honda cars

List of Honda Integra

noreply@blogger.com (Anonymous) — Sat, 08 Feb 2014 14:19:00 +0000

First generation (1985–1989)

AV, DA1-DA3

First generation

Overview
Also called	Acura Integra Rover 416i
Production	1985–1989
Body and chassis
Body style	3-door liftback 5-door liftback 4-door sedan
Related	Honda Concerto
Powertrain
Engine	1.5 L EW5 (DA2) 1.6 L ZC(DA1 & DA3) 1.6 L D16A1 (DA1 & DA3)
Transmission	5-speed manual 4-speed automatic
Dimensions
Wheelbase	3-door: 2,450 mm (96.5 in) 5-door: 2,520 mm (99.2 in) 4-door: 2,520 mm (99.2 in)
Length	3-door: 4,285 mm (168.7 in) 5-door: 4,355 mm (171.5 in) 4-door: 4,380 mm (172.4 in)
Width	1,665 mm (65.6 in)
Height	1,290 mm (50.8 in)

This vehicle debuted in Japan in 1985 as the Honda Quint Integra, available only at Honda's Japanese dealership sales channel Honda Verno before going on sale a year later in North America as part of the then-new luxury Acura lineup. Three and five-door hatchback and four-door saloon bodies were available (only the hatchback versions were sold in the U.S.), with a 1.6 L DOHC 16-valve four-cylinder engine powering both. The engine was the vehicle's most publicized feature, as DOHC, multi-valve engines were not commonplace in entry-level models at the time. In most European countries, only the five-door liftback was offered, as a replacement for the unsuccessful Honda Quint. Typically for European Integras, only the 1.5-liter carburetor engine was available. The five-door liftback model was also sold in Australia rebadged as the Rover 416i. Except for Britain, Honda did not offer the more powerful 1.6 DOHC fuel injection engine (in the UK known as the Integra EX16) in Europe. The ZC engine was also shared with the Honda Concerto, which was sold at newly established Japanese dealership sales channel called Honda Clio, which sold luxury oriented products like the Honda Legend.

Acura Integra five-door (US)

Acura Integra five-door hatchback (Canada)

Rover 416i (Australia)

In Japan, while the VX- and RX-trimmed four-door (DA2)^[3] used the 1.5 L EW5 engine, all other model and trim combinations offered only the DOHC ZC engine, with a carburetor on GS, ZS, and LS trim packages, and PGM-FI on the top level GSi three- and five-door, and the RSi three-door trim package. Vehicles installed with a carburetor earned 15.4 km/L (44 mpg_-imp; 36 mpg_-US) in Japanese Government emissions tests and 115 PS (84.6 kW; 113.4 bhp), and 26 km/L (73 mpg_-imp; 61 mpg_-US) at consistent speeds above 60 km/h (37.3 mph). Vehicles with PGM-FI earned 14.4 km/L (41 mpg_-imp; 34 mpg_-US) in Japanese Government emissions tests with 135 PS (99.3 kW; 133.2 bhp), and 24.5 km/L (69 mpg_-imp; 58 mpg_-US) above 60 km/h (37.3 mph).^[4]
Compared to the US, the European Integra was aimed downmarket and generally lacked equipment, with no trim levels (LX and EX) offering painted bumpers, central locking, power windows or air conditioning, even though a small number of fully equipped, left-hand drive fuel-injected Integras were sold in the Netherlands. The Integra EX16 did offer a sunroof, painted bumpers, a rear spoiler and Hi-Fi stereo equipment, but neither electric windows, central locking nor air conditioning were available. This was considered as a drawback to its European competitors such as the Peugeot 309 1.6 injection and the Renault 11 Turbo, that all could be equipped with comprehensive, albeit expensive, equipment. The first Integra never became as popular in Europe as it did in the US, but was praised by most motor magazines for its styling and overall road performance. The styling reflected the popularity of Honda's performance coupe, the Honda Verno sports coupe companion Honda Prelude, with the Integra offering a coupe for added cargo accommodation, and a slightly smaller appearance to the larger Honda Vigor.
Being designed as the successor of the Honda Quint, the Integra is closely related to the Civic, although it featured a small list of key upgrades over its smaller stablemate to help merit a price increase over the CRX Si, which was otherwise the sportiest subcompact vehicle being offered by Honda Verno; enlarged 4-wheel disc brakes replaced the small front-disc/rear-drum setup used by the Civic and CRX, suspension calibration was re-worked, better tires were used and a 113-hp DOHC fuel-injected 16-valve engine was used in place of the SOHC unit from the CRX Si. Just like the Prelude and the Vigor of that period, the Integra featured sleek, sporty pop-up headlights, like its Japanese dealership Honda Verno stablemates, with the CRX adopting semi-concealed doors over the headlights. Nearly 228,000 units were sold during the four-year run of the first-generation model, most of them in the United States.
The first generation Acura Integras actually came with two different engines. Although they shared the same engine code (D16A1), there were a few differences. The engine differed in the years 1986 to 1987 and 1988 to 1989. The two engines are commonly called the "Browntop" and "Blacktop" due to the color of their valve covers. The "browntop" came in 1986 and 1987 Integras while the "blacktop" came in 1988 and 1989 models. The improvements in the "blacktop" engine included lighter rods, domed pistons for slightly higher compression, and an electric advance distributor (the "browntop" came with a vacuum advance distributor). The overall gain in performance was about 5 hp (3.7 kW) for 118 hp (88.0 kW).
The 1988 and 1989 Integras also got a minor facelift, featuring slightly reshaped indicator lights, an improved climate control system and an update of the instrument clocks. In Europe, the discontinued Integra five-door Liftback was replaced by the Honda Concerto for the 1990 model year.
This was the only generation to offer 3-, 4-, and 5-door models. Production of the 5-door hatchback ceased in 1988.^[5]

