AUTONEWS

Lamborghini Urus vs Ferrari Purosangue

The Lamborghini Urus has long led the imagination of those looking for a mix of an SUV and a super sports car, capable of overcoming 300 km/h and 100 km/h in just over 3 seconds, while being able to tackle rough roads and excursions outside road with great ease. But now the renowned Italian super SUV now has a worthy opponent, for yet another neighbor — Lamborghini's headquarters in Sant'Agata Bolognese is just 35 km from Ferrari's birthplace in Maranello — and long-time rival, the new Ferrari Purosangue.

The Urus is an SUV capable of beating many super sports cars in terms of speed and quickness, with its most powerful version, the Performante, boasting 666 hp and 850 Nm of torque, extracted from a 4.0 V8 biturbo engine. Weighing 2225 kg, this most spacious of Lamborghini models is capable of reaching 306 km/h, surpassing the 100 km/h mark in just 3.3 seconds.

Ferrari, as usual, does not leave its credit in the hands of others and designed the Purosangue slightly shorter than its rival (4.973 m versus 5.137 m) and slightly lower (1.589 m instead of 1.618 m), but with similar width and wheelbase. Furthermore, it is likely that the Ferrari has an advantage in weight, as it weighs 2033 kg on the scales against the Lamborghini's 2225 kg, although the car from the brand created by Enzo Ferrari has a larger 6.5 naturally aspirated V12 engine. The Purosangue enjoys greater power (725 hp instead of 666 hp), but a lower torque (716 Nm compared to 850 Nm) because the V12 is atmospheric and not supercharged like the V8.

In practical terms, Ferrari and Lamborghini are equal in terms of acceleration capacity, both claiming 3.3 seconds from 0-100 km/h, with greater power (and probably better aerodynamics) explaining the slightly higher speed of the Purosangue ( 310 versus 306 km/h).

The British at Carwow were the first to be able to put the most powerful and fastest SUVs on the market head-to-head on the track, comparing for the first time the acceleration capacity in the half mile (start from 0 to 804 meters), as well as the capacity to accelerate from a standing start and to brake fully from 160 km/h. See below who proved to be the best, between Urus and Purosangue.

Mundoquatrorodas

 

AUTONEWS

Electric cars pile up at European ports as Chinese firms struggle to find buyers

China's automotive industry has revolutionized over the past decade, from producing basic western clones to making cars that equal the world's best. As the manufacturing powerhouse of the world, China is also producing them in huge volumes.

However, Chinese cars are facing difficulties in finding buyers in Europe. Imported cars, many of which are Chinese electric vehicles, are piling up at European ports, with some spending up to 18 months in port car parks as manufacturers struggle to get them onto people's driveways.

Why is this, though? Chinese electric vehicles in particular are getting positive reviews. Having driven them myself, I can attest to them matching, or even exceeding, the well-known European brands in range, quality and technology.

But entering an established market as a challenger is a complex operation. Chinese makers will have to contend with buyer wariness, a lack of brand image, trade protectionism and rapid outdatedness.

Lack of buyer faith...China's automotive expansion program draws parallels with the moves made by Japan in the 1960s and 70s. At that time, the product coming from Japan was commendable but lacked the finesse, design and longevity of their western counterparts. Japanese cars were thought of as tinny, underpowered and susceptible to rusting, as well as looking very generic compared to stylish European designs.

Memories of Japan's involvement in the second world war were also fresh in (particularly American) buyer's minds, who were slow to forgive a nation that launched the Pearl Harbor attacks. However, by constantly focusing on a reliable, relatively cheap and increasingly stylish product, Japan slowly turned this around to become the automotive powerhouse of the 1990s and 2000s.

China is viewed with suspicion by many westerners, and its carmakers are similarly hampered by their recent legacy of producing both endorsed and illegal clones of European cars. But with the lessons of the Japanese to learn from, Chinese cars are rapidly advancing to match and exceed existing alternatives.

Strategic purchases of brands like Volvo, Lotus and MG have also given China existing brands that are respected and, more importantly, have some of the best engineering knowledge in the world.

