Honda NSX Hybrid

The last information regarding the new Honda NSX is that the project was stopped with no chance of coming back. At that time it was speculated the new Honda NSX will be powered by a V10 engine developing around 550 hp. The prototype of the new Honda NSX managed a lap time on the Nurburgring of 7 minutes and 37 seconds.

However, the latest rumors speculate the Honda NSX is actually back on track and that it will feature a hybrid powertrain. The Honda NSX hybrid will still live in the supercar territory even if now has a "greener" appearance. The Honda NSX hybrid will develop around 450 hp and will be powered by a 3.6 liter V6 engine. This puts it on the same level of power as the Nissan GT-R. The Honda NSX hybrid will also be equipped with an all-wheel-drive system.

We’ll have more details on the new Honda NSX hybrid as soon as they become available.

Mazda 5

The original Mazda 5 introduced new attributes to the compact multi-activity vehicle (C-MAV) segment in Europe in 2005, with the segment’s only double sliding doors and innovative Karakuri seating and storage system, a comfortable and communicative interior and Zoom-Zoom handling and driving fun. Since launch, more than 275,000 units have been manufactured (through November 2007). Mazda 5 is the company’s thirdbest-selling vehicle globally. In Europe, Mazda 5 quickly became a product essential to Mazda Motor Europe’s continuing growth, with more than 100,000 units finding owners since launch (through October 2007), and taking an estimated 3.3 percent share of the important C-MAV segment. The new Mazda 5 facelift is set to continue this success with a refreshed design, a new automatic transmission, more individualised Sports Appearance Package, a more sophisticated interior finish, more comfort and convenience, new suspension settings for optimised handling, improved fuel economy and lower CO2 emissions.

Design – Refreshed Looks and a more aggressive Sports Appearance Package

The European C-MAV segment is not renowned for products with eye-catching designs. In 2005, Mazda 5 bucked this trend by introducing a stylish, sportier exterior that stood out in the crowd of look-alike mini-vans – with a dynamic wedge-shaped form, strong front end and arched roofline, and a rear end tapered slightly inward. Now the Mazda 5 facelift enhances the vehicle’s unique image even further with fresh updates to its strong design and a Sports Appearance Package that is even sportier and more distinctive than before.

Mazda 5 facelift has a design that targets customers looking for a balanced exterior that hints at the vehicle’s fun-to- drive character. It features a new front bumper design that makes the car look lower and sleeker, a new underspoiler for a touch of performance, and a larger integrated housing for the front fog lamps that gives the nose a powerful look. The headlamps have a new silver bezel design and a new textural finish at the edges for a look of high quality. These frame a more clearly-defined Mazda five-point grille with a new sporty-looking honeycomb mesh. Auto-levelling xenon headlamps are available as option. At the back, the standard version has new rear combination lamps that are vertically divided for a fresh, two-colour effect.

A Sports Appearance Package is also available, and designed to appeal to Europeans looking for a dynamic compact MAV in a sporty suit of clothes. It features an updated winged grille design, a new front bumper design with front spoiler (making the vehicle 10 mm longer than the previous Sports Appearance Package version and 60 mm longer than the regular Mazda 5 facelift) and pointed fog lamp housings for a more aggressive road presence compared to the regular version. The silhouette is also sportier with side sills that make the car appear lower and a subdued rear roof spoiler. The front lamps and special 12 LED rear lamps have black bezels for an even more dynamic appearance.

The individuality of both appearance packages is further enhanced by new 16 and 17-inch alloy wheel designs , along with 11 exterior colours – including seven new colours called Icy Blue, Stormy Blue, Aurora Blue Mica, True Red, Copper Red Mica, Crystal White Pearl and Golden Sand Metallic. The latter has changing nuances depending on light conditions.

On the inside, Mazda 5 facelift still has the same stylish interior designed around an open, communicative space where up to seven people can travel in comfort. The updated interior is now a touch more distinctive with two new black trim packages (depending on grade) with higher-quality seat materials. A new centre panel , either titanium look or black, is introduced. Black leather seats are now available as an option.

