How to Add Facebook likebox to your blog ?

1 . First log in to your facebook account .


2 .  Then go to your FB fan page  .

3 .  Copy the URL of your page  .

4 . Now go to FB DEVELOPERS PAGE

5 . You will  see a box like this when you click the link above .

In the box of facebook URL page you must remove the URL 

present before and must paste your page's URL there .

Then fill the other required fields .

The height may be given as 250 which look good.

After , now press the button get code given below .

A new box will open .

In it you press the IFRAME button .

You will get a code below , copy that code .

Now go to your blogger dashboard and go to layout .

Click Add gadget

Click at the HTML/JAVA SCRIPT

After paste the code in the place content .

And now click save .

so now your like box is ready . view your blog .

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Honda Insight

Even in an industry as ruthless as the car-making, it’s hard not to feel a bit for Honda. Despite developing the first production hybrid car with the truly innovative first-generation Insight in the late 1990s, and before that pioneering clean and efficient petrol engines, the environmental limelight has been well and truly hogged by arch rival Toyota.

When the Insight was launched in 2009, sales of the Prius had sailed past the one million mark, whereas sales of Honda hybrids of any description languished well behind at just 275,000 units.

Although arguably the first-generation Insight’s hybrid powertrain and unique styling made it ahead of its time, the rebirth of the Insight with this second-generation model is designed for much greater global appeal. Not least because the latest Insight is the first stand-alone hybrid in Honda’s range since the original, with its other previous hybrids having been hidden in the Civic range.

Although not as ground-breaking as either the original Insight or the current Prius, the Insight boasts a simpler approach to hybrid technology in a familiar five-door bodystyle and a much lower price.

The Insight is offered with just the one powertrain option – a 1.3-litre petrol engine mated to an electric motor and battery pack – although buyers can choose from five different trim options, spanning roughly £4500 in price

When launched, the Insight was the cheapest hybrid on the market. And although smaller hybrids, including Honda’s own Jazz Hybrid and Toyota's Auris hybrid, have arrived, the Insight is still the cheapest hybrid next to its similarly sized rivals.

Honda’s thinking is that by eroding the premium, more buyers will migrate from conventional family cars. Will they? Only if the Insight’s talents extend further than this value proposition.

DESIGN

The original Insight had its fans – and indeed now achieves a cult status – partly thanks to its radical sleek aerodynamic body, but those hoping for similar daring and innovation from the Honda design department this time around will be disappointed.

Indeed, for the mass-market appeal and, in turn, sales, Honda opted to play it safe this time and offer a much less controversial design, which does away with flourishes such as the partly covered rear wheels of the original.

Honda gave the Insight an initial dynamic makeover in 2010 after customer and media feedback, but the mid-life facelift wasn’t seen until the Frankfurt motor show in 2011. So the model now sports the front end similar to the one seen on the latest-generation Civic rather than the look of Honda’s fuel-cell FCX Clarity model that it sported before the changes.

With aerodynamics dictating a steeply sloped windscreen and A-pillars, the Insight’s small windows ahead of the wing mirror help with visibility. 

Key to achieving the Insight’s aerodynamic shape is the gradual, almost imperceptible transition from roofline to rear window. It’s a carefully judged balancing act, though, to ensure sufficient rear passenger headroom. View the Insight in profile and you can just see the slightest kink. The top half of the body tapers in towards the rear of the car, which helps the air pass more smoothly over the top.

Like the Prius, the Insight’s slippery shape demands a high-reaching and near-vertical tail. Although the top portion of the tailgate is glass, the joining bar that links the tops of the rear light units restricts rear visibility.

INTERIOR

If you think the Insight’s exterior style and dimensions closely resemble the Prius’s, you won’t be surprised to find that the Honda also matches the Toyota for interior space. The Insight, for example, has the same 408-litre luggage capacity and a similar-shaped boot. The rear seats can take three adults at a pinch (headroom is at a slight premium because of the sloping roof, and it’s also a tad narrow for three grown-ups), and the front is roomy.

Spaciousness aside, the Insight and Prius could scarcely be further removed. The Toyota feels totally unlike a conventional car, but Honda has gone out of its way to make drivers accustomed to regular hatchbacks feel immediately at home in the Insight.