Yet, even after buying up western brands, Chinese automakers have proven unable to buy loyalty from existing customers of brands like BMW, Porsche, Ferrari and Ford. For these buyers, the history of the brand in terms of known reliability and even things like motor sport success is something that Chinese makers, like the Japanese, will have to build up over time.

It was Ford dealers who, in the 1960s, coined the phrase: "Win on Sunday, Sell on Monday". The phrase is as an adage to attest the fact that if buyers see a car winning a race, they'll be motivated to go out and buy one.

Existing manufacturers also have a legacy of reliability that buyers have experienced for themselves, giving a huge brand loyalty benefit. Add to this a lack of an established dealer network outside of China and you see how Chinese makers struggle against the established competition.

A challenging trade environment...China has a price advantage compared to Europe or the US. Economies of scale, excellent shipping links and cheap labor mean that Chinese cars are cheaper both to make and buy.

However, in many countries they are subject to high import tariffs. The EU currently imposes a 10% import tariff on each car brought in. And in the US, car imports from China are subject to a 27.5% tariff.

These tariffs may well rise further. The EU is conducting an investigation into whether its tariff is too low. If it concludes this later this year, higher duties will be applied retrospectively to imported cars.

Cars, and specifically electric vehicles, are also in a phase of their development where they see rapid changes and updates. Traditionally, vehicle models would see a market life of between four and seven years, perhaps with small updates in trim, color palette or feature availability.

But Tesla has turned this on its head. The Tesla Model S, for example, has seen almost continuous product updates that make it barely recognizable in terms of hardware from a car released in 2012. Chinese automakers have taken note. They are bringing out new models around 30% faster than in most other nations.

Tesla is supporting owners of older cars with upgrades, at extra expense, to bring them in line with the latest hardware. Without guaranteed software support like this, the rate at which Chinese automakers are bringing out new models could make buyers wary that the product they have bought will soon become outdated compared to buying a car on a more traditional update cycle.

How to succeed...Many of these factors can be fixed. They also chime more with private buyers than business buyers, who are more concerned with cost. Chinese makers would be well-advised to push harder into this market.

In the UK, the fleet market dwarfs the private market, and the situation is similar in Europe. Selling en masse to fleets and rental companies gets more cars on the road and allows more data about reliability to feed into the market.

The road to succeeding in a new market such as the EU will be slow and bumpy. But it's clear that China is laser focused on its global push. It remains to be seen whether this lack of buyers can be turned around.

Provided by The Conversation

 

GM

Chevrolet Trailblazer 2024: a basic SUV that combines strength, robustness and comfort at the same time

The new Chevrolet Trailblazer arrives renewed and brings unprecedented advances to the off-road SUV category. Chevrolet's large sports utility vehicle, in addition to more strength and robustness, makes dramatic progress in terms of comfort. The first public exhibition of the model takes place at Agrishow in Brazil.

The renewal of the Trailblazer, which shares the structure with the new S10, brought to the SUV all the innovations that the manufacturer recently presented for the pick-up, including the new generation of the Duramax 2.8 Turbo Diesel engine and the virtual cockpit concept composed of the digital dashboard and the new Chevrolet MyLink multimedia center.

In addition, Chevrolet's new SUV now features an 8.0-inch configurable digital dashboard and the latest generation of the 11-inch Chevrolet MyLink. It also comes with an induction charger, 12V socket and USB inputs of types A and C.

The most basic SUV on the market uses the traditional body-on-frame recipe, which is the ideal configuration for those who need a truly all-terrain vehicle.

While the S10 uses a leaf spring rear suspension, suitable for cargo, the new Trailblazer has a multi-link suspension, perfect for transporting people with maximum comfort.

The native Wi-Fi provides a signal that is up to 12 times more stable, compared to smartphones, and connects with the myChevrolet app to control car functions remotely, in addition to enabling remote updates of the vehicle's electronic systems over the internet - all of this makes up the most advanced connectivity package in its category.

The OnStar service includes 13 months of free Protect & Connect plan with 20 Gb monthly allowance for the High Country version. It is worth noting that the vehicle warranty is five years.