New Power Sliding Rear Doors for Maximum Comfort

Mazda 5 facelift enhances the high convenience of its segment-unique, double sliding rear doors – with an opening width of 700 mm and an opening height of 1,083 mm – by adding power assisted door opening and closing functionality. The doors can be operated from the driver’s seat with buttons on the dashboard, with the exterior and interior door handles, and with the remote central locking key. The doors open in less than 4 seconds and close very smoothly in less than 5 seconds. And for added safety, they stop reliably if any kind of obstruction is detected.

Functionality, Comfort & Equipment – Quieter and more Practical

Mazda 5 facelift retains all interior features that have made it so popular with families around the globe. Still onboard are its innovative Karakuri seating and storage system (see box), 45 storage compartments , cockpit with all-round adjustability and a high-mount shift lever, one-touch second- row seat-tip functionality for easy entry to the third row and a practical dual-stage liftgate with two opening heights (1,810 mm and 1,910 mm) that prevents scratches in garages and is convenient to use for people of different body sizes. The trunk offers a volume of up to 1,678 litres (Five-seat version with second row down).

Still Versatility at its Best – Mazda 5′s Seven-Seat Karakuri Seating and Storage System

Mazda 5′s Karakuri seating and storage system offers sufficient space for up to seven people and allows to quickly and easily transform the interior into a variety of seating arrangements. If you need more luggage space, just fold the third row seats fl at into the floor, and you have five seats and a large boot. A four-seat configuration is also possible by storing the cushion of the middle seat in the second row beneath the left seat. Just tip the left seat cushion forward, fold the middle seat cushion into the space below it, and put the left hand seat cushion back into its original position. Then drop down the middle seat’s seatback, and it will serve as an extra-wide centre armrest. This allows four passengers a maximum of space and convenience. A practical Karakuri utility box can be folded out of the middle row’s right seat into the centre. It has a top tray big enough to hold smaller toys, snacks, cups or baby bottles, and in the box below there is a net that can hold various items. If the second row centre seat or the Karakuri box is in use, a 6.3 litre storage space is available under one of the second row outer seat cushions.

Volume all seats up (to belt line) 112 l
Volume 3rd row down (to belt line) 426 l
Volume 2nd and 3rd rows down (to belt line) 857 l
Volume 2nd and 3rd rows down (fl oor to ceiling) 1,566 l

The updated Mazda 5 adds features that make the vehicle even easier to use on a daily basis. Black-out meters with improved white illumination , for instance, are now standard. The size of the centre monitor (displaying clock, audio and AC info) is now larger , placed higher and further forward so it is easier to read. The layout of the centre panel switches are optimised to make the hazard lamp switch and the clock adjustment buttons easier to reach. A new auxiliary (AUX) jack with a niche at the front of the floor console are standard on all models. This feature allows you to stow, hook up and listen to an MP3 player using Mazda 5′s audio system.

When equipped with the optional DVD entertainment system, Mazda 5 features a second AUX jack in the rear seat trim , allowing rear passengers to play a console game, watch a movie or listen to music on headphones.

Mazda 5 facelift also has a new DVD navigation system (depending on grade and market) designed to be easier to read and use, with a new 7-inch multifunctional touch screen and voice command that is now integrated into the centre panel. As before, the DVD navigation system includes a rear view camera , a very useful item when parking or manoeuvring in narrow spaces. The normal CD player now plays MP3-formated CDs, an in-dash 6 CD changer is now available, as well as a Bluetooth® telephone system with steering wheel controls and voice command (depending on grade).

