Honda

A theme of Celtic’s season has been Rodgers bemoaning their transfer business and a perceived lack of quality brought into the club.

He has regularly been asked about and pointed out the goals that have been taken out of his squad with the sales of Kyogo Furuhashi last January and Nicolas Kuhn in the summer, in addition to Jota’s long-term injury absence.

Sebastian Tounekti and Michel-Ange Balikwisha arrived to bolster Rodgers’ attacking options after they had already been dumped out of Champions League qualifying by Kazakh champions Kairat, while Kelechi Iheanacho arrived on a free after the window had closed.

And after they failed to fire in attack once again, Rodgers appeared to criticise the quality within his squad.

“I think the challenge from the summer, now leading into here, where we lost a lot of firepower, a lot of goals out on the team,” he said.

“And there’s no way you’ll go into a race and be given the keys to a Honda Civic and say, ‘I want you to drive it like a Ferrari’. It’s not going to happen.”

He insists it is up to him to find “solutions” to their goal-scoring issues, be it through changes to personnel or formation.

“Until something changes, I have to find the solutions,” he added.

“Because like I said, goals, speed, everything has come out of the team and we need to find a way to be better.

“We had the opportunities to do what we needed to do. It didn’t happen, so now it’s finding ways, whether it’s 4-3-3, whether it’s 3-4-3, whether it’s 3-5-2. We’re trying to look at all these different permutations within the team.”

Attending a BTS member’s solo show is probably the best way to understand the power of the group beyond Western conceptions of boy bands and the limitations of the K-pop idol system.

Jin, the eldest member of the group, has become the third bandmate to solo headline a world tour with his #RUNSEOKJIN_EP. Tour, which brought him to Anaheim’s Honda Center on Thursday and Friday night.

At the outset of the septet’s 2022 break, Jin was on a time crunch. South Korea had raised the mandatory age of military enlistment from 28 to 30 years old (with legislation nicknamed the BTS law), and it was his time to go.

Without time for a bigger project before heading off, he debuted the soaring single “The Astronaut,” co-written by his favorite band, Coldplay, and paired with a nostalgia-tinged sci-fi music video.

Jin plays piano during his two-night run at Honda Center

(Bright Music)

After he was discharged from the military in June of last year, he got straight to work releasing the upbeat pop-rock EP “Happy,” followed six months later by his latest release, “Echo,” which veered in a more indie direction. Much of the songs on the tour’s 18-song set list come from both of these releases, sprinkled with a few of his earlier stand-alone singles.

On Thursday’s show, the over-18,000-capacity arena appeared nearly sold out, so far proving the group’s famous fandom will show up for each member.

Jin’s particular brand of quirky, humorous and suave energy was on full display at both shows, drawing out an element of the group’s alchemy that helps explain its broad appeal and devoted fans, while also showing how the group is a world unto itself.

Perhaps more than any other BTS member, Jin seems to want to deliver to existing fans rather than reaching for more. The tour is designed as an exclusive love letter to the fandom with nearly every element of its design.

Jin is especially skilled at merging elements of his personality and interests into an integrated intellectual property that transcends visuals, merchandising and format while remaining firmly in on the joke, as well as sincere and engaging.

The name of the tour references his solo variety show called “Run Seokjin,” which itself is an iteration of the group’s variety show, “Run BTS.” (Seok-jin is his birth name.) It provides a framework for the structure of the concert, as classic Korean variety-show elements are employed during the nearly two-hour-long set list.

Preshow, concertgoers could be found in either official or fan-made merch with a dizzying array of references to either the artist’s music, aspects of his personality or both.

A cute alien figure, the character created for the space-themed “The Astronaut,” graced headbands, while tuna hats and various fishing-related outfits nodded to the viral “Super Tuna,” an EDM-meets-trot love anthem to a tuna fish and his love for fishing in general. There are even a few ramen-themed outfits, as he is now the face of a famous Korean ramen brand that coincidentally shares his name.

A known gamer (some fans could also be seen in “Super Mario” costumes), he began the show sauntering onstage in silence only to slam on a game-show buzzer that launched both a blast of confetti and the first strains of “Running Wild,” the all-English-language pop-rock lead track off of “Happy.”