The progressive electric steering also underwent updates and has new mounting points, which reduced the level of vibration reaching the steering wheel and made responses more direct. This significantly improves the driver's perceptions, optimizing precision in maneuvers, regardless of speed. Another advantage is the telescopic column, which allows the steering wheel to be adjusted in depth, in addition to height adjustment.

The leap in comfort is completed with the greater use of soft touch materials and the new front seats, which use multi-density foam. Those traveling in the rear seats have an air conditioning system with intensity control and diffusers on the ceiling, just like on airplanes.

The central part of the seat and the back are softer, while the side supports adopt firmer compounds. This combination guarantees better accommodation both on road trips with the family and on extreme trail adventures. The reduction in noise and vibration levels is also notable. The merit of additional acoustic panels on the doors, columns, ceiling and even the fire wall.

The most advanced in its category...Another new feature of the new Trailblazer is the sophisticated High Country version, which replaces the Premier. LED headlights, blind spot warning, rear cross traffic alert, push-button start and smart key add to the wide equipment package, which includes:

-automatic braking with pedestrian detection

-frontal collision alert

-lane departure alert

-tire pressure alert

-intelligent braking assistant

-automatic headlight switching

-high beam with automatic adjustment

-front and rear parking sensor

-rain sensor with automatic intensity adjustment

-high resolution rear camera

-electronic trailer sway control

-electrically adjustable driver's seat

Despite being a premium off-road model, the new Trailblazer combines robustness and low maintenance costs, without users having to give up technology. The completely renewed look of the front stands out for its grandeur and features that allude to classic Chevrolet utility vehicles.

The High Country version is characterized by chrome elements on the new grille, bumpers, trims and rear view mirrors, in keeping with the North American style. Hood, fenders, wheels, emblems and finishing of the lights and doors were also updated.

The engine used in the 2025 line is the award-winning new generation Duramax 2.8 Turbo Diesel, which now delivers 207 hp and 510 Nm. Maximum power is now available in a wider range, between 1,600 rpm and 2,400 rpm. This guarantees better responses under conditions of greater vehicle use.

This engine works with the new 8-speed automatic transmission, which also equips the American Colorado, but with specific calibration for the Brazilian market. In practice, this translates into linear accelerations, strong restarts and smoother gear changes.

Acceleration from 0 to 100 km/h is now done in 9.5 seconds (1s less than the previous model), while diesel consumption is 9.2 km/l in the city and 11.2 km/l on the highway - up to 12% more efficient, according to data from Inmetro.

The General Motors engineering team recalibrated the hydraulic shock absorbers and reviewed the entire geometry of the assembly. The tracks have been widened and the SUV now has high-performance tires - a rubber compound designed to improve fuel consumption, cornering stability and braking capacity.

Produced in Brazil, the new Trailblazer is Chevrolet's third launch scheduled for the year, out of a total of six. The model arrives at the brand's dealerships in mid-May.

Autonews

 

AUTONEWS

In Europe, trucks are a minority, but they cause 15% of fatal accidents

If light cars have no chance in the event of a collision with a truck, then what about a pedestrian, cyclist or motorcyclist. This disparity in dimensions and mass is very dangerous, for the lightest, whenever they touch or are touched by a monster that weighs up to 40 tons.

EuroNCAP, the European body whose aim is to reduce the number of fatalities caused by road accidents, has been increasing the safety of light vehicles in recent decades, requiring them to be equipped with deformable structures to protect the occupants and with systems designed to helping drivers avoid accidents, as well as solutions to minimize pedestrians and cyclists being run over, as well as reducing damage to the head, torso and limbs in the event of a collision. And the results are encouraging, because if 26,487 people died on European roads and cities in 2012, in 2022 only 20,653 were lost, which represents a reduction of 22%.

Those responsible for European road safety are now committed to carrying out the same transformation with heavy vehicles, trucks and buses, which represent just 3% of traffic and are responsible for 15% of fatal accidents. EuroNCAP will, therefore, adapt to trucks the same principles and technologies that worked satisfactorily in cars and light commercial vehicles, to reduce the road mortality rate.

