A konánál is így volt. Amikor a kis akksit valamiért nem töltötte már jó ideje, alacsony lett a feszültség és nem indult, és nem indult, valamint nem állt fel néhány rendszer.
Honda has opened a new US$124m wind tunnel facility in Ohio, USA, to service its automotive and motorsport projects. The new Honda Automotive Laboratories of Ohio (HALO) facility at the independent Transportation Research Center Inc (TRC) in Central Ohio, is claimed to be the world’s most advanced wind tunnel, with three separate testing functions – aerodynamics, aeroacoustics and racing – in one location.
Hívd fel Petit és kérdezd meg hogy kell-e akksit cserélni az E-ben amit használ, mert 1 hete már nem indult be neki és esélyes hogy tönkrement az akksi
Mondjuk ahogy tolja neki nem csodálkoznék...
A hibriddel az a baj hogy hiába van ott a villanymotor az aksit azt tölteni is kell. Ha benzinmotorral áramot állítok elő akkor nyugodtan mehetek csak benzinmotorral is. Ha meg plugin akkor az emberek kibaszott lusták és úgysem töltik fel az aksit mert ott a belsőégésű motor ami van. Egy lehetőség ha pl a hibridek úgy lennének szabályozva hogy lakott területen belül ne tudjanak belső égésű motorral menni, kinn meg mehetnének. Aki meg nem használná messzi távokra az nyugodtan mehetne csak villannyal.
Az elektrifikaciot (ha ez megfelelo szo egyaltalan) en sem ertem, az EU szabalyozas meg teljesen baromsag. Christian von Koenigsegg mondta, hogy o nem latja a jovojet a teljes villanyautozasnak, hybrid erat viszont annal inkabb. Ha megnezem, hogy mit hozott ossze es milyen abszolut forradalmi technologiakat (Pl. a Gemeraban a Freevavle technologias 3 hengeres 2L twinturbo ) alkalmaznak az autoikban ami fenyevekkel barki elott jar, akkor en inkabb hiszek neki.
A fő gond hogy eu nem piac a hondának ahogy ezek szerint japán sem. És a föld többi részén még nem erőltetik ennyire a villanyautót. Mondjuk sosem értettem hogy miért kell 2-3T-s autókat csinálni amikor 800kg-ból és kis motorral simán lehetne használható autókat gyártani ami röhögve megfelelne a 95g co2 kibocsájtásnak. Nade a honda így itt elkésett a villanyautóval. Van az E aztán ennyi meg a hybridek amik azért mégsem a világmegváltók. Ha nagyot akarnának dobni akkor egy olyan aksival jönnének ki ami más mint a többié. Esetleg kisebb gyorsabban tölthető több energiát tud tárolni. És olcsóbb. De ezzel megint csak egy kis piacra lenne megfelelő autójuk. Jó kina is szép lassan/gyorsan bevezeti a villanyautókat de ott vannak a saját márkái amik nevetséges áron kaphatók. Amcsik még nem erőltetik az elektromos autókat, eu kis piac, a maradék meg jól elvan a benzines motorokkal.
Amúgy két hete kipróbáltam az E-t. Itt érvényes a kevesebb néha több dolog. Ha sofőr szemmel nézem. Ha utasként akkor meg nagyon jó az egérmozi a sok kijelzővel. De sofőrként nagyon sokat kell gyakorolni hogy az útra figyelés mellett tudjam kezelni a rádiót navit egyebet.
Remélem mire visszatérnek majd a gyártásba, addigra én is leszek olyan helyzetben, hogy megvehessem az első Honda teljesen elektromos autómat.
Számomra a Honda már nem egyszer bizonyította, hogy tud kézenfekvő és árban észszerű megoldást nyújtani, ha jól időzítenek a visszatéréssel és árban is majd okosan helyezkednek (lesz mondjuk kicsi és megfizethető modelljük is) akkor lehet ez még jó. (újra)
Remélem így lesz és az elektromos korszakban is lehetek majd/maradhatok Hondás.
TOKYO -- Honda Motor is getting ready to switch off its engines.
As part of a radical restructuring leading to an all-electric future, Honda has cut its domestic auto production capacity to slightly over 800,000 vehicles a year, down by around 40% from its 2002 peak.
Most of the retrenchment has come by halting production of finished cars at its plant in Sayama, Saitama Prefecture, northwest of Tokyo, at the end of last year. Honda also announced other cost-cutting steps last year, including adopting a new vehicle development system and pulling the plug on its Formula One racing program.
The company is retooling its manufacturing operations in line with its vision for the future. It has announced that its entire lineup of cars will be electric by 2040.
On Dec. 27 last year, a "line-off ceremony" was held at the Sayama plant to mark the end to production of finished cars. "Like you, I will miss it all," President Toshihiro Mibe told those present.
Only a few executives attended the ceremony due to COVID-19 restrictions. But it was livestreamed to allow workers in different parts of the plant to watch the proceedings. Mibe showed up in an old Honda and spoke of being mentored by exacting senior employees during his time at the plant, where he worked as a young engineer developing engines. "We will continue making automobiles that meet the needs of consumers at home and abroad," he said.