Jin changes into a country-western look during the song “Rope It” at the Honda Center

Within BTS’ vocal line, Jin’s ability to hit clear, clean high notes added to the group’s reputation for songs in a high register, with the lower tenor work picked up by bandmates V and Jungkook.

“Running Wild,” however, begins with a beautifully low resonant tone that Jin has been able to explore more on his solo efforts.

Throughout the show, he was anchored by guitarist Park Shin-won, bass player Yoo Hyun-wook, drummer Kim Dong-hyun, and keytar/keyboardist Kim Chang-hyun, all veteran players in the Korean music industry. But for the first half of the show, the band remained obscured by screens as the focus was on Jin, who cuts an almost young Elvis-like figure with his famously swoon-worthy good looks.

In a later rock segment of the set, the band took on more visible prominence but remained as supportive figures. Clad in a glittery Gucci jean suit (he is a brand ambassador), Jin then exuberantly launched “I’ll Be There for You,” an uptempo rockabilly-tinged pop song with a sing-a-long chorus, a style that seems to be his rock ’n’ roll safe space.

The orchestrated madcap structure takes hold when backed by a running instrumental. Relatively early in the show, he announced that a short break was in order. A giant clock appeared, counting down the minute and a half onstage while he sipped water, vibed with his band and exchanged “woofs” with the crowd.

Jin sporting his baseball jersey merch onstage at Honda Center

(Bright Music)

He transitioned into the lushly melancholy “With the Clouds” off of “Echo” — an interesting track with a cool “backpedal” transition that highlights his softer midrange tone. But before the audience members got too deep in their feelings, at its conclusion, he offered them his best Zoolander stare and blew kisses — which they loudly ate up.

“Every show is a challenge,” he said in English, referring to the game-show format, “And you and I have to do it together,” making it clear participation was expected going forward.

He was not joking. He read out the rules for what was essentially an arena-scale game of charades between him and the audience, in which his number of wins determined which costume he donned for the next act. “I have nine seconds to change my clothes, so be good and talk to the person next to you,” he quipped, leaving the stage with a countdown clock, popping up dutifully on time in a large fishing hat and boots.

After the insanely campy “Super Tuna,” he spun a “Price Is Right”-style wheel to determine what song the audience will karaoke to as he changes again. The audience chose “Anpanman,” a punchy BTS classic that played with lyrics as hilarious Y2K low-fi graphics of him singing bumps on the screen.

Upon his return, clad in black, he accompanied himself on the longing ballad “I Will Return to You” and transitions into “Abyss.” Credited as a songwriter on almost all of his solo songs, “Abyss,” a single released in 2020, delves into especially early feelings of self-doubt that are jarringly in contrast with his later confident demeanor. Both songs were not accompanied by subtitles, allowing the listener to focus on the particular beauty and comfort he embodies while singing in Korean and further underlining a focus on the fandom.

After the fan chants of “Kim Seokjin” died down, he switched back to rock mode with the gorgeous “The Background.” Whether or not he has experienced real-life heartbreak is unknown — BTS members keep their lives private — but he makes you believe he has: “Even if I call you / It echoes back and hurts me again / Even waiting / I try to convince myself it’s love.”

The massive Army crowd gathers for Jin at Honda Center

The campiness wasn’t completely over as he thrilled fans again with “Rope It,” a quirky, pop-country ditty where he gamely hip-swiveled and hat-tilted, channeling his inner Clint Black. A medley of BTS hits including “Dynamite” and “Butter” followed, where he danced a bit. Sexy frontman, variety-show host, rock star, comedian, he was everything for every fan.

With all of its wacky charm and big confetti budget, the show remained remarkably minimalist; no fancy choreography or set pieces. Jin is comfortable onstage and at his most charming when going off script and speaking freely to the audience in Korean through a translator.

It will be interesting to see where he takes his incredible vocal prowess as a solo performer in years to come — it’s exciting to think of the possibilities of even a harder-edged sound or a full country album.

But as the show slowly wound down, and after one last talk with the crowd, amid his trio of encore songs, perhaps lies the most compelling version of him. “Epiphany,” off the 2018 BTS album “Love Yourself: Answer,” offers both a sonic and mental self-actualization that has as he has transitioned from his 20s into his 30s: “The real myself inside the smiling mask / I reveal it entirely / I’m the one I should love in this world / shining me, precious soul of mine.”