Front seat occupants sit in a conventional, low-slung position, far back in the cabin, in a way that’s straight out of the Civic rulebook. The seats – supportive, well sculpted and comfortable – feel all but identical, too, as does the small, intricate steering wheel. There’s even a conventional, mechanical auto-style gear selector to control the CVT gearbox and a conventional key and start button. Although the Insight has the ability to run without its engine, it needs to be fired initially.

The Insight’s fascia has a similar layout to that of the Civic although it’s slightly more softly sculpted. You look through the steering wheel at the lower of two display consoles for the temperature and fuel gauges, revcounter and trip meter, and above it for the digital speedo, backed by the blue-to-green hue of an econometer.

But despite the pleasing and almost futuristic styling, the interior’s perceived quality is adequate rather than premium, even after its recent revisions.

PERFORMANCE

Honda keeps it simple with the Insight: just one powertrain is offered. It is known as Integrated Motor Assist (IMA) and comprises an 87bhp 1.3-litre petrol engine assisted by a 14bhp electric motor.

As hybrid systems go, IMA is one of the more simplistic, with a permanent connection between the petrol motor and transmission. If the wheels are turning, so is the engine. Whether it is using any fuel is a different matter.

Although the Insight will not move off from standstill on electric power alone, once moving it can run on just electric power. But because it still has to turn the engine, it is less efficient than the more complex system found in the Prius, which allows the engine to disconnect completely. Drive is channelled to the front wheels through a CVT transmission.

With the combined force of the electric and petrol propulsion, which together produce 97bhp, the Insight took 11.7sec to go from rest to 60mph – a touch quicker than Honda claims.

In the real world, though, the manner in which the Insight delivers its performance is less satisfactory. On anything but light throttle applications, the engine is pretty vocal, and not in a pleasant way. The problem is exacerbated by the CVT transmission, which under full throttle keeps the engine spinning at constant high revs. It requires a committed approach to get the sort of performance suggested by the headline numbers, and especially to pick up speed on the motorway; effortless it is not.

In less pressing driving, the Insight is a quieter companion, but still the transmission isn’t the smoothest. The action of the petrol motor cutting in and out is more noticeable than in the Prius. Switching to Econ mode, which reduces power slightly and smooths out the throttle map and CVT operation, improves matters marginally.

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Honda Accord

The Honda Accord is probably not the first car that springs to mind if you’re considering family saloons. Since its launch in 2008, the Accord has struggled to prove that it’s worth the premium price Honda charges for a capable but ordinary package. Honda’s answer has been to upgrade the entire range with improved engines in order to make it more attractive to the company car buyers who will make up the majority of prospective Accord owners.

The Accord has been a Honda staple for more than three decades. Launched in 1976 and arriving in the UK a year later, it is now in its eighth generation and, although its star is fading somewhat in the UK, it remains as much a stalwart of the Honda line-up as the Civic. In that time it has been seen with two, three, four and five doors (not to mention a much-missed Type R).

The outgoing car may have been five years old when it was replaced in 2008, but even by modern standards that’s a short model cycle, and the car has aged so well that not even the market has shown any sign of losing patience with it. Indeed, 2007 was one of its best sales years ever.

But replaced it was – not with the subtly facelifted model that its maker could so easily have got away with but, with typical Honda thoroughness, an entirely new car.

As seems the way of all flesh these days, it’s bigger in almost every significant dimension (although the old car was an inconsequential 5mm taller). It’s heavier, too, although model for model the weight gain has been restricted to a few dozen kilos.

DESIGN

This latest Honda Accord may be all new, but the philosophy behind it is anything but. Its design is determinedly evolutionary, a fact that is testament to the clarity of the vision for the outgoing generation of Accord.

Whether it has been successful in this regard is down to personal choice. But for what it’s worth, while we admire the fact that the Accord looks more grown up and expensive, we also lament slightly and subjectively that a lot of the cleanness of the original has been lost.

In 2011, the Accord range was given new headlights, a new ‘sportier’ grille, reprofiled cooling ducts and foglights and a new bumper at the front, while the rear also received a new bumper, a new finish for the lights and chrome trim above the number plate for saloon models. New 17-inch alloy wheels were offered on ES and ES-GT models, while three new colours – Alabaster Silver, Graphite Lustre metallic and Celestrial Blue Pearl – were added to the options list.