The first phase will involve ensuring that independent entities test the solutions already available on the market, but now installed and adapted to heavy vehicles, to determine to what extent they prove to be as effective as expected, or how they need to evolve to be more efficient. As happened in cars, EuroNCAP hopes that consumers, especially in large fleets, will start to opt for safer vehicles, not only for economic reasons — because accidents end up costing companies money — but also for image reasons.

The aim is to reduce accidents and, at the same time, their severity. Hence, EuroNCAP has already made it known that it intends to introduce crash tests, but only in 2030. Thus, those responsible for the European Union intend to smooth the adoption of safety systems in heavy vehicles, reducing the costs and effort of manufacturers. Among the solutions to be introduced in the first phase, we can count on Intelligent Speed Adaptation, Autonomous Emergency Braking, Detection of the most Vulnerable Road Users (pedestrians and cyclists), Lane Keeping Assistant, Detection of Pedestrians Crossing a Perpendicular Road , Prevention of Collisions with Vehicle Removal and Monitoring Cameras.

This year, EuroNCAP will begin to draw up a ranking for trucks based on the system for evaluating the level of safety provided not only to those riding on board, but also to those traveling on board other vehicles, which are necessarily lighter, or to pedestrians, cyclists and motorcyclists. And time is not in abundance, as this organization hopes to publish the first rankings of the safest vehicles from November 2024, to confirm the effectiveness of its safety systems and driver aids, six years before starting with crashes. -tests.

Mundoquatrorodas

 

AUTONEWS

Explorer Eco: the solar-powered electric yacht with more than 1,000 kWh of battery

Sunreef Yachts is known for its luxury electric yachts, all powered by solar energy. The Polish company's portfolio already has elegant and large options, ranging from 60 to 100 meters in length, without forgetting the huge solar panels to power it.

In the new launch, the company decided to downsize: it launched its smallest electric yacht to date, the Explorer Eco 40m, but promised more advanced technologies than other vessels.

The Explorer Eco 40m, Sunreef's smallest yacht to date, is 40 meters long (hence the name);

It has a catamaran design rather than the aerodynamics of traditional hulls, which requires less energy for propulsion at sea and makes the electrical part more efficient;

This does not mean that it leaves aside the company's elegance, with an ultra-light and luxurious design;

Power is also not left behind, with a state-of-the-art electric powertrain consisting of two 540 kW motors and two 550 kWh batteries, adding more than 1,000 kWh for a very long-lasting ride;

The engine allows the vessel to reach a cruising speed of 10 knots (18.5 km/h) and a maximum speed of 14 knots (26 km/h).

Cutting-edge technology...The electrics of the luxury yacht are supported by a Sunreef “solar skin”. It runs over every inch of the outside of the boat's surface and captures sunlight to generate clean energy.

In a statement, the company revealed that it is the only one in the sector to incorporate solar cells into large-scale fiberglass structures for energy generation.

To improve, the yacht also accommodates 17 people (ten visitors and a crew of seven people).

Mundoquatrorodas

 

AUTONEWS

Tractor-trailers with no one aboard? The future is near for self-driving trucks on US roads

On a three-lane test track along the Monongahela River, an 18-wheel tractor-trailer rounded a curve. No one was on board.

A quarter-mile ahead, the truck's sensors spotted a trash can blocking one lane and a tire in another. In less than a second, it signaled, moved into the unobstructed lane and rumbled past the obstacles.

The self-driving semi, outfitted with 25 laser, radar and camera sensors, is owned by Pittsburgh-based Aurora Innovation. Late this year, Aurora plans to start hauling freight on Interstate 45 between the Dallas and Houston areas with 20 driverless trucks.

Within three or four years, Aurora and its competitors expect to put thousands such self-driving trucks on America's public freeways. The goal is for the trucks, which can run nearly around the clock without any breaks, to speed the flow of goods, accelerating delivery times and perhaps lowering costs. They'll travel short distances on secondary roads, too.

The companies say the autonomous trucks will save on fuel, too, because they don't have to stop and will drive at more consistent speeds.

The image of a fully loaded, 80,000-pound driverless truck weaving around cars on a super-highway at 65 mph or more may strike a note of terror. A poll conducted in January by AAA found that a decisive majority of American drivers—66%—said they would fear riding in an autonomous vehicle.

