Rigidity Is a Myth: Honda's Innovative Platform Will Intentionally Flex for Improved Cornering Performance.

Rigidity Is a Myth: Honda's Innovative Platform Will Intentionally Flex for Improved Cornering Performance.

      The latest in car news and reviews, no nonsense

      Our free daily newsletter brings you the important stories straight to your inbox every weekday.

      When the next-generation Honda Pilot or Civic navigates a corner, the front-end structure will intentionally deform to enhance handling. Yes, you read that correctly.

      Last week in Japan, Honda engineers discussed a complete redesign of vehicle architecture aimed at reducing weight, lowering costs, and most intriguingly, enhancing dynamics. The answer lies in a front-end structure that bends, twists, and deforms during cornering.

      For a long time, automakers have promoted the increased rigidity of their latest models alongside improved suspension tuning to boost cornering performance. Honda has now taken a different approach.

      Joel Feder

      The new platform, supporting both midsize and large models from the Civic and CR-V to the Pilot and Odyssey, aims to optimize body rigidity rather than merely trying to increase it. To achieve this, Honda has repositioned the structural reinforcements around the front structure instead of concentrating them solely beneath the engine. These same principles are also being applied to the upcoming 0 Series EV platform.

      The outcome? As a vehicle turns, the outer part of the structure will deform, pressing down the outer wheel to enhance grip, improving steering and cornering by reducing push and providing better feel through increased tire contact. This design will not only improve handling but should also result in a quieter and more comfortable ride through its ability to absorb impacts.

      Honda noted that the new structure is modular, with fixed dimensions for both front and rear sections, enhancing commonality. This modularity and fresh platform design are anticipated to reduce weight by 198 pounds and cut costs by 10% when compared to the current structure.

      Production of the new structure is expected to begin in 2027.

      Honda provided The Drive with travel, accommodations, and access to engineers to facilitate the writing of this article.

Rigidity Is a Myth: Honda's Innovative Platform Will Intentionally Flex for Improved Cornering Performance. Rigidity Is a Myth: Honda's Innovative Platform Will Intentionally Flex for Improved Cornering Performance.

