Daily Driver Honda Stream Prefacelift

1st Generation (2000-2006) vehicle added by Staff Account, Tuesday 30th Dec, 2014

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    Honda Stream Prefacelift

    Check the vehicle's full information here.

    The Honda Stream

    Contents
    1 Introduction
    2 Body
    3 Interior
    4 Drivetrain
    5 Chassis
    6 Environment
    7 Technical specifications
    8 Photographic resource

    The Honda Stream
    · Seats seven adults in comfort
    · Completely fold-flat third row seats
    · Low height enhances coupe-influenced styling
    · Debut of new-benchmark DOHC i-VTEC engine family
    · New 5-speed sequential automatic transmission
    · Chassis dynamics ensure Stream is fun to drive
    Fun to drive, low slung and undeniably stylish, the new Honda Stream is an MPV with a difference. Three rows of seats able to carry seven adults in comfort make it eminently practical, but in a further demonstration of Honda’s refreshingly individual approach to car design, Stream also has a chassis that delivers precision handling, plus coupe-influenced looks for strong on-road presence.
    A height of just 1590 mm meant that Honda’s design team could create a car of sleek proportions, avoiding the overly tall appearance of many MPVs. Yet there is no penalty in terms of interior comfort: innovative packaging and a relatively low floor mean that all passengers - adults and children alike - enjoy a capacious, airy environment, with ample headroom and the space to spread out.
    The Stream also marks the debut of Honda's brand new DOHC i-VTEC range of engines designed to set a new benchmark in power unit development. Brimming with innovative features, Stream’s 2.0 litre engine represents the latest evolutionary advance in Honda engine technology, blending meaningful gains in economy and cleaner emissions with high power and robust torque in all speed ranges.
    Sleek, flowing lines reflect Stream’s fun-to-drive nature
    In a sense, Stream provides the next logical step in the evolution of the MPV concept; it certainly has practicality in abundance, but it also provides the kind of driver appeal rarely associated with MPVs, of any size. Just as Honda’s HR-V cleverly represented a ‘clean-sheet’ approach to vehicle design, blending elements from a variety of sources, so Stream combines MPV flexibility, the practicality of a station wagon, and the sporty, easy to drive handling and supple ride of a saloon.

    It also doesn’t suffer from the inconvenience of removable seats; the third row seats fold completely into the floor to instantly create a sizeable load area.
    At 4570 mm in length, the Stream falls somewhere between the burgeoning numbers of compact MPVs on the market and full-size models. It is shorter than the Honda Shuttle by some 200 mm, yet a wheelbase reduced by just 110 mm reflects the outstanding efficiency of its packaging.
    While some key elements of the Stream are similar in concept to those of the new Civic range - front and rear suspension, front end packaging, for example - very few body components are shared. Even the common floorpan and frame rails have been extended and equipped with an all-new centre crossmember.
    Stream’s monoform styling has an air of simplicity and elegance, but at the same time excellent chassis dynamics and sparkling performance are reflected in deliberately sporty flourishes such as the muscular wheelarches. The side window profile is a dominant element of the design and an elliptical motif that narrows towards the rear provides the Stream with strong coupe overtones. This dynamic quality to the styling is further enhanced by the distinctive curvature of the roof line which flicks up over the D-pillar for an added sense of motion.

    The face of the Stream is characterised by unique ‘triple deck’ headlamps which flank a twin blade grille. The distinctive rear end is characterised by light clusters that wrap around the tailgate glass, with full width chrome trim beneath.
    The relatively short nose and front overhang are testimony to the clever arrangement of components within the engine bay. A compact front suspension design, high mounted steering gearbox and reduced engine dimensions all combine to ensure that as much space as possible can be given over to passenger comfort and luggage capacity.Similarly, adopting a carefully shaped petrol tank has allowed the exhaust pre-chamber to be located between it and the compact rear suspension. As a result rear passengers enjoy the comfort and convenience of a flat floor.

    Crash safety targets Euro-NCAP 4 star

    Ensuring structural integrity in the event of an accident has been of paramount importance in the development of Stream, and Honda believes it is capable of scoring 4 stars — in the Euro-NCAP front and side impact tests. A key element at the front is the division of crash energy along two parallel paths for better dispersion: the front side frames and, beneath them, the sub-frame.
    In the event of a side impact the design is such that the bulk of impact energy is directed downwards by the specially strengthened B-pillars into the reinforced sills and in turn into large floor cross members. At roof level the B-pillars are connected by a strengthened roof arch.
    Careful attention has also been paid to pedestrian safety and Stream incorporates a number of elements, such as energy-absorbing bonnet hinges, specifically aimed at minimising injury.
    Extensive sound-proofing, sophisticated engine mounts and high body rigidity combine with engine design features aimed at reducing noise at source to provide a particularly refined cabin ambience. That’s matched by an exceptionally high quality visual appearance, the outcome of new manufacturing techniques that have brought even better build accuracy, evident in reduced panel gaps and door, tailgate and bonnet clearances.

    Interior: versatility with a purpose

    Inside the Stream, rather than providing an infinite variety of seating combinations that may rarely be used, Honda has instead concentrated on providing a high degree of flexibility and practicality, whether carrying loads or passengers or both.

    A fascia mounted gearshift together with an uncluttered, flat floor make for easy movement around the cabin. Stream is 55 mm lower than the Honda Shuttle, yet thanks to the relatively low floor, front seat passengers enjoy 45 mm greater headroom, those in the second row 10 mm more. And despite the Stream’s reduced length, second row leg room, at 970 mm is the same as that of the Shuttle’s.
    Bucket style front seats are designed to provide good grip, in keeping with the Stream’s sporty handling. A pull-out tray beneath the passenger seat provides space for typical family clutter, while both front seats feature seatback pockets.
    The ample space provided by the second row of seats either allows three adults to sit in relaxed comfort or, alternatively, the large centre armrest featuring twin cupholders in its back can be folded down to create a table top.
    Added versatility is provided by reclining seat backs on both first and second row seats enabling them to be transformed into a bed.
    Access to the third row of seats, which provides generous space for two adults, can be gained by folding down the second row seatback on either side and sliding the seat base forward.

    The third row seats can be fully stowed. Simply by sliding them back, flipping the seat base forward through 180 degrees and then folding the seat backrest in its place, a perfectly flat floor, 1050 mm long and 1330 mm wide, is created. A wide-opening tailgate together with a lift-over height of just 685 mm makes for easy loading.
    When it comes to extra long items, folding down the second row seatbacks provides a total load length of 1695 mm to the front seats.
    With all seats fully in position, load space is 158 litres (VDA), rising to 435 litres when the third row seats are folded. Opening up the load bay to its maximum by folding the second row seat backs gives Stream outstanding load swallowing capability.

    Stream marks the premiere of Honda’s new DOHC i-VTEC engine range

    Two highly efficient and powerful four-cylinder petrol engines, plus a relatively light kerbweight, mean Stream boasts sporty performance without paying the penalty of high fuel bills or poor emissions performance.
    Honda has chosen the Stream as the first recipient of its outstanding new generation of engines. The 156 PS (115 kW) 2.0 litre DOHC aluminium alloy unit is the first in a series of engines badged i-VTEC which offer major advances in fuel economy, emissions, noise levels and weight, while at the same time boosting power and torque in all speed ranges.
    i-VTEC technology cleverly combines the company’s long-established and highly renowned VTEC system with VTC - Variable Timing Control - a system able to advance and retard inlet valve opening by altering the inlet camshaft position. Improved cylinder charging and combustion efficiency, reduced intake resistance, and improved exhaust gas recirculation are among the benefits. Combined with a variable length intake manifold, i-VTEC technology offers tremendous flexibility since it is able to fully maximise engine potential over its complete range of operation.
    A particularly flat torque curve is testimony to its effectiveness; peak torque is 192Nm at 4,000 RPM, but by 3,000 RPM the engine is already producing 188 Nm.
    Customers can alternatively choose a 1.7 litre engine, no unsophisticated unit itself. Also available in the latest Civic Coupe, this four-cylinder SOHC VTEC unit is virtually all-new and delivers 125 PS (92 kW) at 6,300 RPM and torque of 154 Nm at 4,800 RPM.
    Both engines easily better the EU2000 emission requirements and in those countries where customers can benefit from additional tax breaks, a number of modifications bring the 1.7 litre engine into compliance with EU2005 and the 2.0 litre with the German D4 regulations.