Mazda 5 Facelift – An even Quieter Place to be

Mazda 5 facelift is not only more practical and easier to use, it is also a quieter place to be, making its passenger cell even more communicative and relaxing. Engine sound, for instance, has been reduced (for all engines) by the introduction of a multi-resonator around the fresh air intake duct. It has six different types of resonators that are designed to cut noise at frequencies between 80 to 470 Hz. Road noise has also been reduced by increasing the rigidity of the rims of the alloy wheels. This reduces load wheel vibration, which is transmitted to the body and experienced as road noise by passengers, by 1 dB. And, Thinsulate® insulation sheeting has been added to the roof liner, which absorbs high-pitched road noise (at 250 Hz and above) transmitted through the body shell.

Powertrains – Improved Fuel Efficiency, less CO 2 and new Automatic Transmission

Mazda’s push to reduce the impact of its vehicles on the environment continues with the Mazda 5 facelift, which features an updated engine line-up that uses less fuel and produce fewer emissions. The MZR 2.0-litre petrol , which produces 107 kW/146PS at 6,500 rpm , has undergone a major update. It now comes with electric throttle for even livelier pedal response, and sequential valve timing (S-VT) which improves cylinder charging efficiency for more torque throughout the rev range. This allowed engineers to make maximum torque of 185 Nm available at a lower engine speed , now at just 4,000 rpm (500 rpm earlier than the outgoing engine).

The updated MZR 2.0-litre petrol can be paired to a new five-speed automatic transmission (see box) or a newly- introduced six-speed manual transmission that enhances even further the lively character of the top-end petrol engine. The six-speed manual’s closer gear ratios, along with a newly- introduced electric throttle and S-VT, deliver a responsive and powerful drive with improved elasticity . Mazda 5 facelift with this new powertrain does 0 to 100 km/h in 10.2 seconds, down from 10.8 seconds of the outgoing powertrain (with five- speed manual transmission). Its sixth gear is laid-out to reduce fuel usage when cruising at high speeds. Combined with the new S-VT system that improves fuel economy at low engine speeds and Mazda 5′s low drag coefficient (Cd) of just 0.29, and you have a powerful, top of the range petrol version that uses just 7.9 litres per 100 km (combined), which is 0.3 litres or 4 percent less than in the previous 2.0-litre petrol model .

Mazda’s updated MZR 2.0-litre petrol also produces fewer emissions . A new oxygen sensor is added to the exhaust system’s close coupling catalyst and under-floor catalyst , which helps the engine control module optimise the air-fuel mixture to keep emissions as low as possible. This, combined with the improved fuel-efficiency described above, means the updated MZR 2.0-litre produces 11 g/km less CO 2 than the outgoing engine.

New Five-Speed Automatic Transmission

A new five-speed automatic transmission with manual shift mode is introduced for the MZR 2.0-litre petrol engine, a first for the Mazda 5 line-up. It has a new torque converter that achieves an optimal balance between performance and fuel efficiency by reducing energy loss produced by slip, by employing a wide lockup range and acceleration slip control function. These features, combined with special tuning of the engine’s electric throttle system, produce positive acceleration response in city driving and nimble passing on country roads and motorways.

Retained is the MZR 1.8-litre petrol with five-speed manual transmission from the outgoing model known for its agile, fun and frugal nature. It produces 85 kW/115 PS of power at 5,300 rpm and a maximum torque of 165 Nm at 4,000 rpm . Its needs just 7.6 litres of fuel per 100 km (combined), 0.3 litres or 4 percent less than before , and produces 8 g/km less CO₂.

The MZR-CD 2.0-litre common-rail turbo diesel is retained as well. It comes in two power derivatives, a Standard Power version producing 81 kW/110 PS at 3,500 rpm and maximum torque of 310 Nm at just 2,000 rpm , and a High Power version producing 105 kW/143 PS at 3,500 rpm and robust maximum torque of 360 Nm at 2,000 rpm . Both versions use a variable-geometry turbocharger for maximum torque even at low engine speeds, ensuring lively pedal response, along with a dual-mass flywheel and common-rail multi- stage injection technology (with up to six injections per cycle) for smooth, nearly petrol-like operation. The efficiency of its exhaust gas recirculation (EGR) cooler has been improved for the Mazda 5 facelift. Both diesel derivates are equipped with a six-speed manual transmission as standard . They use just 6.1 litres per 100 km (combined), 0.2 litres or 3 percent less than the outgoing engine, and produce 162 g/km CO 2 , which is 11 g/km less . A diesel particulate filter (DPF) remains standard for both diesel versions.

