Ford Ikon embodies thrilling style with a fun-to-drive spirit. Ikon optimized suspension design, a balanced chassis and sharp steering precision; make it a fun machine to drive. Ford Ikon comes with highly developed Dynamic Safety Engineering (DSE) program. Some of the key safety features include side impact beams, crumple zones, a monocoque body and the latest in occupant restraint systems. Ford Ikon is available in six variants - 1.3 LXi, 1.3 Flair, 1.6 EXi, 1.6 ZXi, 1.8 EXi, and 1.8 ZXi.

This model of Ford Ikon is well equipped with many safer and comfort-providing features that are really important for secured driving. Those mentionable features of Ford Ikon are laminated windscreen, boot light, central locking and electric fuel cap release, center high mount stop light, steering column lock, child-proof rear locks , front and rear seat belts, anti-submarine seats, etc.

These new edition of the Ikon Flair is designed to garner the attention of the young icons who are keen begin their experience with four- wheelers with a world-class stylish sedan. The 1.3 L Ikon Flair 2006 comes equipped with the best-in-class features, a responsive Rocam engine and added special. The new Ford Ikon 1.6 EXi is powered by the 1.6 liter Rocam petrol engine, delivering 91 HP @ 5500 rpm and a peak torque of 130 Nm @ 2500 RPM. The new Ikon variant comes complete with a sporty steering wheel, power steering, power windows, central locking, tachometer, electric boot release and sparkling clear headlamps.

With the introduction of the 1.6 EXi, there are now 7 variants of the Ford Ikon for customers to meet their preferences for performance, luxury, styling and affordability. The 1.6 EXi is available with customized finance options at competitive interest rates, offering EMI s comparable with that of top-end small cars. Ford India plans to expand its dealer network across the nation to over 80 dealer outlets from the present 68, enhancing its consumer reach to more than 70 cities. Ford India is targeting a total sale approaching 50,000 units (including exports) in the calendar year 2002.

Ford Ikon is India’s largest exported car, with every two out of three cars exported from India being Ford Ikons. Recently Ford India Limited achieved the distinction of being the first Indian automobile manufacturer to start exports of Ford Ikon components to China. Ford Ikon is currently being exported as CKD units to South Africa, Mexico and Brazil.

SOHC Design – Simple and Effective: The 1.6-litre ROCAM single overhead camshaft (SOHC) with advanced engine architecture has been developed to operate reliably over extended periods in extreme conditions with maximum reliability and minimum maintenance. Primary design parameters for this new SOHC engine include: robust operation over 150,000 km, low internal friction, low weight and reduced manufacturing costs.

The engine configuration is based on a cast-iron cylinder block with an aluminum alloy head and a structural cast-alloy oil pan. It features a single overhead camshaft operating two valves per cylinder to maximize low-end torque and increase durability. A long-life, maintenance-free chain drives the camshaft, which operates the valves via low-friction finger followers and hydraulic lash adjusters.

The cylinder block provides efficient combustion chamber proportions with a good surface to volume ratio. It is one of the most compact and mass-efficient engines in the 1.6-litre class. The new Ford 1.6-litre RoCam engine features a cross-flow head design with staggered valves inclined at eight degrees. The combustion chamber is a heart-shaped depression with a smooth cusp and a central spark plug position.

Chain-drive SOHC: A single roller chain drives the overhead camshaft with a chain guide on the tension side and a pivoting tensioned arm on the slack side. It is operated by a hydraulic plunger to keep the system free from rattles for at least 240,000 km without adjustment.

Cooling System: A flow module mounted on the rear face of the cylinder head controls the cooling system. It is connected to a front-mounted, low-loss water pump by an internal gallery. The coolant control module incorporates all the connectors for the radiator and heater matrix, with a spring-loaded by-pass thermostat. It provides a parallel coolant flow split of 70/30 through the head and block to improve engine cooling and reduce thermal gradients in extreme conditions. A short water jacket is used to reduce the water volume and improve warming-up for lower exhaust emissions and improved fuel economy.

