda 3 2.5 Turbo is due to go on sale before year’s end with a base price of $30,845 for the sedan and $31,845 for the hatch. That’s a little pricier than its Volkswagen competition, which currently charges $27,965 and $30,315 for the slightly sportier 2020 Volkswagen Jetta GLI sedan and Golf GTI hatchback. 

This story was originally published on July 8, 2020, and has been updated to include information related to the 3 2.5 Turbo’s pricing and Appearance package.

The post 2021 Mazda 3 2.5 Turbo First Look: Speedier, Even If It’s No Mazdaspeed 3 appeared first on MotorTrend.

https://www.motortrend.com/news/2021-mazda-3-turbo-first-look-photos-details/ visto antes em https://www.motortrend.com

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Oh, No! Honda Accord Drops Manual Transmission for 2021

One of our favorite aspects of the excellent Honda Accord sedan is no more. Honda confirmed to MotorTrend that the Accord’s available six-speed manual transmission has been discontinued, a decision highlighted at the end of Honda’s press materials for its 2021 lineup (which also includes major news for the Civic). In fact, the stick-shift Honda quietly went out of production in December of 2019, but the move went unnoticed because those already-built models are still circulating among dealers.

The Accord has long been associated with the manual transmission, and folks on our side of the business might even go so far as to claim credit for its continued availability—the midsize Honda sedan’s penchant for winning awards is due in no small part to its seeming commitment to driving enthusiasts and an available three-pedal setup. Why? Blend the Accord’s award-worthy-on-its-own renowned reliability, quality, and dynamic excellence with a Honda manual transmission, and you get a low-key sporty four-door that rewards its driver on every commute.

Honda notes the stick’s greatness was enjoyed by an ever-shrinking subset of Accord buyers. Over the past few years, only 1 to 2 percent of all Accords were equipped with manuals, which translates to a few thousand per year. The stick-shift option was never a huge seller, but Honda was able to make the business case for years thanks largely to the Accord’s overall huge sales numbers. Consider: Even if some 5 to 10 percent of the mix were manuals, then that represented five figures’ worth of annual sales. That’s more than enough transactions to justify the costs for a stick-shift Accord’s crash-testing, EPA certification, etc. It seems the business case has at long last evaporated—something Honda seems genuinely sad about. As the automaker put it in a statement:

“Manual transmissions will remain an important part of the Honda lineup, currently available in Civic sedan, hatchback, Si, and Type R. Enthusiast consumers have long reaped the rewards of this commitment and those buyers helped make Honda the retail No. 1 manual-transmission brand in America in 2019.”

We’re sad, too, even if the Accord sedan’s six-speed manual transmission is survived by the surprisingly competent continuously variable automatic for the base turbocharged 1.5-liter four-cylinder engine and the snappier 10-speed automatic used with the more powerful 252-hp turbo 2.0-liter. Those interested in one of the last current-generation Honda Accords with a manual, which is a no-cost option on the Accord Sport, should hurry. Supplies quite literally are running out, and the stick won’t return when the Accord is updated for 2021. Beyond that, you can always hunt for a used Accord with a stick.

The post Oh, No! Honda Accord Drops Manual Transmission for 2021 appeared first on MotorTrend.

https://www.motortrend.com/news/2021-honda-accord-manual-transmission-details/ visto antes em https://www.motortrend.com