Tokyo • In terms of North American content, the 42nd edition of the Tokyo Motor Show was a tad thin. However, that is not to say there was little going on. On the contrary, the sprawling show provided a ton of insight into how the world is about to unfold. Honda, a company that has been criticized for being slow to advance its powertrain technology, revealed where it is heading in the next few years, while the long-awaited Subaru/Toyota collaboration finally surfaced in road-going livery.
Photo Gallery: 2011 Tokyo Motor Show
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2011 Tokyo Motor Show: Cars we won’t see in Canada
In Honda’s case, the technology was not only on display at the show, I had the opportunity to put it through its paces. The first is a range of new engines that combine direct injection with Honda’s iVTEC valve-lift system and variable cam phasing. The net result is more power and better economy in all cases. The unit up for testing was the 2.4-litre four-cylinder. It puts out 181 horsepower and 177 pound-feet of torque while being five per cent more fuel-efficient that its predecessor. On the track, this engine pulled strongly over a much broader range — Hondas typically have to be revved to access their twisting power.
The bigger surprise was found in Honda’s intention to shift from traditional automatics toward a range of continuously variable transmissions (CVTs). While I’m not a CVT fan, Honda’s design has two key features going for it. First, unlike most, launch is crisp because the engine’s torque is not reduced to prevent the CVT’s belt from slipping. This brings a significantly stronger tip-in response. More importantly, the shift logic is stepped (as in pre-programmed gears), which means it does not have that really annoying motorboating drone under hard acceleration.
The other engine that would serve Canada very well is an all-new 1.6L turbodiesel. This new engine produces the same output as the current 2.2L turbodiesel (140 hp and 250 lb-ft of torque) it is replacing without sacrificing the linearity and pull that defines the diesel engine. As an aside, driving a European Civic equipped with the 2.2L turbodiesel proved to be a truly rewarding experience — it has fresh looks to go along with the utility of its hatchback design. It would do well in Canada.
The second new technology was a new electric version of Honda’s Super Handling All Wheel Drive (SH-AWD) system. This iteration system uses a 3.5L V6 that’s married to a seven-speed twin-clutch transmission to drive the front wheels, while the rear wheels are driven by two separate electric motors. During cornering, the outside electric motor drives that wheel faster. At the same time, the inner motor applies a negative torque — the slowing effect amplifies turn-in response. The net result is a faster-acting torque vectoring system. The beauty of the system is the manner in which it adds that prized ride-on-rails sensation through a corner. Through the test course, the turn-in proved to be as crisp as it was immediate.
This all-wheel-drive iteration is, in a word, superb. It not only hones the European Accord tester’s handling, it transforms it into a seriously quick ride. Credit goes to two important aspects. First, the new 3.5L V6 is good for 300-plus horsepower; the electric motors then chip in with another 27 hp each. Honda is not saying how much torque they contribute to the fun factor but, based on the low-end grunt, each has to contribute at least 150 lb-ft of torque.
The design is also capable of pulling away under electric power alone. The rear motors drive the car seamlessly until the driver stands on it — then look out. Even in the Accord tester it could almost be described as too much power. The seven-speed twin-clutch also adds to overall driveability — the shifts, which are initiated through paddle shifters, are blindingly quick, which adds to the overall responsiveness.
The engineers were coy about the size of the battery the new SH-AWD system uses, but it will have to be close to a five kilowatt/hour unit. The reason is twofold. First, there must be enough oomph to provide that delicious launch. More importantly, the battery must be large enough to support the SH-AWD functions when needed after said launch. This system is said to be the driving force behind the next-generation NSX. However, if this car were to remain true to its predecessor, it would mean a mid-mounted gasoline engine with the electric motors sitting up front.
Subaru showcased its new BRZ, the lightweight sports car it shares with Toyota. It is powered by Subaru’s traditional flat-four boxer engine and produces 197 hp and 151 lb-ft of torque. Power is relayed to the wheels through a choice of six-speed manual or six-speed manumatic transmission. Inside, the cabin is highlighted by its front sport bucket seats and a tachometer that takes centre stage in the instrument cluster — both speak to the BRZ’s sportier intentions. The layout is also very much 2+2 in nature. Rear-seat leg space is tight. Other anomalies? First, this is a rear-drive car.
When it lands in Canada, the BRZ’s introduction is going to pose a dilemma for Subaru given that the company stresses its advanced symmetrical all-wheel-drive system, which is standard across its lineup. Secondly, it is a stylistic orphan.