Sealing Integrity: The design and installation of all gaskets provide maximum resistance to leaks and special attention has been paid to the accessory drive system to improve its operating life and reduce noise. The crankshaft nose directly drives the oil pump, while the water pump, alternator, power steering pump and air conditioning compressor are driven by a single serpentine poly-vee belt drive. The belt material, groove profiles and geometry have been developed for long life; while a dynamic tensioned and in-plant gauging ensure the drive system can operate consistently in service for long periods without maintenance.

Engine: 1.3 L Rocam Petrol that generates 70PS @ 5500 rpm and 105 NM of torque @ 2500 rpm. It has a computer controlled engine management - EEC V - for improved power and fuel efficiency. The Sequential Electronic Fuel Injection (SEFI) plays a vital role in emission control by injecting metered quantities into the inlet tract for each cylinder at the optimum point in the combustion cycle.

Engine Power and Torque: The SOHC engine provides strong levels of low-end torque for maximum flexibility and strong performance even in fully laden conditions. Maximum power is 70kW @ 5,500 rpm, while peak torque is 137 Nm at 2,500 rpm.

Emission Control Equipment: Low emissions on the 1.6-litre SOHC engine are achieved by a number of different features, which include: sequential electronic fuel injection, advanced gas dynamics and a smart open-loop Bosch Motronic engine management system. The latest techniques used by the Ikon power train team in the engine development and testing include: component and calibration development using computer-controlled test cells with fully dynamic engine dynamometers; computational fluid dynamics (CFD) for optimizing exhaust flow and rapid prototyping for the manifold development.

Air-conditioning: The Ikon’s air-conditioning system operates with environment friendly refrigerant R134A with no chlorofluorocarbons (CFCs). The air-conditioning system is integrated with the ventilation system and heater - optimal for India’s extreme climate. The Ikon is the only car in its segment with a dedicated AC vent for its rear seat passengers.

Central locking: Central locking is offered as standard across all the variants and can be operated using the key on either of the front doors. The remote locking fuel filler cap is connected to the central locking on all the series.

Transmissions and Gear Ratios: The Ikon offers the latest Ford iB5 manual five-speed transaxle, which has been significantly refined to improve reliability and durability in service and reduce shifting efforts and interior noise. Double-cone synchronizers are fitted to first and second gears to reduce downshift efforts and improve transmission durability. Other features designed to increase service durability include large, single cone synchronizers on third, fourth and fifth gears, wide final drive pinions and heavy-duty bearing seals.

The latest type of floating gearshift linkage gives the Ikon improved shift quality and reduced vibration. Engine torque reactions are eliminated from the shift mechanism by isolating the relative movement of the lever housing from the selector rods. Equal length side shafts reduce torque steer and improve refinement. The longer, right-hand shaft reduces engine vibrations.

Both Ikon models are fitted with the ‘B’ set of gearbox ratios that give a good spread of ratios from 3.58 to 0.76 and flexible torque. First gear is relatively low, for difficult surfaces and heavy loads, while the upper ratios are more progressively spaced. With a final drive ratio of 4.06:1, good low-speed lugging power is combined with easy cruising on main roads.

Comfort & Convenience: The Ikon’s compact exterior is, in fact, wrapped around a highly comfortable interior. Plush seats, ample headroom, a wide choice of stowage locations and an eye for convenience transform the interiors into a highly desirable place to be in.

Contemporary SEFI technology and computer controlled engine management system - EECV - for enhanced power and performance. Sporty good looks, luxurious interiors and generous boot space complete this special package. The new Ford Ikon 1.3 - a special value offering that takes you straight to the josh zone.

Best-in-its-class seating and lower back supports keep fatigue firmly away. Easy entry and exit, generous head, leg and shoulder room, a special rear comfort package that includes an extra aircon vent for the back, optimum reat seat inclination and two reat reading lamps, make the miles disappear effortlessly.

Safety: The Ford Escort has been designed on the principles of Dynamic Safety Engineering (DSE), which ensures that the car manages impact more efficiently, distributing loads more evenly through specific stress paths, and leaving the occupants protected.

