Honda, Nissan dan Mitsubishi mungkin tidak akan bergabung selepas ini, tetapi kereta masa depan mereka masih boleh berkongsi sebahagian daripada “otak elektronik” yang sama.

Menurut laporan dari Jepun, tiga pengeluar kereta itu kini berada dalam perbincangan akhir untuk menyeragamkan electronic control unit, atau ECU, bagi kenderaan generasi akan datang. Perjanjian itu masih belum diumumkan secara rasmi, tetapi Presiden dan CEO Honda, Toshihiro Mibe, baru-baru ini memberitahu pemegang saham bahawa perbincangan dengan Nissan dan Mitsubishi mengenai teknologi kenderaan generasi akan datang sudah berada pada tahap lanjut.

Ini bukan kebangkitan semula kepada rancangan merger Honda-Nissan yang gagal sebelum ini. Sebaliknya, ia menunjukkan bentuk kerjasama yang lebih praktikal, yang boleh membantu ketiga-tiga jenama Jepun itu mengurangkan kos pembangunan, mempercepat pembangunan perisian dan bersaing dengan pesaing baharu yang bergerak lebih pantas.

Pelan perkongsian ECU yang dilaporkan itu dijangka melibatkan model hybrid dan elektrik masa depan. Jika perjanjian dicapai, kenderaan yang menggunakan seni bina elektronik bersama ini dilaporkan boleh mula muncul sekitar penghujung dekad ini.

Apabila kereta semakin bergerak ke arah software-defined vehicle, seni bina elektronik di sebaliknya menjadi semakin penting. Penyeragaman ECU utama akan memudahkan Honda, Nissan dan Mitsubishi berkongsi asas perisian, mengurangkan pertindihan kerja pembangunan dan menyebarkan kos kepada jumlah kenderaan yang lebih besar.

Ini boleh menjadi sangat penting ketika ketiga-tiga jenama berdepan tekanan daripada pengeluar kereta China, yang mampu membangunkan dan melancarkan EV serta hybrid yang sangat terhubung pada kadar yang sukar ditandingi oleh pengeluar kereta tradisional.

Honda dan Nissan mula meneroka kerjasama lebih mendalam pada 2024, dengan fokus kepada perisian, elektrifikasi dan vehicle intelligence. Kerjasama itu kemudian membawa kepada cadangan yang lebih besar untuk integrasi perniagaan antara Honda dan Nissan, dengan Mitsubishi turut mengkaji kemungkinan untuk terlibat.

Bagaimanapun, perbincangan merger itu tidak bertahan lama. Pada Februari 2025, Honda dan Nissan secara rasmi menamatkan memorandum persefahaman mereka berhubung integrasi perniagaan. Nissan, Honda dan Mitsubishi juga menamatkan MoU berasingan berkaitan kerjasama tiga pihak dalam konteks struktur merger tersebut.

Namun, ketiga-tiga syarikat itu tidak terus berpisah sepenuhnya. Pada masa itu, Honda, Nissan dan Mitsubishi berkata mereka akan terus bekerjasama di bawah rangka kerja strategic partnership lebih awal yang memfokuskan kepada kenderaan pintar dan elektrifikasi.

Jadi, walaupun merger itu gagal, sebab asas untuk mereka bekerjasama sebenarnya tidak pernah hilang. Honda, Nissan dan Mitsubishi masih perlu mengurangkan kos, meningkatkan keupayaan perisian dan bertindak lebih pantas terhadap perubahan pasaran global.

Honda kini berada di bawah tekanan selepas mencatat kerugian tahunan pertama dalam tujuh dekad, sebahagiannya dikaitkan dengan kos penstrukturan semula yang besar daripada strategi kenderaan elektriknya. Mibe juga pernah menerima kritikan daripada bekas eksekutif Honda berhubung hala tuju syarikat, walaupun beliau kemudiannya mendapat sokongan pemegang saham untuk kekal dalam lembaga pengarah.

Syarikat itu juga telah melaraskan strategi elektrifikasinya. Daripada meneruskan hala tuju EV-only yang agresif, Honda kini memberi penekanan lebih besar kepada hybrid sambil menilai semula sebahagian daripada pelan EVnya. Projek ECU bersama boleh masuk akal dalam hala tuju baharu ini, terutamanya jika ia menyokong kedua-dua hybrid dan EV, bukan hanya model elektrik sepenuhnya.

Nissan pula sedang melalui usaha pemulihan sendiri. Syarikat itu cuba mengurangkan kos, mempermudah perniagaannya dan membina semula momentum selepas melalui beberapa tahun yang mencabar. Bagi Nissan, berkongsi pembangunan sistem elektronik utama boleh membantu mengurangkan beban kewangan untuk program kenderaan masa depan.

Sebagai sebahagian daripada struktur Renault-Nissan-Mitsubishi Alliance yang lebih luas, Mitsubishi sudah mempunyai hubungan jangka panjang dengan Nissan. Seni bina ECU bersama boleh membolehkan Mitsubishi mendapat manfaat daripada pembangunan berskala lebih besar tanpa perlu menanggung keseluruhan kos secara sendiri.