Second generation (1990–1993)

Second generation

Overview
Production	1989–1993
Body and chassis
Body style	3-door liftback 4-door "B" Pillar hardtop sedan
Related	Honda Civic Honda CR-X Honda Domani Honda CRX Del Sol Rover 400
Powertrain
Engine	1.6 L ZC (DA5 & DA7) 1.6 L B16A (DA6 & DA8) 1.8 L B18A1 (DA9 & DB1) 1.7 L B17A1 (DB2)
Transmission	5-speed manual 4-speed automatic
Dimensions
Wheelbase	Coupe: 2,550 mm (100.4 in) Sedan: 2,600 mm (102.4 in)
Length	Coupe: 4,390 mm (172.8 in) Sedan: 4,485 mm (176.6 in)
Width	1990: 1,712 mm (67.4 in) 1991–92: 1,715 mm (67.5 in) (Japan only) 1,695 mm (66.7 in)
Height	1990 Coupe: 1,325 mm (52.2 in) 1990 Sedan: 1,340 mm (52.8 in) 1991-92 Hatchback: 1,270 mm (50.0 in) 1991-93 Sedan: 1,285 mm (50.6 in)

DA5-DA9, DB1-DB2

The second generation Integra was introduced in 1989 and in this generation, one of the first VTEC engine ever manufactured by Honda was installed in a JDM Integra DA series. The B16A engine is a 1.6-litre naturally aspirated engine with a specific power output of 160 PS (118 kW; 158 hp). VTEC engagement is at 4800 rpm on the B16A engine, redline for the XSi is 8200 rpm. All Japanese models remained exclusive to Honda Japanese dealership network called Honda Verno.
There were two variants of the top DOHC VTEC model, the RSi, and the XSi. The RSi was the base model without any options, while XSi was the fully optioned variant with climate control and optional sunroof and ABS. The XSi had a 0–100 km time of 7.2 seconds and completed a standing quarter mile in 15.1 seconds. This top spec DOHC VTEC model was complemented by more docile models that used dual-carburator or PGM-Fi versions of the versatile ZC engine but in the more compact SOHC configuration. Similarly there were base and full options variants of these SOHC engine Integras coded RX/RXi and ZX/ZXi respectively. All vehicles sold in Japan had their width dimensions slightly reduced so as to be in compliance with Japanese government regulations concerning exterior dimensions so that the car would be officially recognized as a "compact" and not incur yearly taxes for being wider.
According to Hondatuningmagazine.com Less than 5,000 units produced for both the U.S. and Canada, the 1992-93 Integra GS-R is considered by Honda enthusiasts to be a true classic. It was a standout amongst the influx of hot hatches and sport compacts that seemed to assault the U.S. market in 90s. In 1992-93 the Integra received minor cosmetic changes and updates. In the US a GS-R(DB2) model was added to the line up. It received a DOHC VTEC B17A1 engine with a slightly longer stroke then the B16A. The B16A engine received new intake manifold and cams and raised the VTEC engagement point (now 5500 rpm). The B17A1 engine found in the '92-93 GS-R model featured a 1.7L, DOHC VTEC powerplant that produced 160hp/117lbs-ft tq with an 8,000rpm redline and a VTEC crossover point of 5,500rpm. A rather conservative 9.7:1 compression ratio was employed and is typically increased by enthusiasts interested in harnessing more naturally aspirated power.^[6]

1990 Acura Integra GS sedan

This generation saw the discontinuation of the 5-door hatchback, and the first availability of the 4-door sedan, outside Japan. The new hardtop bodystyle reflected a popular trend in Japan of offering an entry level sedan, such as the Civic-based platform the Integra used, in a reduced height four-door hardtop. The Integra sedan saw competition from the similarly sized Toyota Corolla Ceres, the Toyota Sprinter Marino, the Nissan Presea, and the Mazda Lantis. It should be noted that the sedan was only styled to look like a hardtop. The vehicle retained the B-pillar, while the doors were constructed without window frames. This styling carried over to the third generation sedan, and shared visual similarities to the Honda Verno larger companion, the Honda Vigor.

Third generation (1994–2001)

Third generation

Overview
Production	1993–2001
Body and chassis
Body style	3-door liftback 4-door "B" Pillar hardtop sedan
Layout	front-wheel drive four-wheel drive DB9 only
Powertrain
Engine	1.6 L SOHC ZC (DB6, DB9 & DC1) 1.8L B18B (DB7 & DC4) 1.8 L B18C (DB8 & DC2)
Transmission	5-speed close ratio manual 4-speed automatic (with 2400 rpm torque converter)
Dimensions
Wheelbase	Coupe: 2,570 mm (101.2 in) Sedan: 2,620 mm (103.1 in)
Length	Coupe: 4,380 mm (172.4 in) 1994–2001 Sedan: 4,525 mm (178.1 in) 2000-01 GS-R Hatchback: 4,425 mm (174.2 in)
Width	1,710 mm (67.3 in) 1998-99 Type-R Coupe: 1,695 mm (66.7 in)
Height	1994-95 Hatchback: 1,290 mm (50.8 in) 1994-96 Sedan: 1,325 mm (52.2 in) 1996-99 Hatchback: 1,335 mm (52.6 in) 1996–2001 Sedan: 1,370 mm (53.9 in) 1998-99 Type-R: 1,320 mm (52.0 in)
Curb weight	2,595 lb (1,177 kg) USDM Type R,dry weight: 1060 kg JDM 96 Type R, 1080 kg JDM 98 spec R