    5-speed manual plus new sequential shift 5-speed automatic transmissions

    Both the 1.7 litre and 2.0 litre Streams are available with a 5-speed manual gearbox, while the 2.0 litre can also be equipped with an optional, electronically-controlled 5-speed automatic.
    A series of enhancements to the manual transmission, together with the convenient fascia-mounted shift lever, mean that the Stream driver enjoys light and precise gear changing, while the short vertical throw between gears makes for a notably sporty feel.
    Added refinement comes from a ‘flexible flywheel’ which is able to absorb naturally-occurring crankshaft vibrations before they pass into the cabin.
    Honda’s brand new automatic transmission offers the flexibility of five electronically controlled ratios and the versatility of either conventional automatic shifting or, in sequential mode, a more sporty ‘manual’ change.
    Sequential shifting provides brisker acceleration since it is possible to run to the red line in each intermediate gear. Changes are made simply by flicking the gearlever forwards to change up and backwards to change down, within a gate that runs parallel to the main shift gate.
    Travelling over particularly hilly terrain calls for a different shifting regime, and in a further refinement, placing the lever into ‘D3’, in fully automatic mode, restricts gear selection to first, second and third to give effective climbing ability on ascents and engine braking on descents.

    Chassis dynamics put the excitement back into MPV driving

    Honda has set out to prove that MPV practicality and entertaining handling are not mutually exclusive. A low centre of gravity minimises body roll, while the advanced toe control link MacPherson front and reactive link double wishbone rear suspensions, and high mounted rack and pinion steering derived from the new Honda Civic provide a supple ride, responsive, linear steering and precision handling, even when fully loaded. The Stream also offers good manoeuvrability and a turning circle of 11.0 m puts several smaller MPVs to shame.
    The relatively long track rods that result from a high mounted steering gearbox produce toe characteristics that are more like those of a double wishbone design, ensuring excellent tyre contact over the full vertical travel of the suspension.
    Good stability under braking is ensured by the innovative design of the compact reactive link double wishbone rear suspension. The geometry of its rear-mounted toe control arm ensures that, as the car is slowed, the brake force is transmitted through the structure, pulling the trailing arm into a toe-in direction.
    The design of the rear suspension is such that individual components are also moved further outboard which means the width between the suspension towers is increased to the benefit of interior accommodation.
    Powerful braking is provided by discs front and rear, complemented by four-sensor, three-channel ABS and Electronic Brake force Distribution.

    High recyclability

    The Stream continues Honda’s policy of progressively increasing the recyclability of its model range to reduce environmental impact. Thanks to reduced usage of difficult-to-recycle plastics and the almost total elimination of PVC, the Stream is expected to attain a level of 92 per cent.

    Two trim levels, eight colours

    Specification details here
    The Stream is available in a range of eight colours: Firepepper (red), Eternal Blue and Nighthawk Black pearlescents; Islander Green, Quantum Grey, Shoreline Mist (champagne) and Satin Silver metallics; and Taffeta White.
    Firepepper, Islander Green and Quantum Grey are bold fashion colours selected to show off the Stream’s dramatic lines.

    Body

    · Relatively low body with distinctive, coupe styling overtones
    · Short nose is key design element
    · ‘Smart Linked’ body structure aims for Euro-NCAP four star rating
    · Pedestrian safety a major consideration
    · Highly rigid body boosts NVH, handling and safety
    · Extensive use of high-tensile steel
    · Extensive noise suppression measures
    · Fit and finish set new standards
    · High level of anti-theft equipment
    Honda has taken a ‘clean-sheet’ approach to the styling of the Stream and the result is a refreshingly original design that isn’t readily categorised. The designers have dubbed it a ‘coupe-like minivan’ and although its short nose, monoform appearance clearly positions it as an MPV, the high curvature side window profile, which forms an elliptical motif as it tapers towards the rear, provides strong overtones of coupe styling.
    It’s an effect that is accentuated by the relatively low height of Stream - 1590 mm - and an overall length which falls somewhere between compact and full size MPVs. The ‘dynamic motion roof’, which describes the way the roof curvature flicks up distinctively over the D-pillar, and slightly flared wheelarches add to the Stream’s sporty appearance.
    The simple, elegant, essentially monoform design features a notably short bonnet and a tight front overhang of just 880mm. A bold ‘triple deck’ headlamp cluster gives the Stream a very distinctive face. Uppermost is the sidelight; beneath is the turn indicator; and below that are the main/dipped beams. Featuring a complex multi-reflector and clear lens, they offer good long-range visibility. The headlamps flank a twin blade style grille, while below the bumper is an additional air intake.
    The flanks of Stream are characterised by a strong shoulder line which runs from above the front wheel arch to the base of the rear light clusters. Further distinction is provided by scalloped lower edges to the doors.
    At the rear, the light clusters are highly visible thanks to their positioning either side of the tailgate glass, with a red reflector and a high-mounted brake light running across the top. The lower boundary of the glass is delineated by a full width chrome trim.

    Computer aided

    Computer simulations have been used extensively during development for more efficient and cost-effective development of the body. As well as reducing development time, these techniques have allowed the engineers to minimise weight and determine the optimum materials while improving the overall design. One of the benefits to emerge from this process is a high level of body rigidity, particularly in torsion - or twisting. High levels of bodyshell stiffness not only improve impact resistance, but also aid handling and ride by ensuring that the suspension mounting points always remain in correct alignment, and reduce interior noise levels by limiting body-panel resonance.
    The Stream is one of the most aerodynamically efficient vehicles in its class to the benefit of fuel consumption. The designers used a computer-generated 'virtual wind tunnel' to predict wind flow around the car and every aspect of the body was studied to reduce drag and minimise wind noise.
    The air resistance coefficient (CDA) which takes into consideration the frontal area and drag coefficient is best in class to boost fuel consumption.