Technical Specifications

Engine

	1.3L SOHC
Displacement	1299 cc
Max. power	70 PS@5500 rpm
Max. torque	105 Nm@2500 rpm
Cylinders	4 in-line
Fuel injection	SEFI
Compression ratio	10.2 : 1
Emission level	Stage III

Transmissions

	Ford B5 manual five-speed transmission
Gear ratios:
1st	3.58
2nd	1.93
3rd	1.28
4th	0.95
5th	0.76
Reverse	3.62
Final drive ratios:
1.3 SOHC M5	4.06

Suspension

Front	Independent MacPherson struts with offset coil spring/damper units and lower L-arms in optimised vertical bushes mounted on separate sub-frame.
Rear	Semi-independent twist-beam with strut-type coil spring/damper units. Dual-path body mounts.

Steering

Type	Fixed ratio rack and pinion with power assistance (PAS)
Turning diameter (kerb-to-kerb)	9.9 m

Brakes

Type	Dual circuit, diagonally split, hydraulically-operated disc front and drum rear. Vacuum servo assistance. Rear brake pressure control valve.
Front	240 mm dia. x 20 mm wide ventilated discs
Rear	180 mm dia. drums with 30 mm wide shoes

Exterior Dimensions

Overall length	4140 mm
Overall width	1634 mm
Wheelbase	2486 mm

Interior Dimensions

Head room - Front	982 mm
Head room - Rear	968 mm
Leg room	1036 mm
Shoulder room	1325 mm

Fuel

	1.3L SOHC
Fuel type	Unleaded petrol
Fuel tank capacity (Litres)	45

Features
Safety	1.3 Flair

S - Standard. O - Optional. na - Not Available.

Laminated windscreen	S
Child-proof rear locks	S
Front and rear side impact door beams	S
Front and rear seat belts	S
Headlamps-on warning buzzer	na
Centre high mount stop lamp	S
Sporty fog lamps	S
Ford Dynamic Safety Engineering (DSE)	S
Central locking and electric fuel cap release	S
Sparkling clear headlamps	S

Comfort and Convenience

1.3 Flair

S - Standard. O - Optional. na - Not Available.

;

400 litre luggage compartment capacity	S
Interior theme - truffle	S
Instrumentation-black dials	S
Smaller sporty steering wheel	na
CFC-free air-conditioning	S
Tachometer	S
Power windows	na
Two 45 watt speakers	S
Boot light	S

Power and Performance

1.3 Flair

S - Standard. O - Optional. na - Not Available.

Euro III compliant	S
5 speed manual transmission	S

Handling

1.3 Flair

S - Standard. O - Optional. na - Not Available.

Power steering	S
4.9 metre turning circle radius	S
Front suspension - McPherson strut mounted on separate sub frame	S
Rear suspension - Heavy duty twist beam with strut-type coil spring/damper unity	S
Brakes: front disc/rear drum	S

The new Honda City is probably the most successful model marketed by Honda in the ASEAN region. It is a bold new model, featuring what many Honda fans consider a ‘futuristic design’ that is based largely on the platform of the highly successful Honda Fit/Jazz. Coming out of Honda R&D Asia in Thailand, it was originally launched in only 1 variant, what has now come to be called the ‘City I-DSI’ featuring the new L15A 1.5l I-DSI engine. I have reviewed the Honda City I-DSI extensively here on TOVA; it is an excellent vehicle with plenty of ‘go’ and superb fuel economy - a fine all-rounded vehicle.

Early this year, Honda Asia launched a new variant, the Honda City 1.5l VTEC. This new VTEC variant turned the City range into a 2 variants line-up by adding the much eagerly awaited performance-oriented variant, what might be called a City ’sports sedan’. Launched first in Thailand as usual, for Malaysia it was launched back in late-July by Honda Malaysia, a much awaited event by Honda and City enthusiasts. A short while after attending the launching, around early August, I got the invitation to attend the City VTEC’s media test-drive session to be held at the hill-top resort of Bukit Tingyi. It was a very interesting session where Honda Malaysia also brought in some engineers from Honda R&D who designed the City VTEC to participate.