The Sayama plant, which opened in 1964, rolled out cars that defined the company, including the Civic, with its innovative low-emission engine, and the Accord, Honda's flagship sedan.
The facility will remain open for now, making parts, but will close completely in two to three years. Its operations will be transferred to Honda's Yorii plant, also in Saitama, to lower Honda's fixed costs and raise operating rates. Many of the workers from the Sayama plant will be reassigned to Yorii and elsewhere. The company has yet to decide what to do with the site after the Sayama plant shuts down.
The factory could once turn out 250,000 cars a year. Until the end of 2021, Honda had a domestic production capacity of around 1 million finished cars annually, all told, at its three Japanese plants in Sayama, Yorii and another in Suzuka, in central Japan's Mie Prefecture. The company's total capacity has since shrunk to slightly more than 800,000 vehicles a year, at Yorii, Suzuka and Honda Auto Body in Yokkaichi, Mie Prefecture.
In the early 2000s, Honda could crank out more than 1.3 million cars a year. The company actually produced 840,000 vehicles in Japan in 2019, before the COVID-19 pandemic took hold. That is slightly more than the automaker's capacity for this year. But Honda appears able to ramp up to around 900,000 vehicles, if necessary. It is now focused on improving productivity by raising the operating rate of its factories as high as possible.
Toyota Motor, by contrast, has no plan to sharply reduce its capacity in Japan, sticking to its policy of maintaining domestic production of more than 3 million cars a year. Nissan Motor's capacity in Japan remains around 1.34 million vehicles, according to Fourin, a research company specializing in the auto industry. Honda's capacity is now far below that of its two rivals.
One factor behind Honda's relatively small-scale manufacturing in Japan is that the Japanese market makes up a smaller share of its global sales compared with its competitors. In fiscal 2018, Honda sold 740,000 vehicles in Japan, or 14% of its global sales. Toyota's domestic sales of 2.29 million vehicles accounted for 22% of its global total.
On the other hand, Honda sold 1.61 million vehicles in the U.S. market, or 30% of its overall sales, and 1.46 million cars in China, or 28%. Because of the large proportion of overseas sales, Honda has a more globalized production system: Cars sold in Japan are not necessarily manufactured in the country. It makes the Accord in Thailand, for example.
"Ending production of finished cars at the Sayama plant could leave Honda with much smaller domestic capacity to manufacture such midsize or large vehicles as the Accord and the Odyssey, which used to be made at the plant," said Seiji Sugiura, a senior analyst at Tokai Tokyo Research Institute.
The importance of the U.S. and Chinese markets to Honda's global sales has spurred the automaker to phase out production of combustion engine cars by 2040. Japanese carmakers have been relatively slow to electrify because the network of charging stations is underdeveloped in Japan, and renewables make up a small share of the country's energy supply.
Consumers will remain reluctant to embrace electric vehicles as long as charging facilities are not widely available. Switching to EV technology to cut greenhouse gas emissions does not make much sense if the electricity is generated with fossil fuels.
Meanwhile, in the U.S., a number of competitive EV makers have emerged, such as Tesla and Rivian Automotive. President Joe Biden's administration is promoting the development of EVs.
The Chinese government has also lavished subsidies on manufacturers as it tries to build an EV industry from scratch. As a result, Chinese drivers can now buy small EVs for around 500,000 yen ($4,300). With its solid presence in both the U.S. and Chinese markets, Honda is in a better position than other Japanese carmakers to shift to EVs.
The Sayama plant once served as Honda's "mother factory," introducing a range of state-of-the-art technologies. Engineers at the plant were sent around the world to help get new Honda production lines up and running.
Now the Yorii plant, which came on stream in 2013, will fulfill this role. The plant has been at the forefront of the company's EV ambitions. It makes the Honda e, the company's first all-electric vehicle available commercially.
The biggest story for Honda in 2021 was its commitment to an all-electric future. But the automaker also pushed through a drastic reform of its car business. That had become less profitable, posting a dismal operating profit margin of 1% in the year through March 2021. The weak numbers prompted Honda to revamp its manufacturing worldwide, including at the Sayama plant.
The company's global capacity is projected to fall to 5.14 million vehicles for the year ending March, down from 5.59 million cars a year earlier, due in part to the closure of plants in the U.K. and Turkey.
The end of production of finished cars at the Sayama plant is a milestone in Honda's restructuring of its automobile business. The realignment of its global network of factories smooths the way into the second phase: becoming a highly efficient and competitive EV manufacturer. This will likely call for still more cost-cutting and efficiency.
Ja de sajnos ez pont a 4henger boxer turbo. Nem is értem, hogy miért említik egy napon ezt a két vértelen hitvány fost az nsx-el. Egy szivo, manuál, Rwd, középmotor autónak nem ezeket mondanám utódnak a maguk 4henger turbójával és az Alpine ráadásul még automata is. Sokkal inkább Cayman Gt4 / GTS 4.0 vagy egy Lotus Exige lenne az ami közelebb áll az NSX-hez.
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