But in less than nine months, a seven-year science experiment by Aurora will end, and driverless trucks will start carrying loads between terminals for FedEx, Uber Freight, Werner and other partners. Aurora and most of its rivals plan to start running freight routes in Texas, where snow and ice are generally rare.

For years, it seemed as though the initial venture for autonomous vehicles would be ride hailing in large cities. But General Motors' Cruise robotaxi unit is struggling in the aftermath of a serious crash. And Alphabet's Waymo faces opposition to expanding its autonomous ride service in California. The result is that self-driving trucks are poised to become the first computer-controlled vehicles deployed in widespread numbers on public roads.

The interior of the cab of a self driving truck is shown as the truck maneuvers around a test track in Pittsburgh, Thursday, March 14, 2024. The truck is owned by Pittsburgh-based Aurora Innovation Inc. Late this year, Aurora plans to start hauling freight on Interstate 45 between the Dallas and Houston areas with 20 driverless trucks. Credit: AP Photo/Gene J. Puskar

The vehicles have drawn skepticism from safety advocates, who warn that with almost no federal regulation, it will be mainly up to the companies themselves to determine when the semis are safe enough to operate without humans on board. The critics complain that federal agencies, including the National Highway Traffic Safety Administration, take a generally passive approach to safety, typically acting only after crashes occur. And most states provide scant regulation.

But Aurora and other companies that are developing the systems argue that years of testing show that their trucks will actually be safer than human-driven ones. They note that the vehicles' laser and radar sensors can "see" farther than human eyes can. The trucks never tire, as human drivers do. They never become distracted or impaired by alcohol or drugs.

"We want to be out there with thousands or tens of thousands of trucks on the road," said Chris Urmson, Aurora's CEO and formerly head of Google's autonomous vehicle operations. "And to do that, we have to be safe. It's the only way that the public will accept it. Frankly, it's the only way our customers will accept it."

Phil Koopman, a professor at Carnegie Mellon University who studies vehicle automation safety, said he agreed that self-driving trucks can theoretically be safer than human-driven ones—for the very reason that they lack drivers who might become distracted or impaired. But he cautioned that the vehicles' computers inevitably will make errors. And just how the trucks will fare in real-world situations, he said, will depend on the quality of their safety engineering.

With billions of dollars in investments at stake, Koopman said, he wonders how the companies will balance safety decisions against cost concerns.

"Everything I see indicates they're trying to do the right thing," he said. "But the devil is in the details."

On the test track, reporters saw Aurora's semis avoid simulations of road obstacles, including pedestrians, a blown tire, even a horse. But the trucks were running at only 35 mph (56 kilometers per hour) in a controlled environment with nothing unexpected happening. (The trucks are being tested with human safety drivers on Texas freeways at speeds of 65 mph (105 kph) or higher.)

On the track, the trucks spotted obstacles more than a quarter-mile away and acted immediately to avoid them. Urmson said the trucks' laser sensors can detect people walking on a highway at night, far beyond the distance of headlights.

A self-driving tractor trailer maneuvers around a test track in Pittsburgh, Thursday, March 14, 2024. The truck, outfitted with 25 laser, radar and camera sensors, is owned by Pittsburgh-based Aurora Innovation Inc. Late this year, Aurora plans to start hauling freight on Interstate 45 between the Dallas and Houston areas with 20 driverless trucks. Credit: AP Photo/Gene J. Puskar

Since 2021, Aurora trucks have autonomously hauled freight over 1 million miles on public highways—but with human safety drivers in the cabs. There have been only three crashes, Urmson said, all of them caused by mistakes by human drivers in other vehicles.

A federal database that started in June 2021 shows at least 13 crashes with other vehicles involving autonomous semis, including three involving Aurora. In all the cases, the crashes were caused by other vehicles changing lanes or rear-ending the trucks. Sometimes, human safety drivers took over just before the crash.

Aurora won't compromise safety, Urmson said, even if ensuring it might delay the timetable for achieving a profit.

"If we put a vehicle on the road that isn't sufficiently safe—that we aren't confident in the safety of—then it kills everything else," he said.