A MAJOR car manufacturer is axing its record-breaking hot hatch just three years after its latest revamp.

The FL5-generation Honda Civic Type R is being culled in the UK and Europe from 2026 – but is set to go out with a bang.

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Forty final Ultimate Edition models with a classic Championship white paint job, and red accents, including a central pinstripe, are being made as a swansong – but is likely to cost more than the regular Type R (£48,900).

Just 10 of these special edition motors will be available in the UK – and these will be available on a first come first serve basis, according to Honda.

The news will come as a bittersweet blow to petrol heads, with the FL5 having broken countless front-wheel drive lap records during its short reign.

Honda’s European strategy boss Hannah Swift put the axing down to the industry “changing” and an evolution of its model range “in accordance with European legislation”.

Those changes relate to stricter emissions standards in Britain and the EU, with which the Type R doesn’t comply.

The four-wheel-drive hatch market comprises of the Golf R, Toyota GR Yaris and Mercedes-AMG A45 S – but all are risk due to the new regulations.

Several brands are instead moving to e-performance cars.

It comes 28 years after the first Civic Type R arrived as a grey import from Japan.

Arriving in late 1997, before a second generation model in 2001, a third in 2007 and a fourth in 2015.

Its fifth and sixth generations are widely regarded by experts as the finest driver’s cars of the modern age.

According to the Honda website, the current Type R features a two litre- four cylinder VTEC TURBO engine and can accelerate from 0-100km/hr in 5.4 seconds.

It adds: “The Type R is the fastest front wheel drive car to have driven the legendary 5.8km Suzuka circuit.”

Ms Swift said: “As we say farewell to a true icon of the Honda automobile line-up in Europe, we thought it was fitting to give the Civic Type R the ultimate send-off with this special edition model offering our customers a unique opportunity to celebrate its legacy.

“The industry is changing, and our model range is having to evolve with it in accordance with European legislation.

“However, Type R has always been Honda’s ultimate expression of our passion for driving excitement, and we look forward to celebrating its heritage in the weeks and months ahead.”

Ten things YOU should know as a car owner

To help you feel more confident as a car owner, here are ten things you should be familiar with about your vehicle:

LA28 announced Honda its automotive partner for the L.A. Olympics on Monday, securing a major founding-level partnership that will help the private organizing committee cover its estimated $7 billion budget.

Honda, which opened its U.S. headquarters in L.A. in 1959 and is now based in Torrance, will work with LA28 on an accessible vehicle fleet that maximizes electric vehicles for the Games to help move athletes and officials around Southern California. The partnership will support U.S. Olympic and Paralympic athletes in the 2026 Winter Games in Milan and the Summer Games in 2028.

Financial terms of the top-tier partnership were not announced. Honda joins Delta and Comcast as LA28’s founding partners expected to lead the way in covering the estimated $2.5 billion in corporate sponsorship needed to stage the first Summer Games held in the United States since 1996.

“As a privately funded games, our mandate is to generate the revenue we need to produce these Games,” LA28 chairman Casey Wasserman said in an interview with The Times. “The biggest line item of that is sponsorship revenue. To be able to announce another big partner with a really spectacular brand who has been invested in Southern California for a long time is both [financially] important but also, in many ways, strategically important. It’s another brand that sees the power of our Olympic platform to tell their story in a community that’s very important to that industry that they’ve been invested in for a long time.”

Honda enters the Olympic and Paralympic arena after Toyota ended its long-running partnership with the International Olympic Committee and International Paralympic Committee after the 2024 Games. The Olympic Partners (TOP) program lost several major Japanese sponsors after the Paris Olympics, including Panasonic and Bridgestone, sending shockwaves through the Olympic and Paralympic movements. The TOP program accounts for roughly 30% of the IOC’s revenue — the largest share after broadcast rights — and a portion of the money from the top sponsors contributes to the budget of the national organizing committee’s plan to deliver the Games.

With three years before the Games, LA28 has announced several sponsorship deals in recent weeks. Aviation company Archer will provide air taxis to help alleviate traffic concerns. Saatva signed as the Games’ official mattress sponsor. Snowflake, a cloud-based data storage company, will assist athletes with training data and provide information on fan engagement.