Masih ada kemungkinan wujud komplikasi dari segi tadbir urus kerana Renault masih memegang hak mengundi dalam Nissan, dan pengeluar kereta Perancis itu masih mempunyai pengaruh terhadap keputusan Nissan. Ia mungkin tidak menjadi isu besar untuk perjanjian perkongsian teknologi yang mudah, tetapi boleh menjadi lebih relevan jika kerjasama Honda-Nissan-Mitsubishi berkembang menjadi sesuatu yang lebih mendalam pada masa depan.

Honda, Nissan and Mitsubishi may not be merging after all, but their future cars could still end up sharing some of the same electronic brains.

According to reports from Japan, the three carmakers are in final talks to standardise electronic control units, or ECUs, for next-generation vehicles. The deal has not been formally announced yet, but Honda CEO Toshihiro Mibe recently told shareholders that discussions with Nissan and Mitsubishi on next-generation vehicle technologies are already at an advanced stage.

This is not a revival of the failed Honda-Nissan merger. Instead, it points to a more practical form of cooperation, one that could help all three Japanese brands reduce development costs, speed up software development and better compete with newer, faster-moving rivals.

The reported ECU-sharing plan is expected to cover future hybrid and electric vehicles. If an agreement is reached, vehicles using the shared electronic architecture could reportedly start appearing around the end of the decade.

As cars become more software-defined, the electronic architecture behind them matters more than ever. Standardising key ECUs would make it easier for Honda, Nissan and Mitsubishi to share software foundations, reduce duplication and spread development costs across a larger number of vehicles.

That could be especially important as all three brands face pressure from Chinese automakers, which have been able to develop and launch highly connected EVs and hybrids at a pace that traditional carmakers have struggled to match.

Honda and Nissan first began exploring deeper cooperation in 2024, with a focus on software, electrification and vehicle intelligence. That eventually led to the much larger proposal for a business integration between Honda and Nissan, with Mitsubishi also studying potential involvement.

Those merger talks were short-lived. In February 2025, Honda and Nissan officially ended their memorandum of understanding on business integration. Nissan, Honda and Mitsubishi also terminated the separate MoU relating to tripartite collaboration in the context of that merger structure.

However, the companies did not completely walk away from each other. At the time, Honda, Nissan and Mitsubishi said they would continue to collaborate under the earlier strategic partnership framework aimed at intelligent and electrified vehicles.

So while the merger collapsed, the underlying reason for cooperation never really disappeared. Honda, Nissan and Mitsubishi still need to lower costs, improve software capability and respond more quickly to changes in the global market.

Honda has been under pressure after recording its first annual loss in seven decades, linked partly to heavy restructuring costs from its electric vehicle strategy. Mibe has also faced criticism from former Honda executives over the company’s direction, although he has since secured shareholder support to remain on the board.

The company has also adjusted its electrification strategy. Instead of continuing with an aggressive EV-only direction, Honda is now placing greater emphasis on hybrids while reassessing parts of its EV plan. A shared ECU project could fit into that new direction, especially if it supports both hybrids and EVs rather than only battery-electric models.

Nissan, meanwhile, is going through its own turnaround effort. The company is trying to reduce costs, simplify its business and rebuild momentum after a difficult few years. For Nissan, sharing development of key electronic systems could help reduce the financial burden of future vehicle programmes.

As part of the wider Renault-Nissan-Mitsubishi Alliance structure, Mitsubishi already has long-standing links with Nissan. A shared ECU architecture could allow Mitsubishi to benefit from larger-scale development without having to carry the full cost alone.

There is still a possible governance complication as Renault continues to hold voting rights in Nissan, and the French carmaker still has influence over Nissan’s decisions. That may not matter for a simple technology-sharing agreement, but it could become more relevant if the Honda-Nissan-Mitsubishi cooperation grows into something deeper later.

You may also be interested in: Honda Hybrid Sedan Prototype Revealed, 15 New Hybrid Models Planned By 2030

Tanyalah sepuluh orang yang berbeza tentang apa yang mereka mahukan pada sesebuah kereta, dan anda mungkin akan mendapat sepuluh jawapan yang berbeza. Ada yang mengutamakan praktikaliti, manakala yang lain mementingkan prestasi, kecekapan bahan api, keselesaan, teknologi, atau reputasi jenama.

Sebab utama mengapa Civic kekal relevan sekian lama adalah kerana ia berjaya mengimbangi kesemua keperluan tersebut dengan cukup selesa.

Reka bentuk luarannya nampak menarik tanpa perlu kelihatan keterlaluan. Kemasan berwarna hitam, spoiler, dan rim 18-inci pada varian RS memberikan rupa yang lebih mantap, manakala tempat duduk kulit gabungan suede, pedal aloi, dan headliner hitam menambah sentuhan sporty yang secukupnya di bahagian dalam. Ia bukanlah sebuah kereta yang kelihatan agresif mengikut standard moden, tetapi mungkin reka bentuk ringkas itulah yang membuatkannya kekal tampan merentas masa. Civic tidak perlu lagi ‘menjerit’ untuk menarik perhatian.

Ia menawarkan prestasi yang cukup menyeronokkan tanpa membuatkan pemandu rasa gementar. Ia juga cukup praktikal untuk tugasan keluarga, namun kekal lincah untuk memuaskan hati mereka yang gemar memandu. Apa yang paling penting, ia adalah sebuah kereta yang sentiasa mudah untuk disyorkan kepada sesiapa sahaja.