Technical Coverage

First of all, let’s take a close look at the new City VTEC from the mechanical point of view. The obvious approach would be to compare it to the I-DSI version. In this comparison, the main differences between the I-DSI and the VTEC version centers on 3 main areas: engine-gearbox, suspension-brakes, and the rest of the car. On the new City VTEC, the star is undoubtedly the L15A VTEC engine. This is a 16V SOHC VTEC version of the L15A. It is rated for 110ps compared to 88ps of the I-DSI and has 4 extra valves and VTEC but without I-DSI, using the standard 1 spark-plug per cylinder.

VTEC is implemented on the intake side only and it is a 12V-16V VTEC mechanism, implemented via a 2-rocker/2-cam lobe arrangement that is now more or less standard on Honda’s intake-only VTEC engines, including the K-series. This mechanism was first used on the 1.5l D15B SOHC VTEC-E engine on the 1991-1995 EG8 Honda Civic ETi, an engine focused for maximum fuel economy. However, associating this 2 rocker-2 cam lobe system as a VTEC implementation solely for fuel economy would be wrong. On the current generation of K and L series engines, it is used for a balance of good power with good consumption (economy); the 12V mode targeting max possible fuel economy and the 16V mode targeting max possible power.
The 2 rocker-arm mechanism is shown clearly on the photo on the right. This photo of the rocker-arm mechanism is taken from a real cutaway engine Honda Malaysia displayed at the Honda City VTEC launch event at the 1Utama shopping mall. On the ‘VTEC off’ mode, the two rocker arms work independently, driven by 2 separate cam lobes on the single camshaft.

However, only 1 of the cam lobe has a profile that works the valve, the other is a flat ring that leaves its rocker arm motionless and the associated valve inactive. ‘VTEC on’ mode locks the 2 rocker arms together and now both rocker arm and both intake valves are driven by the working cam lobe. The L-series engines are of course designs which emphasize on fuel economy. The I-DSI dual spark system is designed to enhance combustion of the air-fuel mixture - for more complete combustion and thus get maximum mileage. The L15A VTEC engine is this same basic design but now re-specked for maximum possible power output without sacrificing too much in fuel economy and most importantly with the engine still ULEV compliant. To see the level of tuning adopted for this 2 rocker/cam-lobe VTEC in the proper perspective, think of it as a 1-’wild’ and 2-’wild’ cams mode. In ‘VTEC-off’, there is 1 ‘wild’ cam-lobe working 1 rocker arm and of course 1 of the intake valves. With VTEC ‘on’, both rocker arms are now being driven by the same cam-lobe and so effectively it’s like 2 rocker arms both working with a ‘wild’ cam profile.

While it is not totally possible, these modes do give a good approximation to doubling the amount of air-flow into the engine once VTEC activates both rocker arms. I asked the Honda R&D engineer in charge of the engine for the VTEC changeover point and was told it varies depending on the throttle position. The change points are 2,300rpm for full throttle and 3,400rpm if partial throttle. The camshaft-valve train is not the only change to the L15A to generate the extra 22ps. The intake manifold itself is different on the L15A-VTEC, having larger runners for more air-flow at higher-rpms. Internally, the engine also features some additional enhancements like aluminum roller-rocker arm assembles for lower operating friction and thus less power loss through internal friction. The exhaust system has been enlarged for a higher flow-rate to cater for the higher power delivery.

Now in the absolute term, the 110ps of the City VTEC’s L15A engine may not be a fantastic level of power output. But then, it is also important to have a sense of perspective. For the market segment at which the City I-DSI and City VTEC is targeted at, 110ps in relative terms is really very high power. The 1.5l DOHC VVT-I Toyota Vios with 109ps used to dominate this segment for max power but this new City VTEC is now right at the top of all cars available in the segment. In relation to the original City I-DSI, one needs to bear in mind that 110ps represents a 22ps increase and that is a massive 25% power increase! So for the general choices available in this market segment, for e.g. the owners of the original City I-DSI who have been ‘making do’ with ‘only’ 88ps, 110ps is really a lot of power.