As before, the Accord comes in two shapes – this saloon and an estate (still called Tourer) – but no longer will they sit on two different wheelbases. Although this means that the Tourer no longer looks like a flying coffin, you can also expect its carrying capacity to be somewhat abbreviated.

Under the skin, the Accord could not hope for a more pukka specification, with double wishbone front suspension and a multi-link rear end ensuring a vice-like control over both axles.

It goes almost without saying that all the electronic primary safety systems you might expect on a car such as this are included. 

INTERIOR

Ergonomically, the interior of the new Accord is a mess and a disappointingly backward step from the more cohesive design chosen for the outgoing model. Climb behind the wheel, let your eyes stray towards the indecipherable infestation of controls that dominate the centre console and one thought will appear in your head: “How am I ever going to make sense of it all?”

We’ve often been critics of single controllers, as pioneered by BMW’s iDrive system, but the truth is that even that kind of arrangement works better than this. It’s a shame because the Accord has an excellent driving position, the instruments are attractive and easy to read, and the quality of the dashboard and upholstery are more than good enough for the car’s positioning.

Honda sought to address some of these problems in 2010 by giving the interior a bit of a lift alongside the exterior tweaks. Although interior changes – including new dark silver panels and a bright silver finish for the door handles and handbrake – may sound fancy, they don’t really address the fundamental problems. 

But there’s another problem here ,aside from the fundamental design and layout. Given the car’s considerable size, there’s startlingly little room in the back, both for your legs and head. Four adults will think twice before heading off for hundreds of miles. The boot is fairly small, too, and poorly arranged because of the considerable encroachment of the new rear suspension.

Things do improve in the Accord Tourer. It’s replete with the sort of touches that make living with a wagon pleasurable: under-floor stowage, lashing hooks and large side panniers for a start. It also has a low loading floor and a wide tailgate. So if you don’t want the ultimate in carrying capacity, it makes a lot of sense. 

PERFORMANCE

Just about good enough’ sums up the new Accord’s performance when equipped with the staple 2.2-litre diesel engine. The engine produces 148bhp – up 10bhp from the old Accord – yet retains its commendably smooth running. And although overall weight has risen, it’s not by enough to blow a big hole in what was already fairly leisurely acceleration. Honda’s own numbers suggest a 0-62mph time of 9.5sec, a time we matched to 60mph in testing.

Of more importance is the quietness of the engine at a steady cruise and the fact that it has the nicest transmission in the class, even taking the German quality brands into account. Six speeds are standard and the change quality is light yet deliciously precise. Refinement levels are exceptional for this class of car, with wind, road and engine noise kept to a bare minimum.

in the ranks of modern diesels, the more powerful 177bhp version of the 2.2-litre four-pot is much more commendable. Its 280lb ft torque maximum is on offer between 2000 and 2750rpm, although there is a decent spread of grunt throughout the rev range. The well-judged gear ratios, combined with that fantastic shift quality, ensure swift progress can always be maintained, not something that can always be said about the lower-powered model. Ask the diesel flagship for all it's got and it will carry you to 62mph in 8.8sec and to a top speed of 136mph.

In the ranks of modern diesels, the more powerful 177bhp version of the 2.2-litre four-pot is much more commendable, with a good spread of torque.

The base 154bhp 2.0-litre petrol Accord feels surprisingly sluggish. The effortless mid-range urge of modern turbodiesels that we're used to means that a revvy petrol engine like this one feels overwhelmed when asked to lug a large family car. Performance has to be extracted from the Accord by revving it surprisingly hard, and even shallow motorway gradients are enough to defeat this car’s tall sixth gear.

The range-topping Accord – the model that middle-managers countrywide should surely aspire to own if the outfit’s premium-brand ambitions are to be taken seriously – has a noisy 198bhp 2.4-litre four-pot, which drives the front wheels through a five-speed automatic gearbox that is often slow to kick down and guilty of transmission slip. The Power of Dreams? This is anything but.

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Honda Brio

They say that too much of a good thing can be bad. But you don’t need to spend too much time in this little Honda to realise that the Brio is an exception. And after having the car for 10 months, and the countless hours of entertainment it has provided, saying that it is hard to let go of is an understatement.