DB6-DB9, DC1-DC2, DC4

1996 Acura Integra coupe (US)

1998–2001 Acura Integra sedan (US)

Honda debuted the third generation model in 1993 in Japan at Honda Verno locations. Acura followed in 1994. It had an unusual four headlight front end design which was dubbed "bug eyes" by some enthusiasts. Standard power (in Japan) from the B18B engine increased to 142 hp (105.9 kW). In the U.S., the B18B1 produced slightly less power due to a lower compression ratio (emissions related).The top model was known in Japan as "Si", and it was powered by a B18C engine with a power of 178 PS (131 kW; 176 hp) vtec . The bug eye headlights proved unpopular so the Integra was revised in 1996 with only minor cosmetic updates including elongated flat headlights and an optional bodykit, the top model was relabeled the Integra SiR.
Dealer installed options for the third generation Integra included: security system, alloy wheels, trunk mat, splash guards, fog lights, and CD changer.
USDM trim levels were as follows:
RS: Regular Series. Available in both coupe and sedan. No sedan available in 1998. Model dropped in 1999. Equipped with the B18B1 DOHC engine putting out 140 HP and 127 ft-lbs. of torque. In 1997, power ratings dropped to 138HP and 124 ft-lbs. of torque due to U.S. emissions regulations. Standard features were a cassette player, rear window defroster, and tilt steering wheel. Cassette player replaced with CD player in 1997.^[7]
LS: Luxury Series. Available in both coupe and sedan. From the RS, the LS adds air conditioning, power windows and door locks, cruise control, and a moonroof. In 1998, the LS became equipped with alloy wheels and in 2000 was given a leather wrapped steering wheel and shift knob.^[8]
SE: Special Edition. Available in both coupe and sedan starting from 1995. SE's are only found in 1995 and 1996 model years until they were changed to be named the GS in 1997. From the LS, it added leather seats, alloy wheels on all years, and a rear wing spoiler.^[9]
GS: Grand Series. Available in both coupe and sedan starting from 1997. Same standard features as the SE.^[10]
GS-R: Grand Series Racing. Available in both coupe and sedan. Equipped with the B18C1 DOHC VTEC engine outputting 170HP and 128 ft-lbs. of torque. Same standard features as the GS minus the leather seats. However, leather seats ended up becoming a standard feature on the GS-R starting in 1999. No auto transmission available for this car.^[11]

DC2 Type R

1996 Honda Integra (Japan)

In 1995 Honda introduced their Integra Type R to the Japanese domestic market. The JDM Type R had the minor change long headlights that remained only for the JDM models while the world market version had the pre-facelift double round lights.
The DC2 Type R came standard with a 200 PS (figure may vary in different countries, 195 hp USDM, 190 hp in Europe) factory-tuned variant of the B18C engine. Equipped with a close ratio 5-speed manual transmission and a Helical LSD, the DC2 Integra Type R had significantly improved performance and handling relative to the GS-R\Si\SiR-G Integra.
These were the result of extensive changes, including a strengthened chassis with extra spot welds and thicker metal around the rear shock towers and lower subframe, weight reduction (reduced sound insulation, 10% thinner windscreen, lighter wheels), more power, rev limiter set at 8500 RPM USDM ( 8600 RPM JDM, 8700 RPM UKDM), hand built engine featuring hand-polished and ported intake ports, high compression pistons, undercut valves and revised intake and exhaust systems, and suspension upgrades. The result was a capable sports coupe which was acclaimed by motoring journalists worldwide. Interestingly, there is only 33 lbs of net weight difference between the Integra Type R and the Integra GS-R, because the extra metal and cross bracing in the Type R almost negated most of the 98 lbs. of weight reductions. Although the JDM version was significantly lighter than the SiR (JDM ITR 96 - 97 delete could include: air bags, A/C, rear wiper, radio, center console, clock, P/S and ABS). The DC2 Type R was the only Type R ever sold in North America (With the Acura badge). For the European, Australian and New Zealand market the DC2 was sold as a Honda.