Compared to the 88ps I-DSI engine, the VTEC engine delivers in the upper mid to high rpms. Indeed, at rpms below 3,000, the VTEC actually delivers less torque (i.e. less power) than the I-DSI, consistently 0.2kgm across the relevant rpm range. After 3,000rpm, the advantage offered by the VTEC mechanism really comes into the picture and while the torque of the I-DSI engine is now dropping steadily, the torque of the VTEC engine continues to rise, finally peaking at 14.6kgm at a high 4,800rpm, 1.2kgm more than the I-DSI. The redline of the two engines are slightly different as well, the L15A I-DSI redlining at 6000rpm while the new L15A VTEC redlines at 6,300rpm. This difference between the 2 engines’ power characteristic can in fact be quite easily felt when ‘dragging’ in 7-speed mode, the VTEC being very revive in the higher rpms.

While the I-DSI engine strains to rev up beyond 4000 - 4500rpm, the VTEC charges steadily onwards to the 6300rpm redline and with plenty of aural entertainment. The engine note of the I-DSI is already surprisingly sporty but the VTEC brings the aural quality up one notch higher. The car has an acceptably spacious cabin. Compared to other cars with similar dimensions (accent, Baleno, Aveo, Fiesta, Lancer, and even Corolla), City has good legroom both front and rear. I am 6′3″ and even with front seat set back all the way, I can fit myself in the rear seat. I can manage this only in a Corolla, and the new Lancer Cedia. Compared to other cars in same price range, the interiors feel better. Aveo is the only car that comes close with dual tone interiors.

I get about 11-12 kmpl (km per liter) in the city, and 14 on the highway, pretty good numbers for an automatic. I had expected the city figures to be 9-10, so this beat my expectations. Mind you though, I am not an aggressive driver at all. In fact, if I was the racing type, I would have considered another car. To achieve the new look, the City has been lengthened by 80mm – 65mm at the front end and 15mm at the tail. Its nose has also been raised by 30mm to reduce the sloped look. Accompanying the new shape is a redesigned larger grille and front bumper with housing for integrated fog lamps, bringing the City’s face in line with the up market Accord and Civic models. The rear taillight cluster has also been reworked to extend onto the boot lid area. A new rear mini spoiler completes the vehicle, giving it a sporty look. Honda is offering customers two 1.5-litre engine options – the fuel-efficient I-DSI (intelligent dual sequential ignition) type and the powerful VTEC (variable valve timing lift electronic control) variant – for its City line-up.

The I-DSI engine, with two spark plugs per cylinder, churns out a maximum power output of 65kW at 5,500rpm while the VTEC produces an output of 81kW at 5,800rpm. Although the engines were derived from the older City, Honda said that they have been improved for better performance and fuel efficiency. During our recent media test drive from Kuala Lumpur to Kuantan, we felt that the City fitted with the I-DSI engine had sufficient oomph for fast overtaking with four persons on board.

The inside story

The City’s cabin has been designed to maximize space and there really are oodles of it inside. Though I don’t often take the back seat, it really is a remarkable place to be in the City VTEC - plush and comfortable, loads of legroom and headroom. It isn’t perfect though. On the highway, at medium to high speeds, there is a slight amount of wind noise inside the City’s cabin - and that can intrude on your peace and quiet. Apart from that, there is nothing to not like it. Simple, ergonomic controls, uncluttered dashboard layout, an adjustable steering wheel, easy to read instruments - nothing extraordinarily outstanding, but everything that’s needed to make everyday life with this car as hassle-free as possible. The beige/grey color scheme looks okay (though I would personally prefer a more understated grey/black job…) and the twin glove boxes are a nice touch.

What lies beneath?