 

Right since the day it entered our longterm fleet around 14,000km ago, it was plain for all to see that there was something special about this car. Its cabin space belied its compact exterior proportions – four of us could be seated in it in absolute comfort. Another aspect of the Brio that surprised us was the driving experience. The nonchalant ease with which our Brio handled city and highway conditions alike is something very few cars in this segment can manage, and in true Honda fashion, the 1.2-litre 88bhp motor really came alive in the upper reaches of the rev band. Goading the car all the way to its 6500rpm limiter was an aural treat.

The Brio wasn’t quite that responsive at slow engine speeds, though – its low-end torque isn’t great. But rev it hard and it turns into a completely different animal. The smooth petrol engine made darting into fast-closing gaps in traffic a cinch thanks to its brilliant handling, and highway overtaking manoeuvres were child’s play for the baby Honda. Make no mistake, this is one seriously quick hatchback.

It was on one of my many Mumbai-Pune trips, however, that I found the Brio to be so much more than just a pocket-rocket. A light right foot was rewarded with a glowing ‘ECO’ indicator and a 17kpl out on the highway, while a city run returned 12.6kpl, which is not bad. Its driving dynamics, too, are worth a mention. The light and chunky steering made flicking it around in the city a joy and provided ample feedback. The suspension was absorbent too, and the city’s craters and bumps were dealt with in reasonable comfort. A great view out the front and rear windscreens made parking in tight spots a breeze.

The car’s cabin was a nice place to be in too, with the offset centre console and the mix of beige and black plastics on the dashboard lending the cabin a light and airy feel. Hooking my iPod into the factory-fitted sound system and using the steering-mounted audio controls made life on the move all the more convenient as well.

 

But the Brio certainly does have its drawbacks. To start with, while the seating arrangement suited me just fine, shorter drivers find it hard to get comfortable, thanks to there being no driver’s seat height-adjust or even a seatbelt height adjuster. And while the beige seats do lend the cabin an airy feel, they are difficult to maintain. Even the slightest hint of dirt makes them look like they’ve been put through some rugged, heavy-duty usage.

Then there’s the omission of a rear windscreen wiper and defogger. This may not pose a problem during summer, but come winter or monsoon, and the advent of rain hinders vision out the back. Also, while the cabin sat four people in ample comfort, the same cannot be said about our luggage. There’s no getting away from it – this boot is tiny. The boot had just about enough space for two medium-sized suitcases, and any extra carry-ons had to be accommodated in the cabin itself. Airport runs, then, won’t be the easiest with a full complement of people in the car. The Brio’s high loading sill made it that much more of an inconvenience.

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Honda Civic

Honda isn’t the kind of car maker to measure success exclusively in terms of units sold and overall market share captured – but as far as UK sales of its Civic are concerned, that’s probably just as well. This engineering-led innovator has been making Civics for four decades. More than 20 million examples have been sold worldwide.

But despite having been built in the UK for more than a quarter of its life now, the Civic has never featured among Britain’s top 10 annual best-selling new cars. Into that context of unexploited potential, and borne out of Honda’s will to compete more closely with the established local powers across as many of Europe’s new car market segments as possible, comes the ninth-generation Civic five-door – the third to be assembled at Swindon.

DESIGN

Honda was always likely to struggle to reproduce the sense of amazement that it created with the design of the 2006 Civic, so it hasn’t tried. The company describes this new version as “a thoughtful evolution”, saying the exterior styling is more athletic and elegant than that of the last car and its profile lower, wider and more aerodynamic. As much as it can be, at any rate, while retaining the old car’s basic mechanical platform and fixed reference points, or ‘hard points’.

The shortage of design freedom that implies might explain some of the less visually successful parts of the Civic’s styling, such as its front wings, bodyside surfaces and rear bumper treatment. This, as most testers agreed, is not an attractive-looking car. From a functional perspective, however, design improvements have been made. The drag coefficient is a close-to-class-leading 0.27 and rearward visibility has been improved by a more intelligently designed tailgate with a standard wiper.

The new Civic’s petrol engines range from 1.4 to 1.8 litres in capacity and 98bhp to 140bhp in power output. A sub-100g/km 1.6-litre oil-burner will surely outsell the unusually large capacity all-aluminium 2.2 i-DTEC.