Pengalaman meluangkan masa bersama Civic generasi FE ketika ia mula-mula tiba di Malaysia dahulu membuktikan bahawa kehebatannya bukan bertumpu pada satu-satu ciri utama sahaja. Sebaliknya, ia adalah tentang betapa lengkapnya keseluruhan pakej yang ditawarkan.

Posisi pemanduannya sangat cemerlang. Tahap penglihatan (visibiliti) adalah antara yang terbaik dalam kelasnya. Kedudukan butang kawalan terasa natural di tangan, dan ruang kabinnya pula menawarkan keselesaan yang mencukupi untuk empat orang dewasa berjalan jauh. Pendek kata, Honda berjaya menguasai aspek asas dengan sempurna, dan formula itu kekal bertahan sehingga ke hari ini.

Civic terbaru terus mengekalkan reka bentuk luaran yang kemas, kabin yang luas, dan pemanduan mantap yang menjadikannya model penanda aras segmen ini sejak awal lagi. Perbezaannya sekarang, varian tertinggi e:HEV RS menambah satu lagi dimensi baharu kepada pakej sedia ada yang sememangnya sudah padu.

Nadi utama Civic e:HEV RS ialah rangkaian kuasa e:HEV 2.0 liter Honda, sebuah sistem yang disokong oleh lebih 22 tahun teknologi hibrid Honda. Berbeza dengan sesetengah sistem hibrid lain yang sentiasa memberi peringatan tentang apa yang sedang dilakukannya, pendekatan Honda terasa sangat lancar dan menyenangkan. Kebanyakan masa, anda hanya perlu memandu seperti biasa dan biarkan kereta menguruskan selebihnya.

Dalam kesesakan trafik bandar dan situasi pemanduan perlahan, Civic ini sering beroperasi seperti sebuah kenderaan elektrik (EV). Motor elektrik mengendalikan pergerakan dengan senyap dan lancar, manakala enjin petrol pula berfungsi di bahagian latar belakang apabila diperlukan—sama ada untuk menjana elektrik atau membantu memacu kenderaan secara langsung mengikut keperluan pemanduan.

Pertukaran antara sumber kuasa ini berlaku dengan sangat lancar sehinggakan kebanyakan pemandu tidak akan menyedarinya pun. Tahap kelancaran (refinement) inilah yang boleh dikatakan sebagai kekuatan terbesar sistem ini.

Hasilnya, ia menghasilkan sebuah kereta yang terasa begitu santai dalam kesesakan trafik, tenang untuk perjalanan jauh, dan sangat menjimatkan minyak jika mengambil kira tahap prestasinya. Bagaimanapun, aspek penjimatan semata-mata bukanlah penarik utama Civic. Model ini sememangnya terkenal sebagai antara sedan yang paling menyeronokkan untuk dipandu dalam segmennya, dan varian hibrid ini meneruskan tradisi tersebut.

Sistem sterengnya kekal jitu dan tepat, memberikan keyakinan penuh kepada pemandu ketika mengambil selekoh. Kawalan badan (body control) juga sangat cemerlang, manakala casisnya berjaya mengimbangi antara keselesaan dan kestabilan—sesuatu yang jarang dapat dicapai oleh pesaingnya.

Berat tambahan daripada sistem hibrid ini sebenarnya memberikan kelebihan kepada Civic, menjadikannya terasa lebih ‘melekat’ (planted) dan stabil di atas jalan. Digabungkan pula dengan jarak kelegaan tanah yang sedikit rendah serta ketegaran struktur yang dipertingkatkan, Civic e:HEV sentiasa terasa mantap, sama ada ketika mengharungi pemanduan harian ke tempat kerja mahupun melayan selekoh di laluan ‘B-road’ kegemaran anda.

Satu lagi perkara yang tidak kurang pentingnya, kereta ini sangat mudah dan praktikal untuk kehidupan seharian.

Civic terbaru dilengkapi dengan sambungan Wireless Apple CarPlay dan Android Auto, bersama fungsi Google built-in. Ini memudahkan anda mengakses sistem navigasi, media, dan perkhidmatan pintar terus melalui skrin infotainment.

Ciri-ciri seperti Walk-Away Auto Lock mungkin nampak kecil di atas kertas, tetapi ia sebenarnya menyumbang kepada nilai keseluruhan Civic. Seperti kebanyakan kelebihan lain pada kereta ini, ia adalah jenis ciri yang hanya akan benar-benar anda hargai selepas menggunakannya setiap hari.

Aspek keselamatan juga terus menjadi keutamaan melalui Honda SENSING yang menyediakan rangkaian lengkap sistem bantuan pemandu. Ciri ini direka khas untuk mengurangkan stres ketika pemanduan harian dan menjadikan perjalanan jarak jauh lebih santai.

Honda Civic akan sentiasa menjadi jawapan automatik setiap kali topik mengenai sedan segmen-C dibincangkan. Sebabnya mudah: sukar untuk mencari kelemahan ketara pada kereta ini kerana setiap aspeknya telah dibangunkan dengan penuh keseimbangan.

Sistem hibrid ini tidak mengubah Civic menjadi sebuah kereta yang asing. Sebaliknya, ia menaikkan lagi taraf kualiti sedia ada yang telah membuatkan Civic begitu berjaya sejak dari awal lagi.