Ah, the engine. People don’t buy cars for their cup holders, beige upholstery or remote adjustable mirrors alone. They buy a car for what lies beneath the hood. And in the case of the Honda City, that’s a 1497cc, SOHC, 16-valve, inline-four. One that makes 101PS@5800rpm and 137Nm@4800rpm. The engine’s party piece is its Variable Valve Timing and Lift Electronic Control (VTEC) mechanism, which increases combustion efficiency and enhances its power delivery characteristics (refer to the box alongside on how VTEC works). Unlike the Fiesta engine, which uses double overhead camshafts (DOHC), the VTEC only uses a single overhead cam (SOHC), but performance is still fairly engaging. There’s little drama here - no sporty growls emitted from the exhaust and the engine doesn’t wail and scream at high revs - but it gets the job done all right. You know what they say about the strong, silent types.

The City VTEC uses a super-slick five-speed gearbox to transfer its 101PS to the front wheels. With a kerb weight of 1065 kilos, 101PS is not going to result in tarmac shredding performance. And indeed, when you first floor the throttle, the new City VTEC doesn’t seem to be as gutsy and fiery as the old one. It certainly accelerates harder than an I-DSI City, but then that car is 23PS down on the VTEC, so that isn’t saying much. Still, for what it’s worth, the City VTEC goes from zero to 60km/h in 5.46 seconds, from zero to 100km/h in 11.52 seconds and on to a top speed of more than 185km/h. It won’t have you OD’ing on adrenaline, but it doesn’t feel sluggish either. Light clutch, creamy smooth gearbox, tractable engine - driving the City VTEC over long distances leaves you relaxed and comfortable. The car also averages a wallet-friendly 17kmpl, so you get a nice mix of performance and fuel efficiency.

On the road

On to ride and handling, then. Like the I-DSI, the City VTEC uses McPherson struts at front and H-type torsion beam suspension at the back. However, spring and damper rates have been tweaked and things have been firmed up at both ends. I’d say ‘neutral’ is the word that best describes the car’s handling. It doesn’t exactly beg to be chucked around corners, but won’t complain if that’s what you insist on doing. With 14-inch wheels shod with 175/65 rubber, road holding is adequate, but 15-inch wheels and wider, lower profile rubber really would have given the City a more sure-footed feel. The VTEC gets disc brakes all around which is a blessing, but Honda have still left ABS out of the picture.

The electric power steering is a boon in tight traffic situations, but doesn’t provide much in the way of tactile feedback at higher speeds. That’s not necessarily a criticism. I really don’t think too many people in our country are bothered with things like steering feedback and handling prowess - what they really want is ride comfort, and the City VTEC does ride very well. In fact, perhaps due to the re-jigged suspension and damping rates, it insulates its occupants from road irregularities very well indeed and that’s probably what matters most.

The car’s weight to power ratio is better than any other comparable car in its class. The 16 valve MPFI engine offers you 100 bhp in the 1.5 liter engine model and 90 bhp for the 1.3 liter engine. The body is very aerodynamic and with less friction at high speeds makes the car very fuel efficient. The air conditioning of the City has been rated top notch and had to be designed to work in tropical weather conditions. The AC does not seem to affect either the performance or the efficiency of the engine. Other features include internally adjustable door mirrors; rear center armrest, body color bumpers, remote fuel cap release, remote hood release, childproof rear door locks, trunk light, driver’s tray and pocket, intermittent wipers with mist plus optional alloy wheels are available as well.

Siel currently has plans to launch the Accord in India by mid-2001. Honda is seriously considering producing the Accord at its Noida, India plant, instead of importing it from Japan. Honda would benefit from being seen as a manufacturer with a good range of locally-produced products in India, as well as avoiding the uncertainty of the level of duty incurred on imports from April 2001. The Accord will be targeted towards City owners considering an upgrade. The City will be three years old at the time of the Accord launch. Honda also wants to attract the segment of buyers above the City, which until now has been an unexplored market. They expect to sell 3000 Accords per year through their existing network. The Indian version of the Accord is expected to feature a computerized climate control system, adjustable steering, retractable door mirrors and electrically powered seats. It will also have Honda’s 2.3-litre VTEC engine with 150bhp output.