Other articles

'The First Luxury V12 Italian Off-Roader in the World' Ignores the Existence of the Lambo Rambo | Carscoops 'The First Luxury V12 Italian Off-Roader in the World' Ignores the Existence of the Lambo Rambo | Carscoops GlasWerks DMV's latest Elevato offers off-road excitement inspired by Ferrari's grand tourer, priced at approximately $175k, in addition to the cost of the donor vehicle. We Inquired with Honda About Whether the Prelude Will Actually Begin at $38,000 | Carscoops We Inquired with Honda About Whether the Prelude Will Actually Begin at $38,000 | Carscoops Honda played down the number when questioned but suggested that the actual price of the Prelude could be close. Honda has created a new V6 hybrid for its upcoming SUVs and minivan, which offers improved fuel efficiency compared to a turbocharged four-cylinder engine. Honda has created a new V6 hybrid for its upcoming SUVs and minivan, which offers improved fuel efficiency compared to a turbocharged four-cylinder engine. Honda is striving for a balance of efficiency, capability, and performance with the upcoming Pilot Hybrid. Mitsubishi Shifts Focus to Fleet Sales Amid 79% Profit Decline: TDS Mitsubishi Shifts Focus to Fleet Sales Amid 79% Profit Decline: TDS Mitsubishi faced a significant hit from falling sales and tariffs, leading to a reduction in operating profit by $117.7 million in the third quarter. Liberty Walk's Land Cruiser Appears Prepared for an Unwinnable Battle | Carscoops Liberty Walk's Land Cruiser Appears Prepared for an Unwinnable Battle | Carscoops Liberty Walk and Alpharex provided Toyota's Land Cruiser with a bold widebody appearance at SEMA, while keeping its hybrid powertrain entirely unchanged. BMW The latest automotive news and reviews, straight to the point. Our complimentary daily newsletter delivers the most important stories directly to you, every weekday. The shudder of tire edges on asphalt signals a slight warning. I deftly steer to the right and then to the left as the rear end begins to slide, and the drama quickly resolves. The scuffing noise transitions into the growl of a turbocharged six-cylinder and the sound of a cold brake rotor waking up its pads. Although the weather today is dreary and rainy, maneuvering the 2026 BMW M2 CS around a drenched track is still more enjoyable than sitting at my desk writing emails. The M2 is not new; it has been on the market since the 2024 model year and follows a thrilling first generation. The latest M2 has built a strong reputation thanks to its 473-hp turbocharged inline-six engine and availability of either an eight-speed automatic or a six-speed manual transmission, with rear-wheel drive. It's the BMW that most closely resembles models you might remember. It’s the smallest and lightest in its lineup, yet still showcases the steering and handling characteristics that connect it with BMW’s spirited performance heritage. Now, BMW has introduced a CS edition. Weighing up to 97 pounds less, with a chassis lowered by a third of an inch, its twin-turbo six-cylinder engine also delivers an additional 50 horsepower over the standard M2. In total, this equates to 523 hp, distributed through an eight-speed automatic transmission with paddle shifters that propels the coupe from 0 to 60 mph in just 3.7 seconds, reaching a top speed of 188 mph. The package can be further lightened with the optional carbon-ceramic brakes, which reduce weight by another 40 pounds. Distinctive visual features separate it from the standard M2. It boasts black splitters at both the front and rear with thicker vanes. A carbon-fiber-plastic roof is accompanied by carbon-fiber-reinforced plastic (CFRP) mirror caps. The ducktail decklid is also made of the same material, as are the shift paddles, transmission tunnel, and seats in the cabin. A standout detail is the LED-lit CS logo that glows and pulses from behind the door cards upon entry, complemented by LED CS logos in the seats at the headrest. Upon entering, I settle into the carbon-fiber bucket seats, adjust the various toggles and switches that control the steering weight, shock stiffness, and shift speed, and program these into the M1 or M2 mode buttons, highlighted in red on the steering wheel. Before I’m ready to accelerate around Michelin’s South Carolina test track, I note the red strip at the 12 o’clock position on the steering wheel, which helps to center my focus. On an impromptu autocross course set up on a dark lake, the M2 CS reveals its astonishing handling capabilities. It glides through the air like a well-thrown axe, the steady rumble of the tires layered over the low growl of a powertrain that barely feels engaged. BMW allows us to warm up as we navigate through bends and turns, and though the skies haze over with mist, my excitement remains undeterred. A quick country road drive reveals a minor weakness that, ultimately, doesn't disrupt the overall balance. Traversing through rain and wet leaves while in comfort mode for both shocks and steering, the M2 CS still feels like it's being tossed around in a rock tumbler. Even in the lightest, most forgiving mode, it’s hard to envision anything relaxed occurring within its confines. More lumbar support would be nice, yet it does feature a switch that tightens the bottom bolsters to hold you deeper in the seat. I adjust the settings and apply the throttle, with the gauges lighting up in delight—blue on the left side for the speedometer, and right for the 7,200-rpm redline, creating a divided display. During the final driving session, I take my place behind a lead driver navigating a high-speed loop. He races past 100 mph in his all-wheel-drive M3, and