Honda City_Auto Car November 2005

http://www.indiacar.com/infobank/firstdrive/cityzx_vtec_a_nov05.asp

When Honda launched the new City, it was an immediate success because it
was more comfortable, efficient and cheaper too. Keen drivers, however,
missed the 20-odd bhp the new i-DSI had forsaken. Now the 100bhp City is
back — and the smiles should return too.

‘The motor snarls past 5000rpm and you get that familiar shove in the back.’

‘The new city looks less mpv-like and drives with greater agility too’

Just one word is enough to tell you what we thought of the old City VTEC — it rocked.
The car mated great performance with efficiency and was reliable as well. And don’t
forget that cherry on top — the Honda badge.
The carmaker, however, let go of this ideal combination with the launch of the new City,
powered by an efficient but weedy i-DSI motor that made an embarrassingly low 77bhp.

But it’s time, though, to sweep aside all those cribs. Honda is all set to launch the new
City, powered by a rip-snorting version of the 1.5 i-DSI motor. Known simply as the
VTEC, most of the bits that make up this motor, especially the bottom half, are actually
identical to those found on the i-DSI engine.
Displacing 1497cc, the same capacity as the existing City’s mill, this engine also uses the
same long-stroke pistons as the i-DSI. What’s all new is the engine’s head. Four valves
per cylinder instead of two allow the new engine to breathe deeper, and Honda’s VTEC
variable valve timing and lift lets the engineers optimise low and high engine speed
performance as well. The increase in power, to the tune of an additional 20bhp from the
same capacity, is astonishing.
The 1.5 VTEC is also sold in South East Asian markets and makes a useful 110bhp. But
the fuel used there is 95 octane as against the 91 octane available at our fuel stations.
So the motor we get here should make around 100bhp. Neat.
Initially, there is nothing spectacular about the performance. Throttle responses are
decent and the engine pulls from 1500rpm, but the rate of progress is nothing to write
home about. This is especially true if you put your foot down and expect an instant surge
of power. And it reminds us of the old VTEC unit, a motor that similarly did not complain
if driven at low engine speeds, but, at the same time, would not deliver a rapid increase
in pace low down in the powerband. Power delivery only improves at
higher engine revolutions, between 3000 and 3500rpm. At this engine
speed, a mere tap of the accelerator gets the City galloping quicker.
A glance at the spec sheet holds a clue — this
engine makes its peak torque at a high 4800rpm,
especially high when you consider that the i-DSI
motor’s peak torque comes in at just 2700rpm.
Again, a very old VTEC motor trait — its torque
peaked at a correspondingly high 4700rpm. And
you now begin to sense the greater urgency of the
engine, sense the additional torque and power, as
the motor hurls you forward through its wide power
band. This comes very handy in traffic when you
need to overtake slower-moving vehicles.
The new City ZX VTEC now feels light-footed and
eager, shrinking gaps in traffic in an effortless manner, something the i-DSI never
achieved. Already, this City feels a proper Honda — first at the lights, pole position, a
little wheelspin, an alert tachometer and a gratifying surge of power. In comparison, the
i-DSI feels like a good diesel.
The top of the VTEC’s power band, the sharp end, is a total delight. The motor snarls
past 5000rpm, you get a firm shove from the seatback and the City surges forward
towards its redline. Using the top end of the power band, even for short periods, is
addictive. The motor loves to be revved but also feels well oiled, smooth and refined at
the same time. It also changes the character of the car from good transport to a fun
drive.
While this City ZX VTEC cannot spin to 7000-plus rpm like the old car did, keeping the
motor blaring and the power flowing is intensely pleasurable.
It’s quick too. Any half-decent stretch allows you to get up close and personal with
160kph, and there is little let-up in the rate of acceleration. Expect acceleration times to
100kph to be in and around the 10-second mark, close to times set by the old City.
Also important, as far as driving pleasure is concerned, is the fact that Honda has
recalibrated the otherwise ultra-light Electric Power Steering system. The recalibration
improves efficiency and also reduces some power loss.
Now it’s no longer possible to change lanes by blowing hard on the wheel — the steering
doesn’t feel as disconnected from the front wheels as before and this improves driving
pleasure by miles.
The improved steering, which delivers extra
feedback, also makes it possible to be more
involved in the driving experience. Turn-in is razor-
sharp, body control is good and the stronger four
wheel disc brakes allow you to carry a lot of speed
into a corner. The additional feel provided by the
steering also allows you to push much harder on
the exit of a corner. The car feels more planted and
less edgy, and still as willing to change direction.
But the ABS and Brake Assist system our test car
was equipped with won’t make it to India.
While I had expected more power, the improved
driving dynamics came as a pleasant surprise, especially if you consider how much
better this car is over the City currently sold in India.
Let’s hope we get a similar suspension set-up. Honda will, in all probability, shod the
new City ZX VTEC in India with the standard 175/65 R14, now tubeless tyres, but in case
any one is interested, the 185/55-R15 we had on our car will make an ideal upgrade.
Despite the lower profile of the tyres, the City ZX VTEC rode over bumps much better
and the stiff edge to the ride no longer exists. Fewer bumps are felt in the cabin at low
speeds and ride quality at higher speeds is seriously impressive.
The car looks different and sports new detailing, but why did Honda go in for a revamp a
mere two-odd years after its launch? And this when the City’s looks have grown on
Indian customers? The answer to that lies in Thailand, where the City’s looks didn’t find
too many takers and also landed the car an unsavoury nickname.
So Honda decided to reduce the visual bulk and make it less MPV-like, with some fresh
detailing thrown in as well. To start with, the bonnet is 65mm longer and has a shallower
rake. Honda’s designers have also introduced an additional horizontal layer to the front
and the rear of the car, in order to reduce that bulkiness which, at times, made it look
awkward. An all-new front bumper juts out farther from the body, the pointed chin has
disappeared and the large air inlet on the lower part of the bumper is now upturned.
The rear too is less radical, visually less tall and bulky due to a new, more prominent
bumper and wider tail-lamps. And yet there is more bootspace — 10 litres of it. While
the design seems to have lost a lot of the old car’s originality and much of its nice
detailing, Honda has achieved its objective of making the City look more ‘car-like’.
The changes to the interior are not as radical, but
the insides of the VTEC feel more plush and that’s
thanks to a new, more attractive dual tone interior
and electro-luminescent dials. The other changes —
a few brushed aluminium garnishes and
an improved stereo, among others — are minor.
Comfort, both at the front and the rear, is superb, with rear seat comfort outstanding.
Indian mythology and folklore is filled to the brim with tales of kings, who reclaimed
their kingdoms. The VTEC is unlikely to get such a response today, as the game has
moved on over the years.
It certainly won’t have the same effect on the market as the original 1.5 did when it was
launched back in April 1998.
But the new VTEC motor makes the City, with its recent interior, suspension and steering
upgrades, a better all-rounder than the old car ever was. Comfortable, fast and nice to
drive with no genuine vices, Honda has given its class-leading entry saloon a new lease
of life.
The City has now got back some of its lost character. Honda’s more affordable pricing
strategy also means the ZX VTEC at Rs 8.41 lakh, ex-showroom Mumbai, Rs 84,000
more than the popular GXi, is well within reach. And that’s reason enough to celebrate.