    Unique body structure

    Although key design elements of the new Civic range and the Stream are similar - the front and rear suspension, the short nose concept, for example - the actual number of shared body panels is minimal. Stream’s floorpan and frame rails are the same as new Civic, but extended and equipped with an all-new centre crossmember, while some underbonnet pressings and the rear inner wheelarches are based on those of the Civic 4 door.
    However, Stream’s rear floor is unique as are all exterior panels. That running from the A-pillar to the rear of the car is a single unit to provide excellent body rigidity, fit and finish.
    StreamNew Civic 5 doorShuttle
    Overall length457042854750
    Wheelbase272026802830
    Height159014951645
    Width169516951790
    Front track147014681525
    Rear track147014691545
    The Stream is a smaller car than the Honda Shuttle, yet relative to its size, it is more efficiently packaged. Thus, at 4570 mm long the Stream is 180 mm shorter, yet its wheelbase is reduced by just 110 mm. In effect, front and rear overhangs are reduced and the wheels are ‘pushed’ further out to the four corners of the body. The Stream’s short bonnet reflects the clever packaging of components; the compact nature of the front suspension, together with a steering gearbox mounted in a relatively high position, has allowed the repositioning of the engine within the engine bay to the benefit of cabin space.
    Ingenious underfloor packaging

    Passengers are provided with the greater comfort and convenience of a flat floor. This has been achieved by clever underfloor packaging whereby the compact reactive link double wishbone rear suspension (see Chassis section) together with the adoption of a shapedpetrol tank allows the exhaust pre-chamber to be repositioned.
    The flat shaped petrol tank with exhaust pre-chamber located alongside, makes the most effective use of the space available. By locating two silencers towards the rear of the car - rather than siting one pre-chamber midway along the exhaust system - the floor can remain flat and in an ingenious piece of packaging, the smaller, high efficiency exhaust pre-chamber is placed between the tank and the suspension. The second is tucked behind the rear valance.
    Crash safety
    Honda has aimed to position the new Stream at the very forefront of the MPV class in terms of crash safety. In common with the rest of the Honda range, the new Stream features an impact-resistant passenger cell, precisely calculated deformation zones, a number of innovative items designed to minimise pedestrian injury, and a complete all-round safety package for occupants. In turn, passive safety features are complemented by the advanced active safety features: safe, predictable handling, powerful braking with ABS and electronic brake force distribution, and precision steering.
    Front and side impact characteristics to 4-star standard
    Employing similar technology to the new Civic 5 door, the Stream features a ‘Smart Linked' body structure and Honda believes this is capable of scoring 4-stars - in the Euro-NCAP front and side impact tests. Together with a number of innovative measures designed to enhance pedestrian protection in the event of an accident, the Stream sets new standards for the class.
    'Smart Linked' body structure refers to the way in which the dimensions and the cross-section of crossmembers and the way in which they link to the frame rails and side-sills are optimised to achieve major increases in bodyshell stiffness; in this way, the effectiveness of each individual joint is magnified.
    The safety levels achieved are all the more impressive given the relatively short nose and lack of a central tunnel in the flat floor, both of which have presented the designers with a greater challenge in managing impact energy and called for some innovative solutions.
    Controlled G-forces
    Employing Honda’s progressive deformation technology has allowed the controlled collapse of the front side frame on impact, and more effective management of the G-forces exerted on occupants. Unlike conventional front end structures, the Stream's, like the new Civic’s, has two parallel paths along which frontal crash energy is absorbed: the front side frame and, beneath them and working in concert, the sub-frame. Energy is then channelled into the floor rails and the centre frame to efficiently disperse energy. Initial G forces are configured so that more of the energy is absorbed during the early stages of the impact cycle, which means that peak force can be more effectively managed to minimise any injury to occupants.
    Side impact
    An MPV’s greater height relative to a saloon demands additional measures to overcome centre pillar intrusion during side impacts and the design of Stream is such that impact load is directed towards the strengthened floor. At roof level, the B-pillars are joined by a thin roof arch with strengthening gusset while the B-pillars themselves are also stiffened. However the bulk of impact energy is directed downwards into the reinforced sills and in turn into large floor-level cross members, one ahead of the B-pillars, the other behind them. In this way distortion of the B-pillar into the cabin is minimised.
    In terms of rear impact protection, the new rear suspension design allows for a straighter rear frame, and together with a more rigid connection between the side sill and rear side frame, excellent impact absorption characteristics are achieved.
    Other key features contributing towards the extremely tough passenger safety cell include:
    · large main frame rails and crossmembers
    · stiffener added to hinge area of front door pillar
    · high rear end rigidity provided by addition of rear floor cross member
    · a smooth connection between the front side frame and longitudinal floor members
    The flat floor design demanded an additional longitudinal floor rail and a strengthened front centre crossmember.
    Extensive use of high-strength steel
    Furthermore, to provide a high degree of strength without any associated weight penalty, key areas of the bodyshell are made from high-strength steel.
    Comprehensive safety equipment
    As part of the comprehensive safety package, the Honda Stream is fitted with both driver and front passenger SRS airbags, while the 2.0 litre model is also equipped with two side airbags (optional on the 1.7 litre) for even greater protection in the event of an accident.
    Front seatbelts feature pre-tensioners with load limiters, and all outboard seat positions feature three-point inertia-reel seatbelts. Front row seatbelt upper anchors are height adjustable.
    In addition, the interior trim incorporates a number of small detail safety items designed to reduce the risk of occupant injury in the event of an accident, including roof rail and window pillar trim with an impact absorbing structure for controlled deformation.
    In the event of the car turning over in an accident, a fuel system shut-off valve is activated to prevent spillage.
    Pedestrian protection
    A key component of Honda’s extensive research into pedestrian safety through accident avoidance and injury reduction has been the development of a safety research prototype vehicle, the ASV3, within the ASV (Active Safety Vehicle) project under the guidance of the Japanese Ministry of Land, Infrastructure and Transport. The use of increasingly sophisticated pedestrian dummies, extensive road accident analysis and a computer-assisted accident simulation programme are providing invaluable data towards identifying and minimising the potential for injuries.
    Honda’s target for the Stream has been the achievement of a 3-star Euro-NCAP rating for pedestrian protection, generally above other MPVs. Among the specific measures aimed at minimising pedestrian injury are:
    · space within the bumper face allowing it to deform and absorb energy
    · energy-absorbing wing bracket
    · space within the engine compartment allowing the bonnet to deform and absorb energy
    · energy-absorbing bonnet hinges
    · energy-absorbing wiper pivots
    As part of the objective of driving down insurance and repair costs, Honda engineers focused their attention on reducing the damage that occurs in low-speed, under 15 km/haccidents, which can result in potentially far-reaching damage and very high repair costs. Stream therefore features at the front special extensions to the leading edge of the side frame which effectively absorb energy and minimise damage to the front bulkhead area. A similar role is played at the rear by a rolled high-strength steel bumper beam.
    NVH performance
    In designing the Stream, Honda has placed considerable emphasis on securing high levels of refinement. Excellent NVH performance is achieved through high body rigidity, extensive application of sound absorption material, minimal idling vibration, low road tyre noise and comprehensive sealing of body structure apertures.
    Among the numerous measures adopted to prevent external noise from intruding into the cabin are:
    § urethane foam inside lower A-pillar
    § sound absorbing roof lining with felt
    § double lipped door moulding
    § urethane foam fascia insulator
    § bulkhead attached to inner front wings acting as noise baffle
    Additionally there is extensive application of anti-vibration melt sheet. This asphalt insulation material is literally 'melted' into place to ensure a precise fit.
    Engine mount system

    A sophisticated engine mounting system plays a large part in suppressing the transfer of noise and vibration to the interior space. The Stream has four mounts, two fixed mounts on the sub frameand two liquid-filled mounts on the body. Centrally mounted at the front of the engine bay is a lightweight extruded aluminium mount, while at the rear a second fixed bracket is made from resin which shears in the event of an impact, so limiting rearward movement of the engine and ensuring that it does not compromise the action of the crumple zone structure.
    The two high-performance liquid-filled mounts on the body- one for the transmission, the other for the engine - are slightly offset. This is because they are located along the axis of the engine’s principal inertial moment (the axis about which the engine vibrates) and at these points, the least amplitude of engine vibration is transmitted from engine to frame, which significantly reduces engine-idle vibration. Together with the excellent absorption properties of the liquid-filled mounts, it means that engine noise and vibration are particularly well damped so adding to the general air of refinement within the Stream's cabin.
    Measures have also been taken to reduce noise generation at source, and features of the drivetrain include an intake manifold design that reduces induction noise, greater cylinder block rigidity and the addition of a timing belt automatic tensioner. The manual transmission 1.7-litre model also has a ‘flexible flywheel’ which absorbs crankshaft vibrations (see Drivetrain section for more details).
    Hydro-formed sub-frame