Fitted with lower-friction internals, ‘shallow bowl’ combustion chambers, a new intercooler and a more efficient lubrication system, the 2.2 diesel now meets Euro 5 emissions standards and produces 148bhp and 258lb ft of torque. Automatic engine stop-start contributes towards CO2 emissions of 110g/km on most trim levels (115g/km on bigger-wheeled EX GT flagship versions like our test car) and combined economy of up to 67.3mpg.

The smaller 1.6-litre turbodiesel's 118bhp of peak power and 221lb ft of torque, combined with CO2 emissions of 94g/km, make it an outstanding on-paper prospect among its peers.

As is the class norm, the engine sits transversely under the bonnet and drives the front wheels through a standard six-speed manual gearbox. As with the outgoing Civic, suspension is via MacPherson struts at the front and a torsion beam at the rear.

However, Honda claims big gains in rolling refinement and dynamism as a result of a long programme of retuning the chassis and steering. A stiffer twist beam has also been specified, as well as new fluid-filled compliance bushes at the rear.

INTERIOR

Honda has set out to make the cabin of the new Civic more luxurious and upmarket than its predecessor’s. It has achieved this up to a point. The interior of our test car looked and felt very pleasant, fitted out in soft, tactile plastics and leathers with all the integrity and finished with all the attention to detail that you expect of a true premium product. All it really lacks is the material variety and richness, and the more imaginative and contemporary styling, of the plushest luxury hatches of the moment.

The steering wheel is larger and flatter than before and the gearlever is sited lower. The dashboard architecture is very much driver-oriented, made up of two arcing swathes of plastic that wrap around the right-hand seat, encompassing the binnacle below and the speedometer and new intelligent multi-information display above. The logic of having an analogue revcounter underneath a digital speedo may seem flawed, but the car’s instruments are clear and work well.

However, we can’t say the same about the rest of the car’s secondary controls. Although the steering wheel-mounted shortcut buttons are easy to get on with, controlling the audio system and sat-nav is made needlessly difficult by fiddly switchgear. The labels are small and tricky to read, too.

Elsewhere, the cabin is designed more thoughtfully, but it’s far from the class’s most accommodating car. In the front, a high-mounted driver’s seat conspires with shallow A-pillars and a low roof line to make headroom tight; there’s over 100mm less of it than some hatchbacks offer. In the rear, there’s about 60mm less headroom than you’ll find in a Golf, making it an uncomfortable place to travel for anyone taller than 6ft.

The boot is quite generous, though. The absence of a spare wheel makes for a split-level boot that’s almost a metre tall. And the ‘magic’ rear seats not only fold down totally flat but also have squabs that flip upright to allow you to accommodate more ungainly things such as bikes.

PERFORMANCE

The Civic is all about quality rather than quantity in this department. In outright terms, its ability to crack 60mph from rest in a shade over nine seconds is unexceptional. Honda’s claim (to 62mph) is 8.8sec – and on a warmer day we might have been able to match it.

What is particularly commendable, however, is the way this car serves up its performance. Throttle response is excellent and the shift quality from the six-speed gearbox is equally fine. Long gear ratios blunt the Civic’s flexibility slightly, but the trade-off is an engine that’s spinning at just over 1800rpm at 70mph in top gear. It has a free-spinning nature and cruises well, although a few questions remain about its refinement. 

The smaller 1.6 diesel is pleasingly unaffected by the usual rattle and clatter of diesel engines at low and middling crank speeds, and pulls as hard as many 2.0-litre units at times. It doesn’t  like revving beyond 3500rpm too much, and isn’t as refined at high revs as it is lower down. But throttle response is good, and there’s no sense at all that what you’re driving might be in any way austerity-minded.

Both petrol engines are a little outclassed in terms of their figures and overall usability by the more refined turbo’d petrols available in rival cars.

The 1.6 and 2.2 diesel are engines that are very effectively isolated from the cabin, too. Honda makes a big deal of the noise and vibration reduction regime that the Civic has been through. This has resulted in extra insulation in the rear wheel arches, roof and engine bay, better door seals all round, and thicker front side windows.

You can certainly perceive the improvement. Although the noise levels we recorded look quite average, they mask a car that filters out the harshest frequencies of mechanical noise and road roar very well, and it suffers with little wind rustle.

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