Last month, when Urmson displayed the trucks to Wall Street analysts in Pittsburgh, he said the publicly held company expects to turn a profit by late 2027 or early 2028. To meet that goal, Aurora must succeed in putting thousands of the trucks on the roads, hauling freight from terminal to terminal and collecting a per-mile charge from customers.

The company's competitors—Plus.ai, Gatik, Kodiak Robotics and others—also plan soon to put driverless trucks on the roads hauling freight for customers. Gatik expects it to happen this year or next; the others haven't set timetables.

Don Burnette, CEO of Kodiak, said freeways are a better environment for autonomous vehicles than congested cities where ride-hailing robotaxis have been running. There are fewer pedestrians, and fewer unexpected things happen. Still, there are higher speeds and longer braking distances.

A self-driving tractor trailer is displayed at a test track in Pittsburgh, Thursday, March 14, 2024. The truck, outfitted with 25 laser, radar and camera sensors, is owned by Pittsburgh-based Aurora Innovation Inc. Late this year, Aurora plans to start hauling freight on Interstate 45 between the Dallas and Houston areas with 20 driverless trucks. Credit: AP Photo/Gene J. Puskar

In testing on highways with human backup drivers, Burnette said, Kodiak has never experienced a crash in which its trucks were at fault.

"At the end of the day," Burnette said, "these trucks should be much safer than human drivers."

Almost every year in the United States, a tractor-trailer plows into traffic that is stopped because of road construction, often causing deaths and injuries. By contrast, Burnette said, autonomous trucks pay attention all the time and are always watching 360 degrees.

Perhaps so. But at a Buc-ee's mega convenience store and gas station along Interstate 45 about 35 miles south of Dallas, the prospect of driverless semis struck a note of fear.

"It sounds like a disaster waiting to happen," said Kent Franz, a high school basketball coach in Chandler, Oklahoma, who was traveling to Houston for a wedding. "I've heard of the driverless cars—Tesla, what have you—and the accidents they've been having. Eighteen-wheelers? Something that heavy, relying on technology that has proven it can be faulty? Doesn't sound very comfortable to me."

Patti Pierce, a retired accountant from Plano, Texas, said she would be OK with the technology—in about a decade.

"I don't want to be on the road with them right now," she said. "I like the gadgets in my car, but I'm not sure the technology is good enough right now to have a truck that drives itself."

No federal regulations specifically cover autonomous vehicles, Koopman of Carnegie Mellon noted. Most states have no such regulations, either. Koopman said the automated-vehicle industry has persuaded many states to bar local governments from enacting such regulations. The result, he said, is that the public must trust the companies that are deploying autonomous semis.

The National Highway Traffic Safety Administration and the Federal Motor Carrier Safety Administration, both part of the federal Department of Transportation, lack authority to stop autonomous vehicles from going on the roads. If something goes wrong, though, they can require recalls or order trucks out of service.

"You can't expect the government to protect you here," Koopman said. "The company's going to decide when they think they're safe, and the only thing the regulator is going to do is judge them after the fact."

For the past five years, the motor carrier administration has been preparing safety standards for trucks with automated driving systems. The standards will govern inspections, maintenance and the remote monitoring of the trucks. But it's unclear when the rules will emerge from the regulatory process.

A self-driving tractor trailer is displayed at a test track in Pittsburgh, Thursday, March 14, 2024. The truck, outfitted with 25 laser, radar and camera sensors, is owned by Pittsburgh-based Aurora Innovation Inc. Late this year, Aurora plans to start hauling freight on Interstate 45 between the Dallas and Houston areas with 20 driverless trucks. Credit: AP Photo/Gene J. Puskar

In the meantime, the autonomous semi companies say they can help address a truck driver shortage, estimated by the industry to amount to 64,000 drivers. Yet there also are worries that autonomous trucks eventually will supplant human drivers and cost them their livelihoods.

The Teamsters union, which represents about 600,000 drivers, most of them truckers, is pushing state legislatures to require human drivers to monitor the self-driving systems, contending that they are unsafe. A 2021 Transportation Department study concluded that the nationwide use of fully automated semis was years away, giving drivers time to transition to other transportation and logistics jobs that will be created.