Edmund's Insideline tested a 12-year-old stock Type-R: 0-60 in 6.8 seconds, 1/4 mile in 14.9 seconds @ 95.2.
MotorTrend clocked the Type R at: 0-60 in 6.2 seconds, 1/4 mile in 14.8 @ 96.3.
Sports Compact Car clocked theirs at: 0-60 in 6.1 seconds, 1/4 mile in 14.5 @ 96 MPH

All American test cars had the optional A/C installed.
The JDM DC2 received significant upgrades in 1998 and is known as the '98 Spec R. Some of the main changes were a redesigned rear bumper, 16-inch wheel with 215/45R16 tires, 5-lug nut wheel hubs and bigger brakes. Gear ratios for the final drive were higher, making 1st to 3rd gears closer, while 4th and 5th were longer to maintain the '96 Spec cruising comfort. The engine power remained the same, but use of a new 4-1 long tube header brought torque lower down to 6200 rpm.
An interesting and little-publicized fact about the 1995–2000 DC2 Type R is that Honda lost money on every single vehicle sold, even though extra dealer markups sometimes made for excessive dealer profit. Honda produced the DC2 Type R for homologation purposes to meet FIA certification of the motor and the chassis changes to make the car more competitive in N-series and World Cup racing. The details required, hand tooling in early versions and finishing the product through the use of various small fabrication shops in Japan made for increased costs in manufacture that could not be made up in the list price of the vehicles. Honda (and Acura in the US) deemed the car important for the marque's image and important for the racing programmes of the era, and the parent company therefore accepted a financial net loss on each vehicle sold.
It has been acclaimed by motoring journalists world-wide, including Evo magazine, who named the Type R 'the greatest front-wheel-drive performance car ever.' and TheAutoChannel.com who also named it 'the best handling front-wheel drive car ever.'

Four-wheel Drive Integra (DB9)

The third generation also saw the production of an all-wheel drive option. Available only in the four-door sedan, the ZXi4WD^[12] (93-95) and Xi4WD^[13] (95-00) had 1.6L SOHC ZC engines coupled to a version of Honda's Real Time AWD.[]

Integra SJ (EK3)

The Japanese: Integra SJ (standing for "Sedan Joyful") was a rebadged Civic Ferio, (a Honda Primo product) with modified headlamps and grille similar to the Orthia's and slightly larger rear lights. The Integra SJ was sold in Japan at Honda Verno dealerships. It originated from the Honda Domani another derivitave of this vehicle sold at Honda Clio locations. It was made from 1996 to 2001, and used the 1493 cc D15B engine. Honda's press material of the time indicated that the SJ was intended to provide a "formal sedan" for the Integra range; another reason may have been to sell Ferios using a more sporting model name at Honda Verno dealerships in Japan, as was the case with the Nissan Laurel Spirit. In Thailand, the Integra SJ was sold as the Isuzu Vertex, last passenger car ever for that market. (This followed Isuzu's practice of selling Honda models as Isuzus which started with the Gemini; while Honda also selling Isuzu's sport utility vehicles in Japan and North America, and pickup truck in Thailand.)

Fourth generation (2002–2006)

Fourth generation

Overview
Also called	Acura RSX
Production	2001–2006
Body and chassis
Body style	2-door coupe
Powertrain
Engine	2.0 L K20A, K20A2 (02-04), K20A3, K20Z1 (05-06)
Transmission	5-speed manual 6-speed manual 5-speed automatic
Dimensions
Wheelbase	2,570 mm (101.2 in)
Length	4,397 mm (173.1 in)
Width	1,724 mm (67.9 in)
Height	2002-04: 1,400 mm (55.1 in) 2005-06: 1,394 mm (54.9 in)

(United States and Canada)

DC5

Main article: Honda Integra DC5

The fourth generation Integra was introduced in Japan on April 13, 2001 and produced from July 2001 to July 2006. For North America (United States and Canada), it was introduced as the Acura RSX in accordance with Acura's new alphabetical naming scheme. It also had an entirely new engine, the K-series. The Integra came in two models in the United States, the RSX base model, and the RSX-S boasting the K20A2 engine from 2002 to 2004, while the 2005 and 2006 RSX-S came with a K20Z1. The RSX was still sold as a Honda Integra in Japan and Australia, markets where Acura did not exist.
In March 2006, Honda announced that the Integra would be discontinued in June after its final 300 cars were sold, due to the shrinkage of the coupe market. The reaction of the consumers towards the discontinuation, however, forced Honda to extend production until July 2006 and produce 150 more Integras. The Acura RSX was discontinued as well, as the RSX did not fit within the confines of Acura's re-structured market strategy. This left the Acura TSX as Acura's entry-level vehicle. Also, the introduction of the similarly powerful and less expensive 2006 model-year Honda Civic Si was there to fill in the gap left by the RSX.
The DC5 Type R (Japanese market only) comes standard with a K20A 220 hp (164 kW) 2.0 L DOHC i-VTEC four-cylinder engine. The "i" in i-VTEC stands for intelligent VTEC, which employs VTC (Variable Timing Control) to advance or retard the cam timing within a 50 degree range. The Integra Type R comes equipped with Recaro seats, four-piston Brembo front brakes, a close ratio six-speed manual transmission, a limited-slip differential, and a stiffer suspension.

honda acura

noreply@blogger.com (Anonymous) — Fri, 24 Jan 2014 12:29:00 +0000

1980s: Introduction of the Acura brand[edit]

1987 Acura Legend

Following a decade of research, Honda opened 60 new dealerships in North America by 1986, to support its Acura automobile division. Acura was the first Japanese luxury brand, introduced under the slogan, "Acura. Precision Crafted Performance."^[1] Its initial offering consisted of two models: theexecutive class Legend and the compact class Integra, available as a five-door and three-door hatchback. The Legend was the result of Project XX, a joint venture Honda entered into with the UK's Austin Rover Group. It was mechanically related to the Rover 800 series, while the Integra was an improvement of the Honda Quint hatchback.^[5]

The success of these models, particularly the Legend, led to competing Japanese luxury brand ventures (Toyota's Lexus that began development in 1983 as the F1 project, and Nissan's Infiniti who began development in 1985 by revising their Japan-only flagship Nissan President; in the late 1990s Mazda planned but never launched its own Amati luxury division). The goal of the Legend was to compete with rivals Toyota Crown and the Nissan Cedric and Gloria, but due to its 1986 introduction worldwide, Toyota, Nissan and other companies like Lincoln took notice of the markets reaction to the Legend and later the Vigor and offered vehicles that addressed the executive size car. Toyota introduced the Lexus ES, Nissan introduced the Infiniti J30 and Ford utilized the Taurus platformand named their new sedan the Lincoln Continental.