The latest deal puts LA28 on pace to hit its goal of $2 billion in sponsorships by the end of 2025, Wasserman said. IOC contributions, ticket sales and merchandise are among the revenue streams that will help balance the budget. If LA28 goes over budget, Los Angeles city government has agreed to cover the first $270 million in debt with the state of California absorbing up to $270 million.

At the top of a hill in a sprawling Santa Clarita industrial park in the shadow of Magic Mountain’s roller coasters, a significant chapter in the history of motorsports was written.

But the story isn’t finished yet.

From the outside, the building is nothing special. Behind its walls, however, Honda Racing Corporation has designed, tested and built the engines that have won 14 of the last 21 IndyCar championships and all five IndyCar races this season. In Sunday’s Indianapolis 500, a race Honda has won 15 times since 2004, four of the top six starters will have Honda engines, including two-time winner Takuma Sato, who qualified second.

It’s a level of dominance unmatched in IndyCar history — in a series Honda probably helped save.

A technician works on an engine at Honda Racing Corporation. All of Honda’s engines for North American racing series are built in Santa Clarita.

(Robert Hanashiro / For the Times)

Amid the open-wheel civil war between Championship Auto Racing Teams and the Indy Racing League, Honda was prepared to walk away. Robert Clarke, who started Honda Performance Development (before it was renamed HRC in 2024) and made it a cutting-edge research and development facility, convinced American Honda president Koichi Amemiya to supply engines to IRL teams in 2003 after Honda left CART in 2002.

“It just was not Honda’s image of what a race car should be. That’s why Honda initially didn’t want to be involved,” Clarke said. “In my discussion with the president it was ‘OK, we developed all these skills and know-how. Are we just going to give that up and just walk away?’ That’s crazy.

”We invested literally billions of dollars. And we’ve seen the success.”

Chevrolet and Toyota eventually did quit, leaving Honda as the only IndyCar engine manufacturer for six seasons. Amemiya then doubled down, funding Honda’s move to its 123,000-square-foot home while expanding its workforce to 250 from an original staff of fewer than 10.

Honda hasn’t looked in the rearview mirror since.

Clarke, 75, left Honda in 2008 though he’s still something of an executive emeritus, one who wears the brand on his sleeve and often refers to the company with the collective pronoun “we.”

Robert Clarke, left, speaks to IndyCar driver Dario Franchitti at Mid-Ohio Race Course in July 2007.

(Jay LaPrete / Associated Press)

He was 10 when his father took him to his first race to watch a friend run in an amateur open-wheel event. When young Robert was invited into the garage and allowed to work on the car “I was hooked,” he said. “My bedroom walls were covered with pictures of Formula One cars and all kinds of racing.”

He took the long road to Honda racing, though, studying architecture and art/industrial design in college, then teaching for five years at Notre Dame. His first job at Honda was in the motorcycle accessory and product planning departments but when the company announced it was going to enter open-wheel racing, Clarke volunteered and he was soon tasked with building the program from the ground up.

That was in 1993. By the time Clarke left Honda 15 years later, the company’s place as a major force in IndyCar racing was secure and Honda’s two-story hilltop headquarters became his legacy.

The focus of work in the building now is mainly on supporting Honda teams in IndyCar and the IMSA WeatherTech SportsCar Championship. As such, it has become a one-stop shop for racing teams, housing comprehensive engine research and development operations; prototype and production parts manufacturing; engine preparation and rebuilding; a material analysis facilities; more than a half-dozen engine dynamometer test cells; a machine shop; electronics lab; parts center; multiple conference rooms; and administrative offices.

A view of the machine shop at the at the Honda Racing Corporation in Santa Clarita.

(Robert Hanashiro / For the Times)

Next year it will provide support for Honda’s effort to supply Formula One engines to Aston Martin.

Mostly the building is a maze of quiet office space where engineers sketch out their designs on computer screens, well-lit assembly bays where mechanics assemble the prototypes, and the noisy high-tech dyno rooms where those prototypes are tested. Every stage of a racing engine, from conception and construction to being shipped to the track, is managed at the facility.

“We develop the technology quickly,” said David Salters, the British-born engineer who heads HRC. “We try them. Sometimes they work, sometimes they don’t work and you try again. The point of having a racing facility inside your company is you can be agile. You can try stuff. You can train the people.

“The people are the most important thing of all this.”

The whole process is more NASA than NASCAR in that there’s not a speck of grease or oil on the bright, white vinyl flooring and everybody’s hands are clean.