HONDA CITY ZX VTEC

Fact File
Price Rs 8.41 lakh (ex-showroom Mumbai)
Power 100bhp
Torque 13.5kgm
Power to weight 94.3bhp per tonne

Length 4390mm
Width 1690mm
Height 1485mm
Wheelbase 2450mm
Weight 1060kg
Fuel tank 42 litres

Engine 4-cyls, 16 valves 1497cc, sohc Installation Front, fwd

Compression ratio 10.1:1
Specific output 66.6bhp per litre (est)
Bore/stroke 73/89.4mm
Gearbox type 5-speed, manual

Front suspension MacPherson strut, coil spring, gas- pressurised

shock absorber, anti-roll bar
Rear suspension Torsion beam, coil spring, gas-pressurised shock
absorber
Front brakes Disc
Rear brakes Disc
Tyres 175/65 R14

Speed Read
Styling Fresh details and longer nose mean looks are less radical
Engine Refined, flexible and blessed with awesome top-end power
Handling & ride New steering and suspension tuning a big improvement
Brakes Discs all round and great stopping power, but no ABS
Cabin quality Two-tone interior has good quality levels
Practicality Comfortable, with big boot and good reliability and service
Value for money Not cheap, but you do get a lot of car

FIRST VERDICT
A fast, fun to drive, comfortable and practical car.