First generation Acura Integra

In 1987, Acura's first full year of sales, they sold 109,000 cars with the flagship Legend sedan accounting for 55,000 sales and the rest were of the smaller Integra. By 1990, Acura was selling 138,000 vehicles, including 54,000 Legends, compared to Mercedes-Benz's 78,000 cars and 64,000 each for BMW and Lexus.^[4]

1990s: NSX, updates[edit]

In 1990, five years after the debut of the Legend and Integra, Acura introduced the NSX, a midship V6 powered, rear-wheel-drive sports car. The NSX, an acronym for "New Sports eXperimental", was billed as the first Japanese car capable of competing with Ferrari and Porsche. This vehicle served as a "image car" for both the Honda and Acura brands, heralding the introduction of Honda's VTEC technology. The NSX was the world's first all-aluminum production car, and was also marketed and viewed by some as the "Everyday Supercar" thanks in part to its ease of use, quality and reliability, traits that were unheard of in the supercar segment at the time. With the release of the NSX, Acura introduced the "A-badge", a stylized pair of calipers—a tool used for exacting measurements to imply that Acura vehicles are built to precise and demanding standards.

The Honda NSX, badged as an Acura in certain regions

Despite a strong start in market acceptance for the Acura brand, sales suffered in the mid-to-late 1990s. Some critics attributed this decline in part to less inspiring designs, which were re-branded Japanese-spec Hondas, such as the Acura Vigor in 1992, a response to the Lexus ES and Infiniti J30. Additionally, during this time Acura switched to an alphanumeric nomenclature formula, dropping the Legend, Vigor and Integra titles, following the lead of the NSX sportscar. The 1996 3.5 RL, which replaced the popular Legend, and the Vigor became the 2.5 TL and 3.2 TL, and was regarded by many as the epitome of this problem, namely because the alphanumeric designations were more anonymous than the former Legend, Vigor and Integra titles, which had grown into their own cult followings.^[6] Also, the RL's 210 horsepower (160 kW) V6 (later increased to 225 hp), together with a high price and styling that cautiously copied the larger rear wheel drive and V-8 powered Lexus LS 400, did little against BMW, Audi, Lexus, and other competitors.

The parent company, Honda, was also feeling the results of the decline of the Japanese economy, due to the Japanese asset price bubble that took place during the 1990s and into the 2000s. This period is known in Japan as The Lost Decade.

During this time, the NSX also lost sales as Acura made few changes from its original 1990 trim. A year later, the Integra sedan was withdrawn from the Canadian market, replaced by the market-exclusive Acura 1.6 EL, a rebadged Honda Civic/Domani. The Integra sedan continued to be sold in the United States until 2001 (in name only, the model it was replaced with, the RSX, was simply a rebadged left-hand-drive version of the JDM DC5 Honda Integra).

The Acura 3.2 TL

Despite these letdowns, Acura gained prominence in the 1990s with a young group of customers: "tuner" enthusiasts. Parent company Honda's reputation with this demographic as a maker of "easy-to-tune" and "rev-happy" engines rubbed off onto Acura, and the Integra became a popular tuner car.

2000–2003: TL, RSX, MDX[edit]

Beginning around the year 2000, Acura experienced a rebirth which was catalyzed by the introduction of several redesigned models. The first of these models was the 1999 Acura 3.2 TL, an upscale sedan competing with the likes of the Lexus ES, Infiniti I30, and BMW 3-series. Critics suggested that although 3.2 TL did not outdo its competition in any one area of luxury cars, it offered a well-rounded blend of sportiness and luxury.^[7] These characteristics, combined with the TL's competitive price, proved very popular with consumers. Subsequent Acura models have followed a similar philosophy of offering lots of standard equipment and very few options.

First generation Acura MDX

Another refreshed Acura introduced in the early 2000s was the MDX, a popular three-row crossover SUV based on the Honda Odyssey minivan. The MDX replaced the slow-selling SLX, which was little more than a rebadged Isuzu Trooper. The MDX was a car-like crossover SUV with limited off-road capability that catered to the demands of the luxury SUV market. It was given top honors by Car and Driver in its first comparison test against seven other SUVs.^[8] Other cars in Acura's line-up during this time included the 3.2 TL, 3.2 CL, RSX (formerly the Integra hatchback), and the NSX. By the late 2000s, Acura had dropped the inclusion of engine displacement numbers in its vehicle designations, retaining a simpler, two- or three-letter designation instead (e.g. 3.5 RL became RL). The 1999-2003 TL have been plagued by transmission and other problems.^[9]

In 2001, a new coupe, badged as the RSX was introduced to the Acura line up. It was a replacement for the outgoing Integra. The RSX is a rebadged Honda Integra (DC5) from the Japanese market. As a result, the RSX is technically a new generation of the outgoing Integra. Much like the Integra, the RSX was a hit in the tuner market. However, at the end of 2006, the RSX was taken out of the Acura line up, subsequently in the Japanese market as well. It is not known why the RSX did not continue to be sold as the Integra in Japan, however, the reason that Acura gave for the cancellation of the RSX is that Acura wishes to move up in the luxury brand, thus cannot sell a car that is mostly driven by teenagers.