Dalam pasaran hari ini yang semakin dipenuhi dengan kenderaan yang sekadar mengejar skrin lebih besar, ciri-ciri gimik, dan senarai spesifikasi yang panjang, kehadiran sebuah kereta yang fokus untuk memberikan fungsi asas yang mantap adalah sesuatu yang menyegarkan. Honda Civic kekal menjadi pilihan utama, dan varian e:HEV RS memberikan lebih banyak sebab mengapa pembeli harus memilihnya.

Bagi mereka yang sedang berkira-kira untuk memilikinya, kempen “Hybrid Done Right” daripada Honda Malaysia pastinya membuatkan tawaran ini lebih menggiurkan. Civic e:HEV RS kini hadir dengan ganjaran bernilai sehingga RM12,000*.

*Kempen Hybrid Done Right oleh Honda Malaysia berlangsung dari 1 April hingga 30 June 2026. Pelanggan yang membeli model Honda e:HEV sepanjang tempoh kempen akan menikmati rebat tunai tambahan sebanyak RM2,000 dan kos upah servis percuma selama 2 tahun*, selain berpeluang untuk merasai pengalaman bersama model Prelude serba baharu melalui cabutan bertuah bulanan. Tertakluk kepada terma dan syarat.*

Ask ten different people what they want from a car and you might get ten different answers. Some prioritise practicality, others value performance, fuel efficiency, comfort, technology or brand reputation.

The reason the Civic has remained relevant for so long is because it manages to sit comfortably at the intersection of all those requirements.

It looks good without being overly dramatic. The black trim pieces, spoiler and 18-inch wheels in the RS variant give it a more purposeful look, while the leather-and-suede seats, alloy pedals and black headliner add just enough sporting flavour inside. It is not an aggressive car by modern standards, but perhaps that is precisely why it has aged so well. The Civic no longer needs to shout.

It offers enough performance to be enjoyable without becoming intimidating. It is practical enough for family duties yet engaging enough to satisfy those who still enjoy driving. More importantly, it has always been easy to recommend.

Having spent time with the FE-generation Civic when it first arrived in Malaysia, what stood out most was not any single headline feature. It was how complete the package felt.

The driving position was excellent. Visibility was among the best in its class. The controls fell naturally to hand and the cabin offered enough space for four adults to travel comfortably. Honda simply nailed the fundamentals, and that formula remains intact today.

The latest Civic continues to offer the same clean exterior design, spacious cabin and polished driving manners that made it one of the segment’s benchmark models in the first place. The difference now is that the range-topping e:HEV RS adds another dimension to an already strong package.

At the heart of the Civic e:HEV RS is Honda’s 2.0-litre e:HEV powertrain, a system backed by over 22 years of Honda hybrid technology. Unlike some hybrid systems that constantly remind you of what they are doing, Honda’s approach is refreshingly seamless. Most of the time, you simply drive the car and let it figure out the rest.

In urban traffic and lower-speed conditions, the Civic often operates like an electric vehicle. The electric motor handles propulsion quietly and smoothly while the petrol engine works in the background when required, either generating electricity or assisting directly when conditions demand it.

The transition between power sources is so smooth that most drivers will never notice it happening, and that refinement is arguably the system’s biggest strength.

The result is a car that feels effortless in traffic, relaxed on longer journeys and remarkably efficient considering its performance. Yet efficiency alone is not what makes the Civic appealing. The Civic has always been one of the more engaging sedans in its segment and the hybrid continues that tradition.

The steering remains precise and accurate, allowing the car to be placed confidently through corners. Body control is excellent, while the chassis strikes a balance between comfort and composure that few rivals manage to achieve.

You may also be interested in: Honda Malaysia Introduces 10-Year Hybrid Battery Warranty For e:HEV Models

The additional weight from the hybrid system actually works in the car’s favour, giving it a more planted and settled character. Combined with the slightly lower ride height and improved structural rigidity, the Civic e:HEV feels composed whether navigating daily commutes or tackling your favourite stretch of B-road.

Just as importantly, it remains easy to live with.

The latest Civic features Wireless Apple CarPlay and Android Auto Connectivity alongside Google built-in functionality, allowing navigation, media and connected services to be accessed conveniently through the infotainment system.

Features such as Walk-Away Auto Lock may seem small on paper, but they contribute to the Civic’s broader appeal. Like many of the car’s strengths, they are features you only truly appreciate after living with them every day.

Safety continues to be a priority too, with Honda SENSING providing a comprehensive suite of driver assistance systems designed to make daily driving less stressful and long-distance journeys more comfortable.

The Honda Civic continues to be the default answer whenever discussions about C-segment sedans arise. And that is because it is difficult to find any major weaknesses because every aspect of the car has been developed with balance in mind.

The hybrid system does not transform the Civic into something completely different. Instead, it enhances the qualities that made the Civic successful in the first place.

In a market increasingly filled with vehicles chasing bigger screens, more features and longer specification sheets, there is still something refreshing about a car that focuses on getting the fundamentals right. The Honda Civic remains the default answer. The e:HEV RS simply gives buyers even more reasons why.

For those considering one, Honda Malaysia’s current Hybrid Done Right campaign certainly doesn’t hurt either. The Civic e:HEV RS currently comes with rewards worth up to RM12,000*.