I struggle to keep up, scrambling through puddles. I find the M2 CS’s ten-stage traction system works best around level four, where it reduces intervention but still provides a safety net against potential embarrassment. The M2 wiggles and grumbles around the wide, fast curves, requiring correction, like a playful dog knocking over a bowl. With three of us in CSs, we glide through the esses and maintain our grip through a lengthy carousel turn, reminding me of the enjoyable first-gen M2 I drove in north Georgia. The CS version enhances the M2's successful formula without altering it. It’s larger, heavier, and more powerful than the previous twin-turbo Supra, and it surpasses a Dark Horse Mustang while BMW The latest automotive news and reviews, straight to the point. Our complimentary daily newsletter delivers the most important stories directly to you, every weekday. The shudder of tire edges on asphalt signals a slight warning. I deftly steer to the right and then to the left as the rear end begins to slide, and the drama quickly resolves. The scuffing noise transitions into the growl of a turbocharged six-cylinder and the sound of a cold brake rotor waking up its pads. Although the weather today is dreary and rainy, maneuvering the 2026 BMW M2 CS around a drenched track is still more enjoyable than sitting at my desk writing emails. The M2 is not new; it has been on the market since the 2024 model year and follows a thrilling first generation. The latest M2 has built a strong reputation thanks to its 473-hp turbocharged inline-six engine and availability of either an eight-speed automatic or a six-speed manual transmission, with rear-wheel drive. It's the BMW that most closely resembles models you might remember. It’s the smallest and lightest in its lineup, yet still showcases the steering and handling characteristics that connect it with BMW’s spirited performance heritage. Now, BMW has introduced a CS edition. Weighing up to 97 pounds less, with a chassis lowered by a third of an inch, its twin-turbo six-cylinder engine also delivers an additional 50 horsepower over the standard M2. In total, this equates to 523 hp, distributed through an eight-speed automatic transmission with paddle shifters that propels the coupe from 0 to 60 mph in just 3.7 seconds, reaching a top speed of 188 mph. The package can be further lightened with the optional carbon-ceramic brakes, which reduce weight by another 40 pounds. Distinctive visual features separate it from the standard M2. It boasts black splitters at both the front and rear with thicker vanes. A carbon-fiber-plastic roof is accompanied by carbon-fiber-reinforced plastic (CFRP) mirror caps. The ducktail decklid is also made of the same material, as are the shift paddles, transmission tunnel, and seats in the cabin. A standout detail is the LED-lit CS logo that glows and pulses from behind the door cards upon entry, complemented by LED CS logos in the seats at the headrest. Upon entering, I settle into the carbon-fiber bucket seats, adjust the various toggles and switches that control the steering weight, shock stiffness, and shift speed, and program these into the M1 or M2 mode buttons, highlighted in red on the steering wheel. Before I’m ready to accelerate around Michelin’s South Carolina test track, I note the red strip at the 12 o’clock position on the steering wheel, which helps to center my focus. On an impromptu autocross course set up on a dark lake, the M2 CS reveals its astonishing handling capabilities. It glides through the air like a well-thrown axe, the steady rumble of the tires layered over the low growl of a powertrain that barely feels engaged. BMW allows us to warm up as we navigate through bends and turns, and though the skies haze over with mist, my excitement remains undeterred. A quick country road drive reveals a minor weakness that, ultimately, doesn't disrupt the overall balance. Traversing through rain and wet leaves while in comfort mode for both shocks and steering, the M2 CS still feels like it's being tossed around in a rock tumbler. Even in the lightest, most forgiving mode, it’s hard to envision anything relaxed occurring within its confines. More lumbar support would be nice, yet it does feature a switch that tightens the bottom bolsters to hold you deeper in the seat. I adjust the settings and apply the throttle, with the gauges lighting up in delight—blue on the left side for the speedometer, and right for the 7,200-rpm redline, creating a divided display. During the final driving session, I take my place behind a lead driver navigating a high-speed loop. He races past 100 mph in his all-wheel-drive M3, and I struggle to keep up, scrambling through puddles. I find the M2 CS’s ten-stage traction system works best around level four, where it reduces intervention but still provides a safety net against potential embarrassment. The M2 wiggles and grumbles around the wide, fast curves, requiring correction, like a playful dog knocking over a bowl. With three of us in CSs, we glide through the esses and maintain our grip through a lengthy carousel turn, reminding me of the enjoyable first-gen M2 I drove in north Georgia. The CS version enhances the M2's successful formula without altering it. It’s larger, heavier, and more powerful than the previous twin-turbo Supra, and it surpasses a Dark Horse Mustang while The upgraded BMW M2 is a powerful coupe boasting 523 horsepower and a maximum speed of 188 mph.

Rigidity Is a Myth: Honda's Innovative Platform Will Intentionally Flex for Improved Cornering Performance.

Honda is set to completely change the narrative regarding everything we've heard about rigidity.