    The sub-frame itself is produced using a newly developed hydro-forming manufacturing technique which makes it lighter and more rigid.
    The process involves a steel tube, one end of which is crimped, being placed in a die. Water, under extremely high pressure, is fed into the tube, forcing the tube to adopt the precise shape of the die. The resulting component is lighter than a comparable cast or machined component.
    Fit and finish
    The Stream, like the new Civic range, has a particularly high quality visual appearance. This is the outcome of a thorough analysis of the build process, undertaken as part of adevelopment and manufacturing campaign targetting body and interior fit and finish.
    New manufacturing techniques have brought increased accuracy, evident in smaller panel gaps and in the improved door, tailgate and bonnet clearances, which are all the more significant given that Honda vehicles have long been synonymous with outstanding quality. And it is not just major body pressings; light units front and rear, for example, now fit their housings much more tightly.
    The new techniques include:
    · Advanced programmable robots – this new equipment provides more precise welds, which translates into tighter tolerances. In addition, these robots can perform more functions, which 'shortens' the production line.
    · Honda engineers created a special 'servo gun' that allows these robots to do more precise spot welds. This design is easier to control and moves faster than comparable hydraulic guns and requires less energy to operate.
    · With these new advanced welding robots, in most instances, the welding head remains stationary and the part is rotated. In the past – with the hydraulic systems – the part was stationary and the welding head moved, which is not as accurate.
    Accuracy was also improved by converting the existing manufacturing process to use a specialised jig for more precise, automated installation of the hinges and door panels. In the past, a skilled associate undertook door panel installation by hand.
    The use of high-strength steel also creates added challenges in manufacturing, as it is considerably harder to form than typical sheet steel. This can prematurely wear dies (which can have a negative impact on quality and body clearances), and it is harder to weld and inspect. To overcome this challenge, Honda production engineers devised ways to create new durable dies and effectively check to ensure every vehicle is built to the same exacting tolerances.
    Security
    The Stream is provided with a comprehensive range of security measures All models feature a rolling code immobiliser as standard, from which it is virtually impossible for thieves to clone the entry code. The ignition key features a built-in transponder, which, when removed, immobilises the engine fuel injection and ignition so the engine cannot be started. When the key is reinserted and turned in the ignition, the transponder in the key transmits a code via an antenna built into the steering lock surround to the engine management computer. If the code, which changes each time the key is removed from the ignition lock, is confirmed by the engine ECU, the engine will start - but only then. The immobiliser multiplex control unit, engine ECU and ignition key/ignition barrel transponder are all linked via a bus communication.
    All models feature central locking with a remote keyless system that uses FM radio waves, rather than AM, for more effective operation. Other standard features include:
    · a locking glove box
    · immobiliser sticker
    · visible VIN
    · door lock, door handle and key rod protectors
    · interior lock buttons that fit flush with the door trim when locked, so making them markedly less susceptible to outside interference
    In some markets, deadlocks are also fitted for added security. These make it impossible to open a door by using the interior lock buttons, since they are isolated once the door is locked. Therefore, even after breaking a window no door can be opened. To activate this system, the car must be locked - either by the key or the keyless system - and then relocked again within 5 seconds using the same method. To unlock the car, the key is turned or the button pushed just once.
    The Stream 2.0 SE is equipped with an alarm which is triggered at all five doors and bonnet, while locking wheel nuts are an option on this model. The alarm is activated upon the first locking action and deactivated as the doors are unlocked. Security-coded audio systems are optional on all models.
    Interior
    · Spacious cabin will seat seven adults in comfort
    · Low floor ensures ample headroom
    · ‘Walk through’ cabin thanks to fully flat floor plus fascia mounted gearshift
    · Front and second row seat backs fully recline to create sleeping area
    · Interior flexibility caters for a variety of load carrying/passenger carrying combinations
    · Third row seats conveniently fold into floor to create flat luggage area
    · Additional load flexibility provided by folding second row seatbacks
    · Up to 435 litres (VDA) of load space
    The Honda Stream’s efficient packaging delivers a high degree of interior flexibility and a notably spacious and airy cabin, sufficient in size for seven adults to be seated in comfort. Overall height is 55 mm lower than that of the Honda Shuttle, yet Stream has a lower floor which means interior height is as much as 100 mm greater. Passengers enjoy excellent headroom as a result: 140 mm for front seat occupants (a 45 mm increase on Shuttle); 90 mm in the middle row (a 10 mm increase); and 15 mm in the third row. Furthermore, a median interior height of 1300 mm means children can walk unhindered through the cabin.
    Seat height is midway between that of an average saloon and MPV, reflected in the hip points for each row: 583 mm for front seat occupants (Shuttle 685 mm, new Civic 5 door 519 mm); 654 mm for the middle row of seats (Shuttle 730 mm, new Civic 571 mm); and 702 mm for the third row (Shuttle 764 mm). Thus second row passengers sit slightly higher than those in the front seats, third row passengers slightly higher again, allowing good forward visibility for all occupants. The seat heights make climbing into and out of the Stream an easy and straightforward exercise.
    The fully flat floor, without the inconvenience of a central tunnel, adds to the overall sense of comfort and well-being and makes movement around the cabin that much easier. A compact rear suspension structure means the width between the inner wheelarches can be increased to the benefit of load carrying ability - or passenger comfort if the third row of seats are in use.
    2+3+2 seating arrangement
    Rather than offering an almost infinite variety of seating combinations that would in reality rarely be used, Honda has instead concentrated on providing a useful level of flexibility reflecting ‘real-life’ requirements. In terms of the interior design theme, the aim has been to create a sporty feel matching the external styling, combined with the comfort expected of an MPV.
    First and foremost, the positioning of the driver’s seat is designed to ensure excellent visibility. Based on a number of considerations such as bonnet angle, A-pillar angle and thickness, window sill level, and rear pillar angle, Stream offers a level of driver visibility which exceeds competitor values. Even the small front quarter window surround has a minimal effect. The steering column is height adjustable to allow drivers of all sizes to find a comfortable position.
    In keeping with the Stream’s fine handling characteristics, the front bucket seat design provides good grip during enthusiastic cornering. Headrests are of the open type for added sportiness.
    Three adults can be accommodated in the second row bench seat in spacious comfort. Alternatively, when not fully occupied, the wide centre armrest can be folded forwards, revealing twin cupholders and a useful flat surface which can double up as a picnic table or a desktop. There are alsouseful storage pockets at the base of the front row seat backs. The tandem distance between first and second row seats - that is the distance between the front and rear hip points is 980 mm which allows for plenty of legroom, but not so great as to make conversation difficult. Legroom is 5 mm greater than in the Shuttle.