Aurora's Urmson said he thinks driverless semis will complement the work already done by human drivers, because many more goods will have to be moved for a growing population.

"If you're driving a truck today," he said, "my expectation is you're going to be able to retire driving a truck."

by Tom Krisher

© 2024 The Associated Press

 

DOSSIER

HONDA

POP 110i ES 2025: the brand's smallest, most affordable and best-selling motorcycle in Brazil is updated

Honda's history is marked by technical and marketing audacity, proven by models that won over customers both for their high technology and their perfect adaptation to their needs. A quick look at the brand's history places the Honda CB 750 Four, from 1968, as the ultimate example, possessing unparalleled technology in its time, which shed light on the motto, 'The Power of Dreams'.

However, impressing the world through the glamorous 'Four' was only possible because of another bold move, which appeared a decade earlier: the Honda Cub, an incomparable sales success that is at the root of Honda's power as a motorcycle manufacturer. And it is exactly the concept of simplicity, economy, durability and construction quality that guided the creation of the Honda Cub that gave rise to the Pop, in Brazil. Launched in 2007, the smallest and most affordable of the motorcycles produced at the Manaus, AM, factory. It fits the needs of Brazilians like a glove, eager to achieve simple, practical and, above all, economical mobility, both in acquisition and in everyday life.

In almost two decades, Honda Pop followed the same path, which has the word 'ease' as its guiding thread: ease of riding, ease of acquisition, ease of maintenance and ease of resale. The Pop is everyone's favorite - the first motorcycle of 67% of its owners -, with emphasis on the large proportion of women, no less than 40% of the model's users. To serve this legion of admirers, the 5th generation of Pop arrives, which can be defined with a simple phrase: even easier!

General details of the model...The Honda Pop 110i ES is characterized by the adoption of a new engine, which preserves the same architecture as the previous one, but with a significant increase in power (6%) and torque (5%), which are part of the common pillar to all Pops, reflected in fuel economy, reliability and durability.

The introduction of the four-speed semi-automatic transmission system and the electric starter represent a relevant evolution point. Already widely known to Honda customers for always equipping Honda Biz, the four-speed rotary semi-automatic transmission will significantly increase the ease of riding.

The electric starter brings the convenience of starting the engine via a simple button located on the right handle, an undeniable aspect of practicality and comfort, which will be especially appreciated by beginner motorcyclists who, as we have seen, represent a large portion of Pop users.

Another important aspect brought by the new Honda Pop 110i ES engine concerns the environment, with technical changes aimed at a significant reduction in harmful emissions into the environment. In comparison with the old engine, the emission of carbon monoxide (CO), hydrocarbons (HC), nitrogen oxides (NOx) and evaporative emissions reached levels that fully exceeded the Promot 5 requirements.

As for the cycling part, the Honda Pop 110i ES maintained the robust tubular steel chassis, with telescopic suspension at the front and a two-shock absorber system at the rear. The braking is of the CBS - Combined Brake System type, with drums on both wheels - 17 inches at the front and 14 inches at the rear -, shod with Michelin Pilot Street 2 tires. The dry weight remained unchanged, 87 kg.

The essentiality of Pop's design, one of its most striking characteristics, has been fully preserved. In fact, the minimalism of the surfaces that protect the chassis and components such as the tank, battery and electronic systems has always been valued precisely because it does not imply high costs in the event of falls or minor accidents. The identification of the new Honda Pop 110i ES will be primarily due to the striking graphics on the sides and on the fairing above the headlight, as well as the new exhaust system, shorter, completely black, and the same chromatic treatment dedicated to the lower tubes of the front suspension.

Design & practical aspects...The designers' primary desire when conceiving the Honda Pop 110i ES was to avoid any type of excess, a pattern that has been strictly followed since the pioneering 2007 model. The result is a singular, coherent personality with the concept of simplicity intended for the practical use of the motorcycle.

A highlight of the Pop is the seat, with large dimensions and a shape that favors comfort, as it should be on a motorcycle intended for multiple and intensive uses. The choice of textured coating aimed not only to limit the possibility of the rider's body and pillion sliding when braking - remembering that the Pop, unlike other motorcycles, does not have the natural support point provided by the tank - but also to offer a differentiator aesthetic, with a strong entity.