*Honda Malaysia’s Hybrid Done Right campaign runs from 1 April to 30 June 2026. Customers who purchase a Honda e:HEV model during the campaign will enjoy an additional RM2,000* cash rebate and 2 years free labour cost*, while also standing a chance to experience the all-new Prelude through a monthly lucky draw. Terms and conditions apply.*

Kemasan krom lama pada gril juga telah dibuang. Sebaliknya, logo Honda kini diletakkan di atas gril, dengan light bar baharu merentasi bahagian hadapan.

Lampu utama turut menampilkan lampu nyalaan siang bersegmen yang juga berfungsi sebagai signal belok. Di bahagian bawah, bampar hadapan telah direka semula dengan bukaan udara tengah yang lebih besar serta elemen sisi menegak yang lebih agresif.

Di bahagian belakang, perubahan lebih sederhana. Lampu belakang masih mengekalkan signature berbentuk U, tetapi kini menggunakan lensa jernih. Bampar belakang pula telah direka semula dengan bahagian tengah gaya mesh yang lebih besar dan reflektor diletakkan di penjuru luar.

Dari sisi, siluet keseluruhan masih kelihatan biasa, namun City facelift ini menerima rim aloi aero-style 16 inci baharu.

Dari segi saiz, 2026 Honda City spesifikasi India berukuran 4,594 mm panjang, 1,748 mm lebar dan 1,489 mm tinggi, dengan jarak roda 2,600 mm. Ini menjadikannya sedikit lebih panjang berbanding Honda City pasaran Malaysia semasa, yang berukuran 4,580 mm panjang.

Di bahagian dalaman, susun atur papan pemuka sebahagian besarnya masih sama seperti model keluar, tetapi Honda telah mengemas kini sistem infotainmen. Berdasarkan brosur India, varian SV dan V yang lebih rendah menerima skrin sentuh bersepadu 8 inci, manakala varian ZX dan ZX+ yang lebih tinggi mendapat skrin sentuh terapung 10.1 inci.

Kabin juga menerima pencahayaan ambien, termasuk pencahayaan merentasi trim papan pemuka dan ruang kaki.

Satu lagi ciri penting ialah ventilasi tempat duduk hadapan, ciri yang sangat berguna untuk pasaran seperti India dan Malaysia. Menurut Honda, sistem ini memberikan penyejukan meliputi kawasan 40% lebih besar, namun ciri ini hanya ditawarkan pada varian tertinggi ZX+ di India.

City facelift ini turut menerima kamera 360 darjah dengan moving object detection, dengan butang kamera diletakkan di hujung stalk sebelah kiri. Ciri ini juga terhad kepada varian ZX+, manakala LaneWatch ditawarkan pada varian ZX dan ZX+.

Kelengkapan lain untuk varian lebih tinggi termasuk paparan meter TFT HD penuh warna 7 inci, one-touch sunroof, pengecas tanpa wayar dan Honda Sensing. Di India, Honda Sensing ditawarkan bermula dari varian V, manakala enam beg udara hadir standard untuk semua varian.

Di India, pilihan trenkuasa kekal sama. Model petrol standard masih menggunakan enjin 1.5 liter naturally aspirated empat silinder yang menghasilkan 121 PS dan 145 Nm, dipadankan dengan transmisi manual 6-kelajuan atau CVT.

Varian e:HEV hybrid juga diteruskan, menggunakan enjin petrol 1.5 liter Atkinson-cycle bersama sistem hybrid dua motor Honda dan e-CVT. Enjin petrol menghasilkan 100 PS dan 131 Nm, manakala motor elektrik pacuan menghasilkan 109 PS dan 253 Nm.

Di India, Honda City baharu ditawarkan dalam varian SV, V, ZX dan ZX+, dengan harga antara INR 1,199,900 hingga INR 2,099,900, atau sekitar RM 49k hingga RM 87k.

Untuk Malaysia, Honda City semasa bermula dari RM 84,900 untuk varian 1.5L S dan mencecah RM 111,900 untuk varian tertinggi e:HEV RS. Honda Malaysia masih belum mengesahkan bila City facelift terbaharu ini akan diperkenalkan di pasaran tempatan.

The 2026 Honda City facelift has officially been revealed in India. The biggest change is clearly at the front. As seen in earlier leaked images and teasers, the City now gets a much sharper face with slimmer bi-LED headlights, a full-width honeycomb grille and a redesigned front bumper.

The old chrome bar across the grille has also been removed. Instead, the Honda badge now sits above the grille, with a new light bar running across the front.

The headlights also feature segmented daytime running lights that double as turn indicators. Lower down, the front bumper has been redesigned with a larger central intake and more aggressive vertical side elements.

At the rear, changes are more subtle. The taillights retain the same U-shaped lighting signature albeit now in clear lenses, while the bumper has been redesigned with a large mesh-style centre section and reflectors placed at the outer corners.

Honda Car India telah mengacah 2026 Honda City facelift secara rasmi, menjelang debutnya pada 22 Mei.

Imej teaser menunjukkan sedan tersebut masih ditutup dengan kain, tetapi ia mengesahkan rekaan lampu hadapan baharu yang sebelum ini dilihat melalui imej tertiris dan spyshot. Ini merupakan facelift kedua untuk Honda City generasi kelima siri GN, selepas kemas kini pertama diperkenalkan pada 2023.