    In a further demonstration of the flexible nature of the interior design, the first and second row seat backs can be fully reclined to form a sleeping area.
    Third row seats provide comfortable seating for two adults with ample leg and head room. Access is gained by simply folding down the back rest of the second row seat using the lever at its side and then sliding the whole bench forward.
    Legroom is equivalent to that of the previous Civic 3 door, while the second to third row tandem distance is 730 mm.
    ISOFIX mountings
    The second row seats have twin ISOFIX standard child seat mounting points, allowing the seat to be fitted more safely and easily without any problems of slipping or tilting. Arms protruding from the base of the child seat lock into anchor bars located between the rear seat back and the seat cushion, firmly attaching the seat to the car body. The top of the child seat is held firmly in place by means of a strap which attaches to a tether anchor behind the seat.
    Carrying the load
    Customers in this market segment demand flexibility in terms of passenger and load swallowing capability and in the Stream, that is what they get. Even with the third row seats raised load capacity is 158 litres (VDA), with load bay dimensions of 390 mm long by 1330 mm wide at floor level. This is sufficient to accommodate a baby buggy across the width, or two mineral water cases, or one large Samsonite suitcase, or one 9 inch diameter golfbag. Since the seat back reclining angle can be adjusted, it is possible to move it into a vertical position so that it acts as a brace for luggage.
    Rather than the inconvenience of removable seats - an approach that demands somewhere to store them once they are out of the car - Honda has opted instead to provide a clever folding design for the third row of seats to create a wide, flat loadspace.
    Creating the expanded load area is remarkably simple. First the headrests are removed. Then pulling a lever situated behind the seat allows it to be slid back towards the tailgate, which at the same time causes the seat cushion to pop up slightly. Hinged at the front, the seat cushion is then flipped forward through 180 degrees, in effect reversing it. Finally, the seat back is released and folded forwards. The result is a flat loading surface, flush with the lower edge of the tailgate opening.
    Added load carrying flexibility is provided by second row seatbacks that can be folded forward onto the seat cushion.
    With the third row seats in their stored position, load capacity rises to 435 litres (VDA) and floor length is 1050 mm. That is sufficient for a snowboard or a child’s bicycle to be stored lengthwise; alternatively it will swallow two drink bottle cases plus one shopping container, plus a baby buggy. A pull-out tonneau cover attached to the second row seats protects the luggage area from prying eyes and is positioned a useful 400 mm above floor level.
    When the second row seats are folded down, load bay length rises to 1695 mm, which is sufficient to carry, for example, two adult’s bicycles (with the front wheels removed) in an upright position or flat pack furniture up to 200 x 125 x 70 cm.
    A wide opening tailgate and a liftover height of 685 mm make for easy loading and unloading.
    Coping with clutter
    Naturally, provision has been made within the cabin for the storage of assorted odds and ends. As well as a large glovebox, to the driver’s left (right on RHD cars) are a coin pocket and above that a cup holder. The ashtray sits beneath the fascia-mounted gearshift and to open it you simply slide it up towards you.
    A highly useful, pull-out storage tray able to accommodate larger items is located beneath the front passenger seat. Both second row and third row passengers are provided with a cup holder in the door panels, while second row passengers are provided with storage pockets in the front row seatbacks.
    The spare wheel is stored under the floor, while tools and jack are neatly stored in the rear side panel.
    Fascia-mounted gearshift for ‘walk-through’
    A particularly practical feature of the Stream’s interior is the fascia-mounted gearshift, in both manual and automatic transmission equipped models. It makes for much improved legroom for front seat occupants, while the lack of a floor-mounted console allows unfettered movement by passengers both across the cabin and from front to rear.
    Although the location of the gear lever is unconventional, Honda has carefully considered its exact positioning to ensure the process of gear changing quickly becomes a perfectly natural process. Furthermore, its location closer to the steering wheel means shifting is easier, faster and, because the hand is off the steering wheel for less time, safer.
    In the case of the automatic transmission, because the fascia housing is relatively compact, a gated shift is provided to enable the driver to select the correct gear at all times.
    The highly legible instrument display, with amber illumination, comprises three circular dials, with a central speedometer, a tachometer to the left and fuel and water temperature gauges to the right. On automatic transmission-equipped cars, the latter also contains a read out indicating the particular gear engaged. The sporty, titanium coloured finish of the surround contrasts effectively with the chrome-finish of the interior door handles and, on the automatic, the gear shift quadrant.
    The fuel gauge is a CPU-controlled unit which gives a linear response throughout the range of the tank and minimises needle vibrations.
    The centre stack includes heating and ventilation and audio controls located in positions which ensure they are easy to operate and allow the driver to remain focused on the road. The electric sunroof switch is also on the fascia, along with the remote control door mirror switches, and all electric window controls are sited on the doors.
    New, improved air conditioning cuts odours
    Improved cool-down performance and greater air throughput are notable features of the air conditioning system which also features a low noise fan. To save weight, the new high-efficiency condenser is made from aluminium.
    The system’s filter uses a new Honda-developed material which is highly effective at removing dust and odours, yet has a minimal effect on the unit’s throughput. It has a life of around a year and is easily accessible in a location behind the glovebox.
    For maximum comfort, an air cooling system is available as an option for third row passengers. The unit is mounted in the rear interior panel on the right hand side in what would otherwise be dead space, while the two adjustable vents and the operating switch are located in the same panel.
    Cabin illumination comes from a forward mounted map light and two, roof-mounted interior lights to ensure full coverage of the three rows of seats. The interior lights illuminate when the ignition key is removed or when the driver’s door is unlocked with the key. The lights are extinguished either with a timer or when the key is inserted in the ignition, as appropriate. The cargo light, which operates automatically when the tailgate is opened, is located high on the left side of the load area to retain its effectiveness when tall items are being carried.
    A compact new glass sunroof allows greater middle-seat headroom by opening on the outside of the roof. Incorporating a wind deflector and a two-piece sunshade, it uses a quieter, rear-mounted electric motor and a neat frameless appearance within the interior.
    Flush panel fit
    As part of the desire to achieve a high level of refinement and build quality, and in conjunction with avisual quality programme a major initiative was undertaken to generally reduce visible gaps and improve panel fit throughout the cabin. Typical examples are:
    · flush joints between window pillars and roof lining
    · flush interior lights
    · flush trim joints around the door sills
    · cutting the size of the gaps around air vents
    · heat bonded glove box with integral lid and smarter finish inside and out
    Drivetrain
    · Choice of 1.7 litre or 2.0 litre engines
    · 2.0 litre Stream marks debut of outstanding DOHC i-VTEC engine technology
    · Low vehicle weight means Stream delivers excellent performance and fuel economy