David Salters, president of Honda Racing Corporation.

(Michael L. Levitt / LAT Images via American Honda Motor Co.)

“This is a world-class facility. It needs to be clinical and professional in the processes and systems we have here,” said Salters, who was head of engine development for the Ferrari F1 team and held a similar position at Mercedes-Benz before joining Honda a decade ago.

“It’s like an operating theater. We’re basically dealing with engines or electrical systems, which are like jewelry. They cannot tolerate dirt or anything like that. Everything has to be spotless and clean and well-organized. This is aerospace.”

And when the engines don’t work, they’re brought back to HRC and the engineering process is repeated in reverse in search of flaws. As for why they’re doing all that in a sleepy bedroom community better known for its paved bike paths and rustic hiking trails than for its motorsports history, that’s easy: Location, location, location.

Clarke originally expected to recruit engineers from Indianapolis and Charlotte, N.C., the heartland of American racing, while Honda insisted on keeping its operations near its corporate offices in Torrance. Clarke feared dropping people from the Midwest and South into L.A.’s traffic-clogged sprawl would be such a culture shock, he’d lose his best engineers.

So he chose Santa Clarita, which was isolated enough to not feel like L.A., but close enough to Torrance to be accessible. And the building came with an “Only in L.A.” feature: It shares a driveway with the studio where the popular TV series “NCIS” is filmed.

“Every so often a helicopter will land in the car park and we’re all told we can’t go outside in case we get swept away,” Salters said with a chuckle. “There was some ‘Star Trek’ thing where they decided our foyer could be useful. So for a few weeks we had a movie set in our foyer; we rented it out.

“You’ve got to look at business opportunities.”

Adi Susilo, chief engineer of powertrain at Honda Racing Corporation, looks over large monitors before the start of the 12 Hours of Sebring in March.

(Robert Hanashiro / For the Times)

It’s early on a chilly Saturday in March and HRC’s headquarters is mostly empty save for one corner on the building’s second floor where nearly a dozen people, some wearing headphones, have gathered behind computer screens facing six giant TV monitors.

A continent away, in central Florida, more than 50 cars are lined up for the 12 hours of Sebring. Each driver with a Honda engine has an engineer monitoring their car’s performance.

Before the pandemic, engineers would travel and work with race teams on site. But for the last four years the engineers have been working mostly at HRC, monitoring in-car telemetry that provides real-time information about everything from engine status and tire pressure to suspension behavior.

“Data is king,” said Adi Susilo, one of the HRC engineers. “Humans make mistakes. Data rarely does.”

F1 teams have monitored telemetry remotely for years, but it didn’t become common in IndyCar racing until 2023. Now it’s a vital part of every major racing series, including NASCAR.

Powertrain chief engineer Adi Susilo looks at a full-size mock up of an IMSA prototype at Honda Racing Corporation.

(Robert Hanashiro / For the Times)

Engineers work out of what looks like a college classroom, only quieter. When the sound of a disembodied voice does cackle out of a headphone, it sounds like NASA Mission Control, the tone flat and unemotional, the conversation short and to the point.

“It’s better for solving problems,” said Susilo about working away from the track. “If there’s a problem, you just walk downstairs and talk to the guy who built the engine.”

That won’t be the case Sunday. For the Indy 500, Susilo said it’s all hands on deck, so most of Honda’s race-day engineers are in Indianapolis where the telemetry will be broadcast to their work stations in trailers at the track.

“A few of the IndyCar races are run that way,” he said, “but the 500 is almost always run that way just because everyone’s out here for the event. We’re also testing a new, hopefully more robust, telemetry streaming as it’s much harder to make sure we get 15 car’s worth of data.”

At first, the idea of having engineers looming electronically over the timing stand was a hard sell. Trusting someone with clean fingernails watching the race on monitors thousands of miles away wasn’t easy for some crew chiefs.

“What happens for people like me is that you have to erase the old-school way of thinking,” said Mike Hull, a former mechanic and driver who is now the managing director for Chip Ganassi Racing and chief strategist for driver Scott Dixon, a six-time IndyCar champion. “You’re electronically shoulder to shoulder with them.

“If you don’t listen to what somebody has to say, it stifles free thinking. Free thinking sends you down a path that you may not have originally been on, but makes you stronger at what you’re doing.”