2004–2006: RL, TSX, RDX[edit]

Third generation Acura TL

A new TL debuted for the 2004 model year, featuring sharp, Italianate styling and a 270 hp (200 kW) V6^[10] measured by the then-current SAEstandards. The new TL increased sales dramatically to 70,943 American units in 2005, trumping competitors such as the C-Class, G35, CTS, ES 300, and A4.^[11]

Also around the same time the Acura TSX was introduced as a cheaper alternative to the BMW 3-Series. It was essentially a re-badged European and Japanese market Honda Accord loaded with features. This model became the only 4-cylinder sedan in Acura's line-up (with the exception of the Canadian market Acura CSX, which replaced the EL in 2006).

In 2005, a new RL was introduced with a 300 hp (220 kW) V6, improved styling, and Super Handling All-Wheel Drive (SH-AWD), a system capable of sending almost all of the RL's power to just one wheel in a turn. The second-generation RL appeared on Car and Driver's Ten Best list for 2005, and also garnered an CNET.com "Editor's Choice" Award for Top Tech Car. While critically acclaimed, sales have not met expectations, as the price of the RL is perceived to be out of its bracket. As the new RL offered more features and performance than the base version of its luxury competition's (i.e., the base six-cylinder. BMW 5 Series),^[12] Honda Japan suggested that it could charge more, though Honda Canada disagreed. The RL's initial MSRP was $69,500 CAD, more than the six-cylinder BMW 525i and close to that of the V8-powered BMW 545i. At the RL's price point, most consumers expected a V8, furthermore they did not perceive Acura as being on par with its German rivals and expected more value from the Japanese marque. The damage from Honda Japan's alleged hubris was done, even though Honda Canada has since reduced the RL's price.^[13]

Acura's new models—particularly the TL and TSX—were well received by the motoring press and became Acura's top selling vehicles. The TSX was on Car and Driver's Ten Best list from 2004–2006.

First generation Acura RDX

In 2006 Acura introduced a small SUV which was based on its own unique unibody chassis called the RDX with models becoming available to U.S. consumers in August 2006. It is powered by a turbocharged 240-hp 4-cylinder engine and, like the RL, uses Acura's SH-AWD system. The model is available in two versions: Premium (the standard offering), and Technology Package (an upgraded offering with a GPS navigation system). A completely redesigned MDX became available in the fall of 2006 with a 300 hp (220 kW) V6 engine and Super Handling All-Wheel Drive.

This section reads like a news release and needs to be rewritten.(August 2012)

2007–present: ILX, TLX, RLX, RDX, MDX[edit]

2010 Acura ZDX

Acura re-introduced the TL Type-S for the 2007 model year. 2009 marked the all new TL and TSX models as well as a mid-year model update for the RL; all three made their debuts in the 2008 calendar year. Acura planned on redesigning the RL by 2011 as well as announced the creation of a brand new luxury crossover vehicle called the ZDX, previewed by the concept of the same name.

The ZDX was the first Acura designed in Acura's design studio located at Torrance in Southern California. The ZDX was designed by Michelle Christensen and based on the Acura MDX using that vehicles 3.7 litre V6 engine (300 bhp) and SH-AWD system. A common misconception is that it is based on the Honda Crosstour which was based on the Honda Accord rather than the bigger and more complex underpinnings of the MDX. It is also the first Acura to be completely built in North America. The production model of the ZDX made its debut in the Orange County Auto Show in Southern California on October 15, 2009. The concept behind the ZDX is that it is a "four door coupe," and the design emphasis of the body of the car is like a "pulled back slingshot." Another prominent design aspect of the ZDX is the wide rear shoulders above the rear wheels. The ZDX went on sale in December 2009.

2012 Acura TL

Acura initially had plans for the third generation of RL to be a rear wheel drive V8 sedan for its flagship, but shelved the plans in the wake of the 2008 economic downturn.^[14]

Acura announced new TSX wagon in the 2010 New York Auto Show and the car is due to go on sale in Fall of 2010. The wagon version of the TSX is based on the wagon version of the Euro-spec Honda Accord which has been in the European market for some time. However, Acura did not announce any plans for the third-generation RL.

For the 2010 model year the MDX models received some slight exterior changes and increased equipment levels. Mechanically the engine remained unchanged but the transmission was updated from the previous 5-speeds to 6-speeds including steering column mounted shift override paddles. This new transmission was shared with the ZDX.

In 2012, Acura introduced a new model called the ILX which is based heavily on the Honda Civic platform. It shares the same 3 power train variants from the Civic: the 2.0L, 2.4L VTEC and a 1.5L Hybrid. It also unveiled the Acura RLX Concept, a replacement for the RL sedan, at the New York International Auto Show. The ILX went on sale in May 2012 in the United States as a 2013 model.