Berdasarkan imej tertiris sebelum ini, perubahan paling jelas adalah pada bahagian hadapan. City kini menerima lampu utama lebih nipis, gril honeycomb yang lebih lebar serta bampar hadapan baharu dengan bukaan udara bawah yang lebih besar.

Logo Honda juga telah dialihkan, kini diletakkan di atas gril dan bukan lagi di dalam gril seperti sebelum ini. Bampar hadapan turut kelihatan menerima kemasan baharu di kedua-dua sisi, yang berkemungkinan menempatkan lampu kabus untuk varian lebih tinggi.

Walaupun teaser ini hanya menunjukkan profil hadapan, spyshot sebelum ini mencadangkan bahagian belakang juga akan menerima beberapa kemas kini. Ini mungkin termasuk bampar belakang baharu dengan reflektor menegak, menggantikan unit melintang pada model semasa.

Perubahan dalaman masih belum didedahkan sepenuhnya, namun laporan mencadangkan City facelift ini mungkin menerima skrin infotainmen jenis freestanding, berkemungkinan menggantikan unit lapan inci sedia ada. Skrin lebih besar ini juga mungkin membawa sedikit perubahan pada rekaan papan pemuka.

Kemas kini lain yang dijangka termasuk bahan trim dan upholsteri baharu, manakala ciri seperti tempat duduk pemandu berkuasa, tempat duduk hadapan berventilasi, paparan instrumen digital dan kamera 360 darjah pilihan juga mungkin ditambah, bergantung kepada pasaran dan varian.

Pilihan trenkuasa dijangka kekal sama. Ini bermaksud enjin petrol 1.5 liter naturally aspirated i-VTEC yang menghasilkan 121 hp dan 145 Nm, dipadankan dengan transmisi CVT. Varian e:HEV hybrid juga dijangka diteruskan.

Di Malaysia, Honda City semasa bermula dari RM84,900 untuk varian 1.5L S hingga RM111,900 untuk varian tertinggi e:HEV RS.

Honda Car India has officially teased the upcoming 2026 Honda City facelift, ahead of its debut on 22 May.

The teaser image shows the sedan under a cover, but it confirms the updated front lighting signature seen in earlier leaked images and spy shots. This will be the second facelift for the fifth-generation GN-series Honda City, following the first update introduced in 2023.

Based on the earlier leaked image, the most obvious change is the redesigned front end. The City now gets slimmer headlights, a wider honeycomb-style grille and a reshaped front bumper with larger lower air intake sections.

The Honda emblem has also been repositioned, now sitting above the grille instead of within it. The front bumper also appears to feature revised trim sections at each corner, likely housing the fog lamps on higher variants.

While the teaser only shows the front profile, previous spy shots suggest that the rear will also receive updates. These may include a revised rear bumper with vertical reflectors replacing the current horizontal units.

Honda telah mendedahkan Hybrid Sedan Prototype baharu, memberi gambaran awal kepada salah satu daripada 15 model hybrid generasi seterusnya yang dirancang untuk diperkenalkan secara global menjelang 2030.

Pendedahan ini hadir selepas Honda mengumumkan pada Mac lalu bahawa ia membatalkan beberapa projek EV besar, termasuk 0 Saloon, 0 SUV dan Acura RSX BEV. Ketika itu, Honda menyatakan bahawa kemas kini strategi jangka sederhana hingga panjang akan dikongsi pada Mei. Inilah kemas kini tersebut.

Honda kini akan mengalihkan lebih banyak sumber pembangunan dan pengeluaran kepada model hybrid, yang dilihat sebagai jawapan lebih kukuh kepada permintaan pasaran semasa dalam tempoh terdekat. Model hybrid generasi seterusnya yang pertama akan diperkenalkan bermula 2027, dengan fokus utama kepada Amerika Utara.

Hybrid Sedan Prototype yang dipertontonkan di Jepun ini memberi gambaran kepada salah satu model akan datang. Ia tampil dengan reka bentuk sedan fastback yang lebih sleek, lampu hadapan split, pemegang pintu flush dan logo H baharu Honda, menunjukkan hala tuju rekaan yang lebih bersih dan hampir seperti EV untuk model hybrid masa depan.

Di bawah badan, model hybrid generasi seterusnya Honda akan menggunakan sistem hybrid serba baharu dan platform generasi baharu. Honda menyasarkan peningkatan penggunaan bahan api lebih 10% berbanding model hybrid semasa, sambil mengurangkan kos sistem hybrid lebih 30% berbanding sistem 2023.

Honda juga sedang membangunkan unit pacuan semua roda elektrik baharu untuk model hybrid masa depannya, direka untuk menawarkan kawalan motor yang lebih tepat dan responsif.

Tumpuan kepada hybrid ini turut melibatkan perubahan pengeluaran. Di Amerika Utara, Honda merancang untuk menjadikan semua kilang automotifnya mampu menghasilkan model hybrid, selain mengalihkan lebihan kapasiti di kilang Ohio kepada kenderaan petrol dan hybrid.

Honda dan LG Energy Solution juga akan menukar sebahagian barisan pengeluaran bateri EV daripada usaha sama mereka di Ohio untuk menghasilkan bateri hybrid. Langkah ini bertujuan menyokong jumlah pengeluaran hybrid yang lebih tinggi dan mengurangkan pendedahan kepada kekurangan bekalan serta tarif.