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1. Race engines being assembled at Honda Racing Corporation. 2. A technician in the HRC machine shop works on an engine. 3. Engineers monitor data during the 12 Hours of Sebring in March. 4. A engineer monitors telemetry remotely from HRC headquarters. (Robert Hanashiro / For the Times)

Dixon, the 2008 Indy 500 champion who will start Sunday’s race in the second row, agrees. Which is he why he’s made several trips to HRC to personally thank the engineers who design his engines and those who help direct his races.

“You always feel like there’s a big group behind you,” he said. “You just don’t get to see all them in one place but you know the machine is there, working pretty hard.”

One drawback, Dixon said, is you have to be careful what you say on the radio during races because you never know who’s listening.

“Twenty people at home, just on the team side, will be listening just on that one car,” he said. “So the communication is very wide open. You definitely have to watch your Ps and Qs.”

Two years later race teams have grown so comfortable with people looking over their shoulders, the engineers have become as much a part of the team as the cars. So when a nearby wildfire forced the evacuation of the building, Honda rented rooms at a nearby hotel, set up their TVs, computer monitors and a coffee machine in a conference room and worked from there.

“We’re pretty blind without it. The race teams are pretty competitive,” Susilo said. “They feel that instinct still does work. But it’s more data-driven.”

Honda powertain engineer Jake Marthaler monitors data during the 12 Hours of Sebring in March.

(Robert Hanashiro / For the Times)

Given the investment, the pressure can be intense.

“Every two weeks we want to have the latest development. We want to have made progress,” Salters said. “Every two weeks you have a deadline and the deadline does not move. It’s not like they’re going to say ‘OK, we’ll just delay the race a week.’ The flag drops, you’ve got to be ready.

“It’s sort of an engineering sport isn’t it? It’s like a true sport; the best team will win.”

If the IndyCar-Honda marriage has mostly been good for both sides, it has recently hit a rocky patch.

Honda’s supply contract with IndyCar ends next year and the company hasn’t hid its distaste over the cheating scandals that have recently tarnished the series. Last week Team Penske drivers Josef Newgarden, the two-time defending Indy 500 champion, and Will Power were forced to the back of the field for the start of Sunday’s race after illegally modified parts were found on their cars. Team Penske, which uses Chevrolet engines, was also caught cheating at the beginning of the 2024 season.

On Wednesday, the team fired three of its top racing executives. IndyCar, which is owned by Roger Penske (also the owner of Team Penske) said it is exploring the creation of an independent governing body absent of Penske employees.

Scott Dixon drives into the first turn during practice for the Indianapolis 500 on Friday.

(Michael Conroy / Associated Press)

That may not be enough to restore trust in the series. Honda, which supplies engines to 13 full-season IndyCar entries and three Indy 500-only cars, has declined to comment on the rules violations, but confirmed its continued participation in the series beyond 2026 may depend on Penske’s ability to separate himself from policing the series he owns and also competes in.

Honda said in a written statement Thursday that it has many concerns, among them “the relatively high overall cost to participate as an engine supplier” and “the potential (perceived or real) conflict of interest which may exist” with Penske’s ownership of the racing series, three of the cars competing in the series and his “significant stake” in Ilmor Engineering, which designs and manufactures engines for Chevrolet, Honda’s biggest competitor.

“Honda continues to have ongoing negotiations with IndyCar’s management and technical teams regarding our future as an engine supplier for the series,” said Chuck Chayefsky, manager of Honda & Acura Motorsports.

Whatever road Honda takes with IndyCar, it’s unlikely to change most of the day-to-day work at HRC, which is heavily involved with IMSA and will soon be working on F1 power-unit development.

So while the cars may change, the racing will never stop.

The car Ryan Hunter-Reay drove to victory for Andretti Autosport in the 2014 Indianapolis 500 sits on display at Honda Racing Corporation in Santa Clarita.

(Robert Hanashiro / For the Times)

“Thirty years ago our sole purpose in life was to look after racing in North America for Honda and Acura,” Salters said before last week’s events in Indianapolis. “Last year we changed that. We’re now part of a global racing organization. That’s another opportunity for associates here.”

“The automotive world, it’s pivoting,” he continued. “We are trying some new stuff. We’ll see how it goes.”

One chapter has been written. But the story isn’t finished.