Driving Dynamics & Safety – Suspension Updates for Even More Stability

The original Mazda 5 was one of the first new Mazda vehicles to employ high-tensile steels in the body shell for an ideal combination of reduced weight combined with high torsional and flexural rigidity. The facelift version inherits this robust structure and adds suspension updates front and back for improved driving stability and optimised ride comfort. The new dampers for the MacPherson strut front suspension reduce damping force lag between compression and extension. The multi-link rear suspension’s forward lateral links are now raised by 2 mm , which increases toe-in by 30%. These updates help further increase grip and stability when Mazda 5 facelift corners at higher speeds, especially with a full load of passengers and luggage.

The original Mazda 5 scored 33 points and was awarded five stars on Euro NCAP testing, which is still one of the highest rankings in this class. The Mazda 5 facelift retains this safe and strong body shell with its unique triple-H structure, six airbags , and a collapsible brake pedal . In addition to this, active safety is enhanced with improved brake response . The brake booster was optimised to increase the speed that the fluid pressure rises when the driver first steps on the brake pedal for more positive feedback. Carryover options like an automatic light system and rain sensors also contribute to active safety. Large ventilated front disc brakes and solid rear disc brakes, four-channel ABS, EBD and brake assist are standard. A DSC system , combined with Traction Control System (TCS) , is either standard or optional, depending on grade and market.

The new LED rear combination lamps that are part of the Sports Appearance Package, are not only a design plus, they also make the Mazda 5 facelift more visible to following cars. The rear lamps use 12 LEDs each , which increases their brightness and makes them easier to see when deceleration occurs. They also come on 0.15 seconds quicker than incandescent bulbs when the brakes are applied. Moreover, they use far less energy: only 9 instead of 52 Watts.

Chevrolet Volt

Making its European debut at 2008 Paris Motor Show, the much-anticipated production version of the Chevrolet Volt delivers up to 60 kilometers of gasoline and emissions-free electric driving, with the extended-range capability of hundreds of additional kilometers.

"The Chevrolet Volt is symbolic of GM’s strong commitment to the future," says Rick Wagoner, GM Chairman and CEO. "It features just the kind of technology innovation that our industry needs to respond to today’s and tomorrow’s energy and environmental challenges."

Form Follows Function

The design of the Chevrolet Volt production car has evolved from the original concept that was unveiled at the 2007 North American International Auto Show in Detroit.

Because aerodynamics plays a key role in maximizing driving range, GM designers have created an aerodynamically efficient design for the production vehicle. Many of the design cues from the concept vehicle endure in the production Chevrolet Volt, including the closed front grille, athletic stance, rear design graphics, outside rearview mirrors and more. The Chevrolet Volt’s rounded and flush front fascia, tapered corners and grille are functional, enabling air to move easily around the car. At the rear, sharp edges and a carefully designed spoiler allow the air to flow off and away quickly. An aggressive rake on the windshield and rear screen help reduce turbulence and drag.

Working closely with GM aerodynamicists to shape the Chevrolet Volt, design and engineering teams have developed one of the most aerodynamic vehicles in GM’s history. They spent hundreds of hours with the Chevrolet Volt in GM’s wind tunnel, testing and re-testing parts such as the front and rear quarter panels, rear spoiler, side sills and side mirrors. Aerodynamic improvements enabled GM to reach the Volt’s target of driving up to 60 km (MVEG cycle) without using gasoline or producing emissions.