    · Standard 5-speed manual transmission
    · 2.0 litre model optionally available with brand-new 5-speed automatic
    · Sequential shift provides more sporty ‘manual’ change
    · Manual models equipped with ‘flexible flywheel’
    By keeping vehicle weight down, and employing two very flexible and efficient engines, Honda has set out to provide the Stream with a sporty turn of performance, matched with best-in-class fuel consumption and excellent emission characteristics.
    Customers have the choice of two four cylinder petrol engines: a 125 PS (92 kW) 1.7 litre SOHC VTEC, and a 156 PS (115 kW) 2.0 litre DOHC i-VTEC. Both engines are matched to a 5-speed manual transmission, while the 2.0 litre is also available with an optional 5-speed automatic with sequential shift.
    These powerful engines allow impressive towing capacity: 1200 kg for the 1.7 litre manual, 1400 for the 2.0 litre manual and 1100 kg for the 2.0 litre automatic.
    The 2.0 litre DOHC i-VTEC: first application of Honda’s advanced new engine technology
    Stream is the first Honda to be powered by a brand-new generation of all-aluminium engines which advances the company’s production car technology considerably.
    The i-VTEC name is derived from ‘intelligent’ combustion control technologies that match outstanding fuel economy and cleaner emissions with high output and outstanding torque characteristics in all speed ranges. Generally power is up by 20 per cent, low to mid range torque up by 10 per cent, yet fuel economy is improved by 10 to 20 per cent, while the more compact engine structure reduces weight by 10 per cent.
    Development of the new i-VTEC series will continue, with expansion to the entire Honda 4-cylinder car line-up worldwide by 2005. In conjunction with the roll-out of this new technology, Honda has established a new engine manufacturing line within the Sayama Plant at the Saitama Factory in Japan. Here the engines are manufactured in sequence with car production, greatly reducing both the amount of in-process floating stock and required production lead times. The new line includes aluminium processing of cylinder blocks, machining and engine assembly.
    Designed for high efficiency and flexibility, the line reduces the investment for new model introduction by half and can produce eight different engine types.
    The 2.0 litre DOHC i-VTEC engine in detail
    The VTEC system, which varies the timing and amount of lift of the valves is, of course, a long established element of Honda’s engine line-up. Now, in this new 2.0 litre engine, it is supplemented by VTC (Variable Timing Control) which continuously adjusts the cam phasing to best match the current engine load, plus a variable length intake manifold for improved low end torque. These systems work in concert under the close control of the engine management system to optimise engine efficiency and real-world performance.
    A particularly flat torque curve is testimony to the effectiveness of the new technology; peak torque is 192 Nm at 4,000 RPM, but even by 3,000 RPM the engine is delivering 188 Nm.
    Salient features of i-VTEC are:
    · DOHC VTEC
    · VTC or Variable Timing Control
    · compact intake system
    · variable intake manifold system
    · rear exhaust system with low heat mass
    · balancer shaft to minimise engine vibration, particularly at low revs
    · camshafts operated by a particularly quiet chain drive
    · a serpentine belt providing auxiliary drive similar to that used in the Honda S2000, keeping engine dimensions to a minimum
    · ladder frame main bearing stiffener located between the block and sump, increasing rigidity
    VTEC
    The principle of the VTEC system is to optimise the amount of air-fuel charge entering, and the amount of exhaust gas leaving, the cylinders over the complete range of engine speed to provide good top-end output together with low and mid-range flexibility. Typically, at high engine speeds the valves remain open for a longer duration to give the gases sufficient time to overcome their inertia. At low and mid range engine speeds, where valves opening for too long would allow intake charge to leak back out and exhaust gases to leak back into the cylinder, the valves remain open for a shorter duration.
    The VTEC system controls the intake valves only using two rocker arms to actuate the valves.
    Variable Timing Control (VTC)
    Now, in the new 2.0 litre engine, the VTEC mechanism is complemented by Variable Timing Control which works by taking into consideration engine load.
    This brand new technology from Honda controls the phasing of the inlet camshaft, resulting in a number of benefits including improved charging efficiency and combustion, higher torque, reduced intake resistance and improved efficiency of exhaust gas recirculation. Based on input from a position sensor located at the rear end of the inlet camshaft, together with a whole range of other data, the engine control unit varies the inlet camshaft position relative to that of the exhaust camshaft by means of a hydraulically driven, compact vane-type pump located on the front end of the inlet camshaft. In this way it can advance and retard the opening of the inlet valves.
    During the periods of high engine load which occur during acceleration, VTC is set at a relatively small degree of valve overlap which provides the best output, the valve opening angle utilising the inertia of the intake air. In addition, as engine speed builds, the VTEC mechanism switches from the low speed cam to the high speed cam (ie optimal torque to optimal power), but with the same degree of overlap.
    Alternatively, at high engine speeds in situations where the engine is not under heavy load, for example during motorway cruising, there is much greater valve overlap and this is advantageous in reducing pumping losses, maximising the exhaust gas recirculation effect for reduced NOx levels and providing the best balance between fuel consumption and output.
    Finally, at idle and low engine speeds during light load conditions, inlet valve opening is retarded for minimal overlap, generating strong swirl and therefore good mixing.
    Variable length intake manifold
    Made from resin for light weight, the intake manifold features a variable length inlet tract controlled by a rotary valve. At low engine speeds this opens to lengthen the inlet tract to 540 mm, which keeps intake velocity high, creates good turbulence and cylinder filling and boosts torque, before closing at higher engine revs to shorten the effective length of the inlet runners to 270 mm, satisfying the engine’s demand for additional air and increasing power.
    1.7-litre SOHC VTEC: strong torque delivery for flexible motoring
    First revealed in the new Civic Coupe, this engine’s peak torque of 154 Nm delivered at 4,800 RPM provides excellent flexibility during everyday driving, while boosting fuel economy. The particularly flat torque curve ensures that the 1.7 litre Honda Stream pulls strongly across the rev range, particularly between 2000 and 4000 RPM, for effortless performance. Maximum output of the 1.7 SOHC VTEC unit is 125 PS (92 kW) at 6,300 RPM.
    Fundamental to achieving these figures are a number of measures aimed at boosting combustion performance. These include a new design of swirl intake port which optimises both vertical and horizontal vortices inside the cylinder, ensuring excellent fuel distribution and thorough mixing for effective, stable and clean combustion. By ensuring more complete burning of the air-fuel mixture, a higher compression ratio has been made possible.
    Torque characteristics have been further improved by reducing the length of the conduit between the air intake and the intake manifold chamber by 84 per cent. This has realised optimum resonance characteristics and torque at 4000 RPM is increased by 6 per cent.
    The VTEC approach to economy
    At the heart of the Stream’s 1.7-litre engine is Honda’s acclaimed Variable Valve Timing and Lift Electronic Control (VTEC) system which is so effective at maximising combustion efficiency at all engine speeds for good low to mid-range torque, vivid top-end output and outstanding fuel economy.
    EGR
    The engine is particularly clean, too, thanks to exhaust gas recirculation, whereby some of the exhaust gases are fed back into the fuel-air mixture. This lowers combustion temperatures which in turn cuts the levels of nitrogen oxides in the exhaust.
    10 per cent weight savings
    Weight savings achieved through careful choice of materials and intelligent detail design mean that the 1.7 litre engine plays its part in keeping down overall fuel consumption as well as helping to provide the Stream with good overall weight distribution. Weight reductions include:
    · plastic intake manifold saving 1.9 kg
    · fabricated exhaust manifold 1.6 kg
    · aluminium engine side mount 0.5 kg
    · plastic fan shroud 0.5 kg
    · aluminium ECU casing 0.2 kg
    · 4-weight light crank 0.4 kg
    · exhaust-pipe-integrated catalytic converter 2.2 kg
    · PHC ignition system 1.0 kg
    · compact intake resonator chamber 1.3 kg.
    Noise reduction
    A number of measures have reduced engine noise during acceleration and while at idle. These include:
    · an automatic tensioner for the timing belt assembly
    · a narrower timing belt with reprofiled teeth
    · a new equal-length intake manifold which has eliminated the air induction noise typical of systems with different length intake runners
    · rigidity of the cylinder block walls increased to minimise piston knocking noise at idle
    · larger and stronger engine mounting brackets for less vibration during acceleration
    · crankshaft web thickness increased by 1.5 mm for increased crankshaft rigidity which translates into reduced noise and vibration during acceleration
    · connecting rod bearings with a textured surface to better hold oil for consistent lubrication and a smoother running engine
    ‘Four port’ fuel injector design (1.7 litre engine)
    Small, ‘four-port’ fuel injectors are used in the new engine for more precise control. Featuring four orifices, rather than the usual single nozzle, these are one third shorter than the more usual pintle-type design. As well as offering more efficient fuel atomisation for improved combustion, they reduce the amount of fuel mist that clings to the port walls, and as a result the level of unburned hydrocarbons passing into the exhaust gases during cold starts is down by as much as 14 per cent.
    Cutting friction (1.7 engine)
    Any means of reducing energy lost through friction is of vital importance in the quest for low fuel consumption and the Stream 1.7 litre engine employs some of the innovative technology seen in recently launched models such as the Honda S2000 and Insight. The piston skirts, for example, are shot-peened with small ceramic balls to give a special 'micro-dimple' surface which improves the retention of the oil film between the piston and the cylinder, reducing overall friction by approximately 2 per cent. The small end bearing width is also reduced from 23 to 20 mm, while roller type rocker arms in place of plain metal bearings, provide a further 5 per cent reduction in friction losses.
    The pistons are not completely round and have a new asymmetrical oval design. This maintains a tighter tolerance on the exhaust side so they seal better, reduce engine noise and friction.
    Emissions
    The 2.0 litre engine significantly betters the EU2000 emissions requirements. Furthermore, for those countries where customers can benefit from tax reductions, a number of modifications have been introduced which mean that the 1.7 litre model complies with EU2005 and 2.0 D4.
    A crucial element in meeting these tough emissions levels is to bring the catalytic converter up to its effective operating temperature as quickly as possible. This is achieved by retarding the ignition timing after engine start to help promote rapid warming; in addition, the exhaust system is of the low heat mass type, with a dual wall construction, for the same purpose. The catalytic converter is of the close-coupled type which means it is located as close as possible to the exhaust manifold, thus increasing efficiency after a cold start.
    Fast, effective performance is also provided by increasing the number of cells integrated into the catalyst substrate to 900 per square inch, which gives three times the surface area. EGR helps to reduce oxides of nitrogen, while the small fuel four-port injectors (see below) deliver more efficient atomisation leading to a reduction in HC emissions.
    On the 2.0 litre engine, the exhaust manifold is mounted on the back of the engine rather than on the front as it currently is on, for example, the Accord 2.0 litre. This means the distance to the catalytic converter is reduced, so less heat is lost. Also the 4-2 exhaust manifold flows into an exhaust pipe structure which features an ‘e-pattern’ cross section rather than a dual pipe construction, which is even more heat efficient.
    Keeping it compact: both engines contribute to Stream’s efficient packaging
    Minimising overall engine dimensions has of course a number of benefits and both engines are notably compact, achieved through intelligent packaging of key engine ancillaries. In particular, the compact air intake system, rather than using a conventional location on the car body, features an air cleaner postioned over the intake manifold and a resonator chamber over the transmission.
    Packaging also benefits from a new PHC ignition system which locates a small high-performing coil above each spark plug, improving combustion efficiency and allowing reduced external engine dimensions.
    Apart from freeing up greater space for occupants without increasing vehicle length, the more compact nature of the engines mean there is more space available for the impact absorbing structures of the bodyshell to work effectively.
    The 1.7-litre engine is just 574.5 mm across its width (that compares to 617 mm for the 1.6 litre engine of the 1999 Civic). The overall length of the 2.0 litre engine is 870 mm, the width 635 mm and the height 622 mm (compared to the current 2.0 Accord which is 942/740/621 mm ). Weight is reduced from 146 to 133 kg.
    Returnless fuel supply
    Up to one third of all vehicle emissions occur while a vehicle is parked. The new Stream is therefore equipped with a returnless fuel supply system that effectively seals the tank to reduce vapour loss.
    Transmissions
    Both the 1.7-litre and 2.0-litre Stream models can be specified with a 5-speed manual transmission, while the 2.0-litre is optionally available with a sophisticated 5-speed automatic which offers the choice of sequential shifting. Both gearboxes are new designs.