The aforementioned minimalism of the plastic surfaces is ‘broken’ by creases and recesses, which add dynamism to the design and serve as elements to reinforce the structure. In this aspect, it is important to mention the positioning of the turn signals, which are adherent and therefore less subject to damage.

Tubular steel straps for passengers serve as support when traveling in pairs, as well as serving as a practical and robust anchor point for tying down small loads or luggage to the rear of the seat. It has the feature of tilting at the front by unlocking it with a key on the left side, giving access to the fuel tank, battery, tool kit and helmet holder.

The Pop 110i ES handlebar lock is installed under the front suspension bracket. The handlebar lock key is the same one that unlocks the seat and allows the engine to start, using the switch located next to the instrument panel.

Engine...The engine of the Pop 110i ES is a single-cylinder air-cooled engine, with a small but important difference in relation to the engine that equipped the Pop 110i. Now the cubic capacity is 109.5 cm³ compared to 109.1 cm³. This new figure derives from the different measurements adopted in the diameter and stroke of the piston, 47.0 x 63.1 mm in the current engine, while in the previous engine these measurements were 50 x 55.6 mm. The choice to increase the stroke to the detriment of the piston diameter in the new Pop engine highlights the option for an engine with 'subsquare' measurements, which in technical jargon means favoring torque, increasing fuel utilization and offering smoother operation.

The 6% gain in power (from 7.90 hp to 8.43 hp, always at 7,250 rpm) and 5% in torque (from 0.90 kgfm to 0.94 kgfm, always at 5,000 rpm) resulted in better response to accelerator commands and engine operation with lower vibration index. Power by the PGM-FI electronic injection system, introduced in 2015 through the 3rd generation of Pop, guarantees regular operation even in the most varied geographical, climate and fuel conditions.

It is important to remember that one of the main objectives of introducing the new engine in the Pop is to fully meet the requirements of the Promot 5, maintaining the same dynamic performance, fuel economy and durability. The emission standard achieved by the Pop 110i ES not only meets the established standard, but largely exceeds it, with a 400% reduction in carbon monoxide (CO) emissions, 360% in hydrocarbons (HC), 294% in oxides nitrogen (NOx) and 150% in evaporative emissions.

Equipped with a four-speed semi-automatic and rotary transmission system, the new Pop 110i ES has eliminated the need to manage the clutch lever, an important aspect especially for newly qualified and/or inexperienced motorcyclists. Another detail that makes a difference is the rotary system, which allows you to shift from 4th gear to neutral, making driving even easier. In addition to this factor, the nature of the system implies a longer useful life of the transmission as a whole, which will result in savings in terms of maintenance.

Cycling... Reconciling agility, robustness and ease of riding is a tripod of qualities that has always been present at Pop, responsible for the popularity of the model and its renowned versatility in the most diverse types of use.

A key element in this context is the steel monocoque chassis, whose simple architecture is coherent with the project. The steering column and the anchor point of the rear suspension balance shaft are connected by a robust steel tube with a circular section, to which the engine is fixed in the central and rear part.

The suspension set is simple and efficient: at the front, the telescopic suspension provides 100 mm of travel to the 17-inch wheel, fitted with a 60/100 tire. At the rear, the system is a twin-shock system with 83 mm of travel. The 14-inch rear wheel has a tire size of 80/100.

The CBS - Combined Brake System brakes, or simply Combi Brake, are drum brakes, measuring 110 mm in diameter. The safety of CBS braking, especially for beginner motorcyclists, is combined with ease of maintenance and low cost.

The reduced weight, an original characteristic of the Pop, remains unchanged in this 5th generation. Even with the arrival of electric starting and the new semi-automatic transmission system, the dry weight remains 87 kg. In practice, the Pop's lightness means ease of piloting, fuel economy and even safety, as braking is also favored. Another positive factor is the height of the seat in relation to the ground, which in the new Honda Pop 110 ES has been reduced to 745 mm (previously 749 mm), contributing to better control and a feeling of security.

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