Inside, the Chevrolet Volt offers the space, comfort, convenience and safety features that customers expect in a four-passenger sedan, and it delivers them in a variety of interior color, lighting and trim options unlike any offered before on a Chevrolet sedan. Modern controls and attractive materials, two informational displays, and a touch-sensitive infotainment center with integrated shifter distinguish the Volt’s interior from other vehicles on the market.

New Era in Automotive Transportation

The Chevrolet Volt heralds a new era in the electrification of the automobile by creating a new class of vehicle known as the Extended-Range Electric Vehicle, or E-REV.

The Volt uses electricity to move the wheels at all times and speeds. For trips up to 60 km, the Chevrolet Volt is powered only by electricity stored in its 16-kWh, lithium-ion battery. When the battery’s energy is depleted, a gasoline/E85-powered engine generator seamlessly provides electricity to power the Volt’s electric drive unit while simultaneously sustaining the charge of the battery. This mode of operation extends the range of the Volt for several hundred additional kilometers, until the vehicle’s battery can be charged. Unlike a conventional battery-electric vehicle, the Volt eliminates "range anxiety," giving the confidence and peace of mind that the driver will not be stranded by a depleted battery.

The Chevrolet Volt can be plugged into a standard household 230v outlet for charging. The vehicle’s intelligent charging technology enables the Volt’s battery to be charged in less than three hours. Charge times are reduced if the battery has not been fully depleted. GM estimates that it will cost less than one euro at night for a full charge that will deliver up to 60 km of electric driving.

Charged Up for Performance

On the road, the Chevrolet Volt offers spirited driving performance in a remarkably quiet interior. More than 220 lithium-ion cells contained within the Volt’s battery pack provide ample power. The Volt’s electric drive unit delivers the equivalent of 150 hp/110 kW, 370 Nm of instant torque, and a top speed of 161 km/h. The lack of engine noise, combined with special sound-deadening materials, makes the Chevrolet Volt an extremely quiet vehicle to drive.

GM estimates that the Chevrolet Volt will cost about two euro cents per km to drive while under battery power, compared to 12 euro cents per km using gasoline priced at €1.50 per liter. For an average driver who drives 60 km per day (or 22,000 km per year), this amounts to cost savings of €2,200 annually. Using night-time electricity rates, GM estimates that an electrically driven kilometer in a Volt will be about one-sixth of the cost of a conventional gasoline-powered vehicle.

The Chevrolet Volt is expected to be built at GM’s Detroit-Hamtramck manufacturing facility, subject to GM successfully negotiating satisfactory government incentives. Production is scheduled to begin late 2010 for models in the United States. Pricing has not been announced.

Chevrolet Volt: What is an E-REV?

The 2011 Chevrolet Volt is a front-wheel-drive, four-passenger Extended-Range Electric Vehicle (E-REV) that uses electricity as its primary power source and gasoline as its secondary power source to propel the vehicle.

An E-REV like the Chevrolet Volt represents a significant departure from conventional hybrids. In a E-REV, the wheels are turned by an electric drive unit, whereas in conventional hybrids the wheels are turned by an electric motor, a gasoline engine, or both. For short trips, E-REVs will run on battery power alone.

For longer trips, additional electricity can be supplied by an internal combustion engine or a fuel cell. The battery and propulsion systems are sized so that when sufficient energy is available from the battery, the engine (or fuel cell) is not required for operation. During this electric only phase of driving, the battery, motor, and power electronics are designed to deliver full performance, acceleration, top speed, hill climbing on electric power alone.

How Chevrolet Volt Works

Energy is stored on board in a 16-kWh, "T"-shaped lithium-ion battery pack. The battery pack powers the electric drive unit, which is capable of meeting full vehicle speed and acceleration performance while driving the car electrically for up to 60 kilometers (based on MVEG city cycle) without using a drop of gas. For longer trips, the Chevrolet Volt’s on-board range-extending engine is used to drive an electric generator when the battery’s energy has been depleted. The range extender, which can be powered by gas/E85 Ethanol, is able to generate additional electricity to power the car for hundreds of miles.