Also in 2012, Acura "reinvented" another model, The RDX concept. For the new model, Acura dropped the 4 cylinder turbo for a 3.5L V6. When the official 2013 Acura RDX was released, it was relatively similar to the concept but had changes in wheels, taillights, and some other cosmetics. A lot of this Acura looks like its brother the ILX. The 2013 RDX doesn't have the SH-AWD system instead it has "AWD with intelligent control", similar to the CR-V's AWD system. The RDX is now available with BASE, BASE AWD, TECH., and TECH AWD.

In 2013, Acura showed a 2014 Concept of the MDX. Shortly after, it was released to the public. MDX competes with Lexus RX, Audi A7 and many others. For the first time, buyers of the 2014 MDX didn't have to get the SH-AWD. This model also gets the Jewel Eye LED lights similar to the RLX. The trim levels are BASE, TECH, TECH AND ENTERTAINMENT, and ADVANCE AND ENTERTAINMENT. All of these can be equipped with SH-AWD.

For the 2014 model of the RDX. Acura drops color Amber Brownstone which was really popular for Kona Coffee Metallic from the CR-V. The new color is a little darker. Changes for the 2014 ILX include the 1.5L engine being dropped and leather now being standard on all trims.

In December 2013, at the Los Angeles Auto Show, Acura unveiled a Sport Hybrid SH-AWD version of the flagship RLX sedan. It will be the most powerful and technologically advanced vehicle in Acura's history. This high-end vehicle will come standard with a 310-horsepower 3.5L V6 engine and a pair of electric motors (one for each axle) that generate a combined 377 horsepower through a new 7-speed dual clutch transmission. Acura technology firsts on the 2014 RLX Sport Hybrid SH-AWD also include an electronic gear selector that replaces the conventional, center console-mounted shift lever with an efficiently packaged push-button array allowing the driver to easily select the desired mode -- Park, Drive and Reverse, as well as Sport and Normal driving modes. The new RLX Sport Hybrid will go on sale in mid-2014.

In January 2014, at the Detroit Auto Show, Acura unveiled the all-new 2015 TLX sports sedan. This new vehicle will replace the soon to be discontinued TSX and TL sedans. The TLX in the 2.4-liter comes with Acura’s all new eight-speed dual clutch DCT transmission. Meanwhile, the high-end 3.5-liter V6 model will come with the new nine-speed transmission and Super-Handling All Wheel Drive (SH-AWD). The TLX is expected to go on sale in Summer 2014.

2013 Acura RDX

2014 Acura MDX

Racing[edit]

Almost since its inception, Acura has been involved in American motorsports, specifically in Sports Car Club of America (SCCA) and IMSA GT Championshipseries. Starting in 1991, Acura reached an agreement with Comptech Racing to use the V6 motor of the all-new Acura NSX in Comptech's Camel Lights Spiceprototype. Acura would go on to take the Lights championship in its initial year, including a class win at the 24 Hours of Daytona. Acura and Comptech would take the Lights championships again in 1992 and 1993, as well as another Daytona class win in 1992 and a class win at the 12 Hours of Sebring for 1993.

Comptech's 1992 Spice-Acura IMSA GT Championship competitor.

However a change in the IMSA rules would lead to the demise of the Camel Lights, and so Acura moved to touring car racing, joining Realtime Racing in the SCCA World Challenge with the NSX in 1996, winning the final two races of the season. In 1997, Acura added Acura Integras to the lower classes, and were successful in taking the championship in both of these classes. Realtime took the touring championship with the Integra again in 1998, and came within a few points of winning it again in 1999 only to lose it in the final race, then coming back to retake the title in 2000.

Although Realtime had abandoned the NSX program in 1998, the NSXs returned to the top class in 2001. Although the NSX squad suffered mechanical woes and were unable to take the title, the Integras of the touring class once again took the teams championship. By 2002, Acura replaced the aged Integra with the newAcura RSX in the final races of the season, scoring good finishes in their debut. At the same time, Acura finally retired the NSXs from the top GT class. The RSXs would later be joined by new Acura TSXs in 2004. Realtime continues to campaign the RSX and TSX in the SCCA Speed World Challenge. Acura also currently races RSXs and TSXs in the Grand American Road Racing Association's KONI Challenge Series for touring cars.

Highcroft Racing's ARX-01a.

At the Detroit Auto Show in 2006, Acura announced their plans to enter the American Le Mans Series with multiple teams of Le Mans prototypes in the LMP2 class starting in 2007 season. The cars would be purchased chassis from existing manufacturers, but use American-built Acura V8s (a first for Acura and Honda). Acura also announced their initiative to take the cars to the 24 Hours of Le Mans in 2008 and eventually move to the superior LMP1 class with cars built by Acura themselves in 2009. Later in 2006, Acura announced that the three factory teams would be Andretti Green Racing, Fernández Racing, and Highcroft Racing, and that the chassis would be built by Lola Cars of the UK and Courage Compétition of France.

The three Acura-powered prototypes debuted at the 2007 12 Hours of Sebring, which was the opening round of the ALMS season, and were successful in their debut. Andretti Green's Acura took second place overall and first in the LMP2 class, while Fernández Racing took third overall, and Highcroft sixth, beating a series of established Porsche teams in their class. At the same time, Acura began development of their own chassis by heavily modifying their purchased Courage chassis. The cars now have been so radically changed from their original orientation that they are now named Acura ARX-01a. Acura will introduce evolved B-spec cars in the 2008 season, with Gil de Ferran launching a fourth Acura team in the ALMS.

In 2009, Acura produced its very first LMP1 car, the Acura ARX-02a.