    The manual transmission benefits from a number of detail enhancements which have reduced the effort required to change gear and at the same time improved feel. In particular, the detent shape of the shift fork is refined for a light and precise action, while synchromesh capacity on first and second gear is boosted by using a triple cone mechanism (2.0 litre engine) or a double cone mechanism (1.7 litre engine). Other refinements include the use of smaller, high capacity bearings and synchroniser sleeves with a shorter stroke for a lighter, more compact gearbox casing. The fascia-mounted gearshift has a short 45mm vertical throw between gears (for the 2.0 litre engine – for the 1.7 litre the vertical throw is 55 mm), for a notably sporty feel.
    Flexible flywheel
    An added touch of refinement is provided in manual models by a ‘flexible flywheel’; a flexible plate connecting the flywheel and the crankshaft centre plate is able to absorb the naturally-occurring crankshaft vibrations which would otherwise transfer to the flywheel itself. Even greater in-car refinement is the result.
    The clutch is hydraulically rather than cable operated, which allows for greater smoothness and enhanced feel. The clutch system is installed pre-filled on the production line, improving reliability and aiding vehicle assembly.
    Ratios selected to match Stream’s versatility
    Stream’s versatility means it will be subjected to a widely variable payload and driving situations ranging from crowded city streets to fast moving motorway driving; gear ratios have therefore been selected accordingly. First and reverse are unusually low to cope with demanding road conditions when fully-laden, with fifth an ‘overdrive’ for quiet and economical high-speed cruising. Close spacing of third, fourth and fifth gears makes Stream particularly responsive in the medium to high speed range.
    New 5-speed automatic transmission with sequential change
    The 2.0-litre model is available with a brand new 5-speed automatic transmission which provides the Stream driver with a choice of shifting style: either the convenience of conventional automatic changes or, in sequential mode, a more sporty ‘manual’ change.
    Its location on the fascia means the shift lever housing is necessarily compact and for this reason Honda has provided a quadrant which allows easier determination of the position selected. Thus the shifter quadrant is not a straight line, instead requiring five movements to shift from Park to Drive.
    To the right of the main shiftgate lies a parallel gate marked with ‘+’ and ‘-’ in which the driver can switch to sequential changing. In this mode, up changes are made simply by flicking the lever forwards (+) and down changes by pulling it backwards (-).
    Sequential shifting provides brisker acceleration since it allows the driver to run to the red line in each intermediate gear. Engine protection is provided by the standard fuel cut-out, while the driver is not permitted to change down if doing so would cause over-revving. The system allows second gear to be manually selected when starting the car on slippery surfaces.
    When the gearbox is being used as an automatic, a further mode is provided by the ‘D3’ position located at the bottom of the main shiftgate. This restricts gear selection to first, second and third and is particularly suitable for mountain driving where climbing ability on ascents and engine braking on descents is called for.
    The driver is provided at all times with gear selection information (P R N D M D3) by a display located in the right hand dial of the three gauge instrument pack (the fuel/water temperature gauge). A red LED alongside shows which gear has been selected when in M mode.
    Chassis
    · Compact toe control link MacPherson strut front suspension aids engine packaging
    · High-mount steering gearbox contributes to excellent toe control characteristics
    · Compact reactive link double wishbone rear suspension contributes to flat floor cabin
    · Low slung design helps to minimise body roll
    · High rigidity suspension components improve handling
    · High body rigidity permits supple ride
    · ABS and EBD braking standard
    Since MPVs are often associated with a high degree of body roll and imprecise handling, Honda has sought to make the Stream fun to drive. The low slung design and relatively low height help in this respect.
    In particular, the engineers have concentrated on high speed stability, a supple ride, responsive, linear steering and precision handling even when fully loaded. Despite its length, manoeuvrability is excellent with a turning radius of just 5.5 m. The steering is also ideally assisted so that it doesn’t require excessive effort or turns of the steering wheel.
    Essentially, suspension and steering utilise the same design seen in the new Civic range, but with most key components uprated to accommodate Stream's greater weight and payload. This latest suspension design follows a long Honda tradition of providing excellent balance between ride and handling; significantly, however, it also has packaging benefits and contributes to increased interior accommodation.
    Toe Control Link MacPherson strut front suspension
    Honda's new toe control link MacPherson strut design provides a particularly compact front suspension to the benefit of engine bay width. Together with a particularly high-mounted steering gearbox (which in turn gives more space for the front sub-frame to deform in frontal impacts), the increased width means the engine can be located further towards the rear of the engine bay, thus helping to achieve a ‘short nose’ design to free up more space for use within the cabin.
    The steering rack features a centre take off which means that the track rods are substantially increased in length to provide improved toe control (the amount the tyres angle in towards or away from the body).
    The geometry is such that toe characteristics over the vertical travel of the wheel are more like those of a double wishbone arrangement and substantially improved in comparison to a conventional strut. The new suspension moves from slight toe-out at full bump to slight toe-in at full rebound; whereas conventional struts move from substantial toe-out at full bump to almost neutral in the median position and back to substantial toe-out at full rebound. Stream provides far better tyre contact with the road as a result.
    Stream uses a hydraulic, rather than electric power assisted steering system because of the potential level of assistance required at full payload. The variable capacity power steering pump features a flow-check valve to ensure it only operates in low speed ranges, when it is most useful; by minimising its operation in other conditions - at high speed, for example - fuel consumption is improved.
    The steering system has undergone a degree of fine tuning for greater firmness, while the overall steering gear ratio has been modified and the rate of change designed to be more linear, enabling the Stream to track smoothly through corners. A hydraulic steering damper provides crisper steering feel at high speeds and improves stability.
    Reactive link double wishbone rear suspension