Honda Insight

For most of this decade, Toyota’s 46-mpg Prius has enjoyed a virtual monopoly in the extreme fuel-miser segment. Only Honda’s 42-mpg Civic Hybrid comes close, and its sales have been hampered by lethargic acceleration and a not-hybrid-looking-enough sedan body design. Enter the four-door 2010 Honda Insight, which takes dead aim at Toyota’s green machine by offering comparable fuel economy and a look-alike hatchback layout at a considerably lower price. Of course, those with a longer memory might recall the first-generation Honda Insight, too, but its futuristic look was too impractical for most people despite stellar fuel efficiency. Not so version 2.0.

Under the new Insight’s hood is Honda’s familiar Integrated Motor Assist (IMA) hybrid system. IMA starts with a 1.3-liter four-cylinder gasoline engine that produces 88 horsepower and 88 pound-feet of torque, and it adds an electric motor that generates another 13 hp and 58 lb-ft, enough to propel the Insight up to 30 mph without the gas engine’s help. A nickel-metal hydride battery pack keeps the electric motor whirring, and the electric motor returns the favor via regenerative braking, becoming a battery-charging generator when the brakes are activated. Notably, the gas engine’s crankshaft never stops spinning, even when the Insight is operating solely on electric power, so there’s no unseemly coughing or rumbling as the gas engine comes online.

In addition to seamless and adequately perky performance, the payoff is an EPA-estimated 40 mpg city/43 highway and 41 combined, according to Honda. That’s a bit off the Toyota’s pace, but the deficit shouldn’t be a significant factor for most buyers. Over the course of a 15,000-mile year of driving, the Insight will run you an extra 40 gallons of gas, which accounts for a tiny fraction of the money you’ll save by choosing the Insight in the first place. With a starting price in the high teens, the Insight handily undercuts its crosstown rival’s $22,000 base price, not to mention the Civic Hybrid’s $23,550 cost of entry. In fact, the loaded Insight EX with the navigation system won’t cost too much more than a bare-bones Prius.

The Insight has two significant warts: Its backseat is considerably tighter than the Toyota’s family-sedan-grade rear quarters, and there’s plenty of Honda’s trademark road noise at higher speeds. On the flip side, though, it has sensible gauges and a superior driving position. Given its impressive talents and attractive price, it’s hard to fault the 2010 Honda Insight. Until the next Prius arrives, at least, the Insight is the new ruler of the hybrid-hatchback roost.

Body Styles, Trim Levels, and Options

The 2010 Honda Insight is a four-door hatchback available in base LX and uplevel EX trims. The LX comes standard with 15-inch steel wheels, full power accessories, automatic climate control, a tilt/telescoping steering column, a height-adjustable driver seat and a four-speaker CD audio system with an auxiliary audio jack. The EX adds alloy wheels, side-mirror-mounted turn signal indicators, stability control, cruise control, variable intermittent wipers, steering-wheel-mounted paddle shifters and a six-speaker audio system with a USB port and a fully integrated iPod connection. The lone option is a navigation system (EX only) that includes voice-activated controls and Bluetooth connectivity

Powertrains and Performance

The 2010 Honda Insight’s hybrid system consists of a 1.3-liter four-cylinder gasoline engine and an electric motor paired with a nickel-metal hydride battery pack. The gas engine is good for 88 hp and 88 lb-ft of torque, while the electric motor chips in 13 hp and 58 lb-ft. Due to varying power peaks, the maximum combined output is 98 hp and 123 lb-ft of torque. At our test track, the Insight zipped from zero to 60 mph in 10.9 seconds — a few tenths slower than the Prius, but a substantial 2.6 seconds quicker than the Civic Hybrid.

According to Honda, EPA fuel economy ratings are 40 mpg city/43 highway and 41 combined.