Dari segi teknologi, Honda turut menyediakan sistem ADAS generasi seterusnya untuk diperkenalkan bermula 2028. Sistem ini direka untuk membantu pecutan dan stereng sepanjang laluan, termasuk di lebuh raya dan jalan biasa, berdasarkan input navigasi daripada pemandu.

Honda menyatakan sistem ini akan digunakan pada lebih 15 model dalam tempoh lima tahun, termasuk model hybrid masa depan. Sistem Asimo OS, yang sebelum ini dikaitkan dengan strategi EV masa depan Honda, juga akan digunakan pada model hybrid.

Untuk Jepun, Honda merancang untuk memperluaskan barisan EV terutama dalam segmen kei car, termasuk N-Box EV yang dijadualkan pada 2028. Vezel serba baharu, yang dijual sebagai HR-V di beberapa pasaran, juga dirancang bermula 2028 dengan sistem hybrid generasi seterusnya dan ADAS baharu.

Di India, Honda akan memperkenalkan model strategik baharu bermula 2028, menyasarkan segmen bawah empat meter dan juga segmen pertengahan. Untuk China, Honda akan menggunakan komponen serta platform tempatan daripada rakan kongsi bagi meningkatkan daya saing kos dan mempercepat pembangunan kenderaan tenaga baharu.

Walaupun lebih banyak sumber kini dialihkan semula kepada hybrid, Honda menyatakan bahawa ia tidak meninggalkan EV. Syarikat itu akan terus membangunkan platform perkakasan EV masa depan dan bateri solid-state, dengan pelaburan berkaitan EV sekitar 800 bilion yen dalam tempoh tiga tahun akan datang.

Pada masa sama, Honda akan melabur 1 trilion yen dalam teknologi perisian dan 4.4 trilion yen dalam kenderaan petrol serta hybrid sepanjang tempoh yang sama.

Honda kini menyasarkan untuk membina semula perniagaan automotifnya dalam tempoh tiga tahun, dengan sasaran keuntungan operasi melebihi 1.4 trilion yen bagi tahun kewangan berakhir Mac 2029.

Honda has revealed a new Hybrid Sedan Prototype, previewing one of 15 next-generation hybrid models the company plans to introduce globally by 2030.

The reveal comes after Honda announced in March that it would cancel several large EV projects, including the 0 Saloon, 0 SUV and Acura RSX BEV. At the time, the company said it would provide an update on its mid- to long-term strategy in May. This is that update.

Honda says it will now reallocate more development and production resources into hybrid models, which it sees as a stronger near-term response to current market demand. The first next-generation hybrid models will be introduced from 2027, primarily in North America.

The Hybrid Sedan Prototype shown in Japan previews one of these upcoming models. It features a sleek fastback-style sedan body, split front lighting, flush door handles and Honda’s new H logo, pointing towards a cleaner and more EV-like design direction for its future hybrids.

The Honda Prelude is an icon that was almost relegated to the pages of history, until last year when Honda reincarnated it in its sixth-generation form after it had disappeared for a quarter of a century.

There were entire generations that never knew how iconic the Prelude was, until now. First introduced in 1979, the Prelude has long been the go-to car for those wanting something stylish to drive.

The second and third generations of the Prelude were icons of the pop-up headlight era, offering a low-slung, sleek silhouette together with technologies that were far ahead of their time. While many modern car makers rave about their four-wheel steering innovations, Honda did it back in the late 80s when it was introduced in the third-generation Prelude. This innovation gave the Prelude impressive agility, despite it not being all that powerful.

Now, this same innovation and sleek design are seen in the modern-day Prelude which, despite being shown in Malaysia a few times already, is now set to make its official debut.

Honda Malaysia organised a drive event where select members of the automotive media were given a chance to drive the new Prelude around the south track of the Sepang International Circuit. For some of us, the other highlight of the event was being able to talk to the Large Project Leader of the new Honda Prelude, Tomoyuki Yamagami—basically, the brains behind the project.

Having the man who ideated and built the car is a special opportunity; we don’t always get the chance to pick the brains of those who envisioned a vehicle. During his product brief, there was one thing Yamagami-san mentioned that stuck with me: he said that Honda created the car first and only later decided on a name.

I thought that to be odd, because it means Honda never set off to build a replacement for the Prelude. It just became the Prelude. Yamagami-san explained that his team wanted to create a car that people enjoyed driving with their partner—a car they could drive every day that looked good at the same time.

After conceptualising that, they looked into the Honda naming catalogue and decided that “Prelude” suited the car best. There was no objection from upper management, so they went with it.

Yamagami-san also said the car was challenging to build given today’s expectations for sports cars, but they managed to build something so special that he ended up buying one. In fact, the President of Honda Motor Co Ltd, Toshihiro Mibe, drives the new Prelude as well.

What powers the new Prelude? It uses the same powertrain found in the Honda Civic e:HEV RS Hybrid. The system comprises a 2.0-litre, four-cylinder, Atkinson-cycle engine, a drive motor, and a lithium-ion battery pack. Combined system output is rated at 200hp at 5,000rpm and 315Nm of torque from zero rpm.