    At the rear of the car, the designers’ aim was to minimise damper intrusion into the cabin, without compromising handling or ride. The particularly compact reactive link double wishbone design is the result.
    A significant feature is that under braking, the rear wheels toe-in to provide exemplary stability. As the car is braked, the brake force is transmitted through the suspension structure which causes the rear mounted toe control arm located at 90 degrees to the force to flex backwards. The slight movement of the suspension assembly to the rear in turn acts on the compliance bushes that locate the lower wishbone to the chassis. Their compliance in a diagonal direction pulls the trailing arm into a toe-in direction.
    The design of the rear suspension is also such that the spring, damper and lower wishbone are moved further outboard, thus increasing the width between the suspension towers.
    High rigidity suspension components

    Suspension effectiveness benefits significantly from the torsionally stiff body and use of rigid components. In particular, the front sub-frame and body form an extremely stable unit that functions as an excellent platform for the front suspension, as well as yielding a high degree of isolation from vibration.
    It means any sudden loads do not move the suspension away from its ideal alignment and tyre-to-ground contact is therefore increased for greater stability. It also allows spring and damper calibration to be tuned for comfort rather than compensating for deficiencies in the body structure.
    Good rearward motion of the rear wheels as they pass over bumps contributes to the supple ride.
    Front to rear balance

    Excellent balance between the front and rear roll centres lessens pitch angle, and provides more stable, linear handling characteristics during cornering.
    Key Features

    Front Suspension:
    · Wide cross section damper tubes
    · Large wheel bearings
    · Extra rigid lower suspension arms
    Rear Suspension:
    · Wide cross section trailing arms
    · Large wheel bearings
    · Extra rigid bushings
    · Low suspension arms
    · Addition of rear cross beam
    Wheels and tyres

    All models feature 15 x 6JJ wheels shod with 195/65R15 tyres that offer reduced rolling resistance for better fuel economy. The wheels use a heavy-duty five bolt design.
    Standard equipment ABS plus EBD

    As well as four-sensor, three-channel ABS, the Stream has Electronic Brake force Distribution (EBD). The latter is able to measure small front and rear wheel speed differences to ensure exactly the right amount of braking effort is applied to the rear wheels, via the ABS actuator, whatever load the car is carrying and taking into account the load transfer during deceleration. This allows the full potential of the rear brakes to be realised and both reduces the risk of premature rear brake lock-up when braking from high speeds and offers a more consistent pedal-feel.
    The brake pedal action is engineered to provide greater braking force over a shorter pedal stroke for a more precise, linear action.
    15 inch discs are used both front and rear, while at the rear a small drum within the disc centre operates as the handbrake.
    Environment
    Honda continues to pursue a policy of progressive reduction in the environmental impact of its products throughout their life-cycle. Part of that policy is to ensure all models achieve a recyclability ratio (the percentage of material that can be recycled) of over 90 per cent, a voluntary action plan that anticipates the European regulation trend.
    One of the means of boosting recyclability is replacement of non-recyclable plastics and difficult-to-recycle mixtures. There is therefore greater use of less-complex resins (and the almost total elimination of difficult-to-recycle PVC) and greater use of olefins for thermoplastic parts which can easily be reprocessed into pellets and recycled. The approximate quantity of olefin in the interior is 29.7 kg, which equates to 5.7 per cent of vehicle weight.
    Thorough marking of resin parts and the provision for easier disassembly will aid the scrapping process.
    Similarly lead usage is reduced by a third compared with 1996 levels achieved by:
    · the elimination of lead from the fuel tank assembly which is normally used as a sealant
    · the adoption of an aluminium radiator, copper alloy battery cable connectors and copper heater core
    · adoption of a lead-free PVC-coated wiring harness
    Another important consideration in terms of environmental impact is Stream’s compliance with emissions legislation: in markets which offer tax concessions, the 1.7-litre model complies with EU2005, while the 2.0 litre complies with the German D4 requirements.
    HONDA STREAM

    ENGINE1.7
    SOHC VTEC
    2.0
    DOHC i-VTEC
    Cylinders

    Bore x Stroke (mm)
    Capacity (cc)
    Compression ratio
    Max power kW/PS
    @ RPM
    Max torque Nm
    @ rpm
    75 x 94.4
    1668
    9.9:1
    92/125
    6,300
    154
    4,800
    4 in line86 x 86
    1998
    9.8:1
    115/156
    6,500
    192
    4,000
    Fuel system
    Fuel rating
    Honda PGM-FI electronic fuel injection
    Unleaded 95 Ron
    ELECTRICAL12V – 36Ah
    12V – 80Ah 12V – 90Ah
    Battery
    Alternator
    TRANSMISSION5-speed manual5-speed manual or 5-speed sequential shift automatic
    Front Wheel Drive
    Transmission type
    SUSPENSION
    FrontToe control link MacPherson strut, coil spring, gas pressurised shock absorber, 27.2 mm dia anti-roll bar
    Reactive link double wishbone, coil spring, gas pressurised shock absorber, 20 mm dia anti-roll bar
    Rear
    STEERING
    Gear Type
    Turns lock to lock
    Turning circle at wheel (m)
    Hydraulic power assisted
    2.81
    11.0
    BRAKES
    FrontVentilated disc
    RearSolid discSolid disc
    Four-sensor, three-channel ABS, Electronic Brake Force Distribution (EBD) and brake assist
    WHEELS AND TYRES
    Wheels
    Tyres
    15 x 6JJ
    195/65R15
    DIMENSIONS,
    WEIGHTS, CAPACITIES
    Overall length (mm)
    Overall width (mm)
    Overall height (mm)
    Wheelbase (mm)
    Front track (mm)
    Rear track (mm)
    Ground clearance (mm)†
    Luggage space VDA (ltr)
    Kerb weight (kg) MT/AT
    Max permitted weight (kg)
    MT/AT
    Fuel tank (litres)
    4570
    1695
    1590
    2720
    1470
    1470
    150
    158 (435 with 3rd row seats folded)
    1373 1426 / 1440
    1990 2030 / 2055
    55
    PERFORMANCE
    Max speed (km/h)
    MT/AT
    Acceleration
    (0-100km/h secs) MT/AT
    Fuel consumption MT/AT 1/100km (1999/100/EC)
    Urban
    Extra Urban
    Combined
    CO2 emissions (g/km)
    190 205 / 200

    11.1 / - 9.4 / 11.2

    9.9 / - 11.3 / 12.7
    6.5 / - 7.0 / 7. 1
    7.7 / - 8.6 / 9.1
    183 / - 203 / 216
    † with passengers in vehicle
    Information correct at time of going to press
    N.B: Specifications may vary from one country to another. For more details, please contact
    your local PR office.
     
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