Safety

All Insights come standard with antilock brakes (front disc/rear drum), front-seat side airbags and side curtain airbags. However, the base Insight LX lacks stability control and traction control, which come standard on the EX.

Interior Design and Special Features

Inside, the 2010 Honda Insight is a distinctive mix of familiar Honda design elements and edgy hybrid-themed flourishes. Taller drivers will appreciate the telescoping steering column, while shorter ones will enjoy the height-adjustable driver seat. Most major controls are intuitive in operation, including the standard automatic climate control system — a nice perk at this price. Thankfully, the gauges are mounted directly forward of the steering wheel, as opposed to the Prius’ wonky center-mounted readout.

Charmingly or annoyingly, depending on your disposition, the background color of the Civic-style digital speedometer switches from blue to green when you’re being judicious with your right foot. An "ECON" button to the left of the steering wheel makes the powertrain even more efficient, albeit at a tangible cost in straight-line performance. Unfortunately, the rear quarters are uncomfortably tight for adults. Toyota’s roomy hybrid still trumps the Insight in this regard. The convenient hatchback lifts up to reveal 15.4 cubic feet of luggage space — 31.5 cubes with the 60/40-split rear seats folded down.

Driving Impressions

The words "hybrid" and "sporty" remain mutually exclusive at this modest price point, but the 2010 Honda Insight is by far the most enjoyable hybrid hatchback to drive. The ride is firm, the steering is relatively responsive and the crankshaft’s constant rotation makes for seamless transitions between electric-only and full hybrid power. Braking, too, feels refreshingly normal relative to the wonky regenerative systems found in some other hybrids. No one would call the Insight quick, but its acceleration should prove adequate for shoppers in this segment. On the downside, there’s bothersome road noise at highway speeds, and the gas engine gets buzzy under heavy acceleration.

Pros:

Affordable price, excellent fuel economy, seamless hybrid powertrain, pleasant driving experience.

Cons:

Tight backseat, invasive road noise.

MSRP: $19,800

Fuel Economy: 41 mpg

Honda FCX Clarity – Hydrogen Powered Car

Honda says its FCX Clarity is the first fuel-cell powered vehicle to be offered to the general public in the United States.

Two hundred examples of the FCX have been produced, and offered through three California Honda dealerships. The vehicle is available only via a 36-month lease for $600 per month, and only in the Torrance, Santa Monica and Irvine, California areas – chosen for their proximity to hydrogen refueling stations. Reviewers say the Clarity offers a driving experience similar to that of the Honda Accord, with a beautiful design made possible only by its unique fuel-cell drivetrain.

Drivers who lease one of the first 200 vehicles must also accept range limitations – Honda limits where the vehicle can be driven because of the limited availability of hydrogen fuel and qualified dealer support. Lessees will not have the option to purchase the vehicle after the lease term expires.

Honda says the FCX Clarity could be put into mass-production within a few years if a hydrogen infrastructure were built to make it practical. Reviewers generally say it already feels like a production car, with a driving experience close to that of the midsize Accord.

The FCX uses an electric motor, powered by the energy produced by a hydrogen fuel-cell stack. The fuel cell combines hydrogen, which is stored in a fuel tank much like gasoline, with oxygen from ambient air to generate electricity. This reaction produces only water vapor, making the Clarity a zero-emissions vehicle. It also functions like a hybrid vehicle, capturing energy through regenerative brakes, which is then stored in a lithium-ion battery pack for use by the motor.

The car’s design is utterly unique. The fuel cell stack, lithium-ion battery and electric motor are distributed through the center of the chassis, with no need for an engine in front or a transmission down the center of the car. This allows for an expansive passenger cabin and a view of the road not possible in more conventional cars. Many reviewers find the look beautiful.

In fact, reviewers find little to criticize in the Clarity. Those who have something negative to say generally express concerns about hydrogen as a fuel source since it is often still produced from fossil fuels, and is rare and expensive. Few have anything negative to say about Honda’s fuel cell car itself.

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