Fuel Economy

Great. Averaging around 15 - 16 km/l, on a mixture of highway and urban driving. My normal drive to work is from Bandar Kinrara to Pusat Bandar Damansara. In case that sounded like Greek to some of you, what it means is - I have to drive 25 kms, mostly on a highway which will normally have long sections of slow moving urban crawl, at least 1 section of badly congested traffic where 2 kms takes 20 minutes to travel, and a few stretches where traffic flows freely. Now, multiply that by 2 (because I need to drive home) and then by 5 (because I work 5 days every week) … and that’s my driving week. This sort of drive will yield fuel consumption of around 15 - 16 km/l. Done 17 km/l before on pure highway driving.

Let’s be honest, I am a ‘normal’ driver. I don’t normally drive at speeds above 90 km/h on my work commute, simply because there isn’t any reason to. I find that when you push the car (keep it revving above 3,000 rpm), then fuel economy goes south. This shouldn’t surprise anyone - it’s well known that going easy on the gas pedal will generally help improve fuel economy. So, if you drive reasonably, fuel economy is very good. If you keep to just about 2,000 rpm as consistently as you can, then you’ll find your petrol ringgit stretches more.

Suspension

With the correct tire pressure, the car’s suspension is decent. It’s a bit on the harder side of things - that’s the way it is, says my Honda service guy - which makes a sporty ride. But you’ll know immediately when tire pressure needs to be adjusted - the bumpiness factor just increases dramatically. Imagine driving a motorboat head on into a 3 foot wave. Not nearly that dramatic, but you get the idea.

I think that covers the question most owners would have once they’ve owned a car for a bit. I’m all for practicality - thus this is a great fit for me. I would be having epileptic fits if I have to go through some of the Proton service or Toyota service I’ve heard of. It’s serving me well, and I hope it’ll stay that way. I heard some rattling noise issues with only 1 other City owner (iDSI, lady owner), but I don’t have the same issue, and others I know of have not reported the same, so I’m assuming she’s unlucky.

The aircon is fine as well. One of the previous complaints (ESP in the original City model) is about the power of the air conditioning system. I don’t know if there’s a problem in that one, but this 2006 Honda City VTEC, cool is not a problem. Take it from a man who hates the heat when driving. I think my windscreen wiper might need to be replaced, but other than that, no worries at all. In all, a great car. Happy 10,000 km, Moz Mobile.

Technical Specification

Dimensions & Weights	EXI	GXI (CVT)
·  Overall Length (mm)	4390
·  Overall Width (mm)	1690	1695
·  Overall Height (mm)	1495
·  Wheelbase (mm)	2450
·  Ground Clearance (mm)	160
·  Fuel Tank Capacity (L)	42
·  Trunk Space (L)	500
·  Kerb Weight (kg)	1055	1060 (1085)
Engine
·  Configuration / Cylinder	4-Cylinder, In-line
·  Valve / Fuel	8- V Petrol
·  Fuel system	PGM-FI (Programmed Fuel Injection)
·  Displacement (cc)	1497
·  Engine Type	i-DSI
Transmission
·  Manual	Synchromesh - 5 Forward, 1 Reverse
·  CVT		(Continuously Variable Transmission)
Performance
·  Max. Horsepower (PS / rpm)	77 / 5000
·  Max. Torque (kg-m / rpm)	12.8 / 2700
Suspension
·  Front Suspension	McPherson Strut with Stabilizer
·  Rear Suspension	H- Type Torsion Beam Suspension
Steering
·  Steering System	Rack & Pinion
·  Power Assisted	Electric Power Assisted
·  Min. Turning Radius (m)	4.9
Brakes
·  Type	Servo Assisted Hydraulic
·  Front Brakes	Ventilated Disc
·  Rear Brakes	Drum
Tyres & Wheels
·  Type	Steel
·  Size	14 X 5 1/2 JJ
·  Tyres	175 / 65 R14 (Tubeless)