Just like the system in the Civic hybrid, the engine exists to power the generator which supplies electricity for the electric motor. It also assists in channelling torque to the wheels and recharges the battery. Because it provides instant torque from a standstill, acceleration is impressive. The electric drive motor directly powers the wheels while the generator starts the engine and powers the car’s systems simultaneously.

Though the overall powertrain is the same as the current-generation Civic hybrid, there are differences in two key areas. First up is the S+ Shift system. This feature is unique to the Prelude for now; it is there to amplify the driving character and add a sportier touch to an otherwise straightforward powertrain.

Recall how I mentioned that the Prelude does not have a gearbox. In the Civic hybrid, Honda added augmented sounds of gears shifting to provide auditory excitement. The Prelude takes it a step further: you don’t just hear it, you feel it, just as you feel gearshifts taking place in a sports car. It is nearly identical to the feeling of shifting gears with Porsche’s PDK dual-clutch system, which Honda’s engineers used as a benchmark.

When S+ Shift is engaged via the button on the centre console, the system mimics gear shifts by piping the sound into the cabin and through lightning-quick power cuts. If you have ever driven a car with a dual-clutch transmission, you will know how it feels—just a lot quicker. This makes the car feel like it is shifting gears, which is essential to the excitement of a sports car. This sensation gets louder and quicker when GT mode is selected. What Honda has achieved here is nothing short of revolutionary.

Some cars don’t need a huge amount of power to be categorised as good-handling vehicles, and the Prelude is one of them. After half a day of throwing the car around a slalom course, an acceleration test, and the south track of Sepang, one thing stood out: the Prelude is undoubtedly fun to drive when the road is right.

And the “right road” for it is one that is tight and curvy. That it handles well is no surprise, as the Prelude shares its platform, suspension components, and Brembo braking system with the fire-breathing Civic Type R. However, it also comes with Enhanced Agile Handling Assist. This system automatically and gently brakes the inner wheel when cornering, acting as an anchor to help the front tuck in.

You feel it most in tight corners. The front end is lively and happy to be thrown around; I reckon the Prelude will truly come alive on the small roads of Janda Baik or Fraser’s Hill rather than the wide, fast-flowing corners of Sepang.

Half a day with the Prelude is far from enough to tell you whether to put your money down. But just like its predecessors, it offers revolutionary technology and a fun-to-drive character.

The fact that it shares a large part of its interior with the Civic is a slight disappointment, but it is a comfortable cabin with all the creature comforts, such as a Bose sound system, large digital displays, wireless CarPlay, and some seriously comfortable sports seats.

It now comes down to how Honda Malaysia will price it. If the team pulls off a miracle and prices it close to the RM240,000 that the Prelude costs in Indonesia, they might just have a winner on their hands. If it is priced too close to the Civic Type R, they could have a social media storm on their hands.

Specifications
Engine: 2.0-litre, Atkinson-cycle, four-cylinder
Power: 200hp @ 5,000rpm
Torque: 315Nm @ 0rpm
Transmission: None (Dual motor hybrid system)
Price: Not yet announced

We like: S+ Shift is revolutionary; fun handling.
We don’t like: Interior is too similar to the Civic.

MITI’s stance on the topic is akin to parkour, jumping from one ruling to another. This will be at least the third time MITI has made a change on the CBU BEV policy.

The report by PaulTan.org marks the two new issues that would wipe out the mid-range CBU BEV segment. This would affect most, if not all, CBU BEVs here as they relay on the Franchise AP too import cars.

You may also be interested: The Honda Super-One Will Double Honda Malaysia’s EV Offerings But Will It Be Priced Over RM250k?

First up is a declared cost, insurance and freight (CIF) value of no less than RM 200,000. Second is a minimum power output of 180 kW (245 PS).

Although the CIF has a minimum value of RM 200,000, that figure is merely the cost of the vehicle plus the insurance getting it here and the price of freight. It does not include the taxes that will be tacked on as well as the manufacturers and other profit margins.

You may also be interested: MITI Clarifies BYD CKD Conditions: RM 200k Claim Inaccurate, Export Focus Reaffirmed

The taxes applied to CBU BEVs are a 30% import duty, 10% excise duty and 10% sales tax. However, Chinese BEVs get a lower 5% import duty. Once the abacus has calculated all these duties into the price, we would be looking at something closer to, if not, starting at RM 300,000.

Furthermore, the 245 PS minimum power output will see many of the models currently on the market be ineligible.

BYD would be among the hardest hit by the new ruling as the majority of its models, such as the Atto 2, Atto 3, M6 and Seal 6, do not meet the power requirements.

For brands with models that do surpass 245 PS, they will have to follow the new pricing structure. There is no winning for them.

Honda’s e:N1 does not make the cut as well but more importantly, this new ruling could see the upcoming Honda Super-One’s arrival dead in the water before even stepping on our shores. The EV’s maximum output is only 95 PS, well below the cut.

One winner amidst all this chaos though is Tesla. The brand was granted a special exemption from APs by the government, although that is a can of worms for another fishing expedition.

All CBU BEVs that in transit, including those already here, will be able to enjoy the current tax-free pricing until 1 July 2026.

MITI’s decision, if it does not make another about change, will funnel most Malaysian buyers looking for a mid-range BEV towards Proton and Tesla. The Perodua QV-E could be among the biggest winners with this move as well.