In 2010, Honda rebadged all Acura prototypes as Honda Performance Development (HPD) cars, and announced that all future prototypes (such as theHPD ARX-03) would be constructed under the HPD name.

Acura did not participate in motorsports again until 2013, where an Acura ILX was unoficially entered in the 25 Hours of Thunderhill by Honda engineers. The car would retire from the race due to engine problems.

The Acura ILX returned to Thunderhill for the 2014 25-hour race. This time the car won its class and finished 8th overall.

Marketing[edit]

2012 Acura NSX Concept

Acura's current marketing slogan is "Advance."^[15] Recent models include Technology, Advance, Type-S, and SH-AWD trim levels. Technology and Advance models typically come with the latest hi-tech features such as keyless start and a blind spot information system. Type-S and SH-AWD models are performance-oriented, with a substantial increase in horsepower compared to the lower trim levels. Some models, such as the TL, also combine trim levels (i.e. "SH-AWD with Advance").^[16]

Acura began an association with Marvel Entertainment in 2010, upon release of the film Iron Man 2, which featured a ZDX after the ending credits. On April 20, 2011, Acura and Marvel announced a promotional campaign, making Acura the official brand of Marvel's fictional S.H.I.E.L.D. organization.^[17]Soon thereafter, several Acura models—such as the MDX, ZDX, RL, and TL—appeared in the films Thor and Captain America: The First Avenger. In the 2012 film, The Avengers, Iron Man (played by Robert Downey, Jr.) drove an exotic sportscar by Acura, made specifically for the film,^[18] rather than theAudi R8 he previously drove. It was rumored that the car spotted during filming was a concept for the second generation NSX,^[19]^[20] however, a different-looking 2012 Acura NSX Concept was unveiled at the North American International Auto Show, on January 9, 2012.

From 1995 to 2007, Acura sponsored two WTA Tour tennis tournaments, both named the Acura Classic.

In 2012, Acura was the presenting sponsor and official vehicle of the Sundance Film Festival.^[21]

Acura also has a 'Mobility Program' that ensures drivers who are disabled are safe in their vehicles. The program offers cash reimbursement towards the cost of adaptive equipment for disabled drivers.^[22]

The list of Honda City

noreply@blogger.com (Anonymous) — Wed, 08 Jan 2014 02:52:00 +0000

First generation (1981–1986)

City AA/FV/FA

Body and chassis

Body style
2-door convertible
3-door hatchback/van

Layout
Front-engine, front-wheel drive

Powertrain

Engine
1,231 cc ER I4

Transmission
4-speed manual
5-speed manual
4+3-speed Hypershift manual
3-speed Hondamatic automatic

Dimensions

Wheelbase
2,220 mm (87 in)

Length
3,380–3,420 mm (133–135 in)

Width
1,570–1,625 mm (62–64.0 in)

Height
1,460–1,570 mm (57–62 in)

Curb weight
640–810 kg (1,400–1,800 lb)

Main article: Honda City (AA)

The first Honda City (AA for sedans, VF for vans and FA for the wider Turbo II and Cabriolets) was introduced in November 1981 with the innovative "Tallboy" design; of unusual height it enabled four adults to fit comfortably in the very short City (under 3.4 m or 11.2 ft).^[2] Produced as a 3-door hatchback in a variety of trim levels, the City was also available together with the Motocompo, a special 50cc 'foldaway' scooter designed to fit in the City's small luggage area. At the time of its introduction, it was Honda's smallest car, while not being in compliance with Japanese Government kei regulations. It was longer than the Honda N360 by 383 millimetres (15.1 in), but shorter than the Honda Civic first generation by 171 millimetres (6.7 in).

Honda City Cabriolet

The Honda City Turbo was introduced in September 1982. It was powered by a turbocharged version of the 1231 cc Honda ER engine. A Pininfarina designed drop-top Cabriolet utilized the wider fenders and bigger bumpers of the Turbo II "Bulldog", but was only normally available with the naturally aspirated 67 PS (49 kW) engine. There was also a Pro-series of van versions with either two or four seats. A high-roof "R Manhattan Roof" version with a 10 cm taller roof also appeared.

Exports of the City were primarily to Europe (where it was renamed Honda Jazz, due to Opel having trademarked the City name), Australia (in two-seater 'van' form, to circumvent Australian import restrictions on passenger vehicles at the time) and New Zealand (where it was locally assembled). Production ended in late 1986 with the introduction of the GA type City.

Second generation (1986–1994)

City Series GA1, GA2

Body and chassis

Class
supermini

Body style
3-door hatchback

Layout
Front-engine, front-wheel drive

Powertrain

Engine
1,238 cc D12A I4
1,296 cc D13C I4 Carb
1,296 cc D13C I4 PGM-FI

Transmission
5-speed manual
4-speed automatic

Dimensions

Wheelbase
2,400 mm (94 in)

Length
3,560 mm (140 in) (GA1)
3,605 mm (141.9 in) (GA2)

Width
1,620 mm (64 in)

Height
1,335 mm (52.6 in)

Curb weight
680 kg (1,500 lb) (GA1)
780 kg (1,700 lb) (GA2)

Chronology

Successor
Honda Logo
Honda Capa

Honda City (GA1)

Honda replaced the original City series AA in November 1986 with this generation (designated GA1), and again with an update in 1989 (GA2). This model was produced until 1994. The Fit name also first appeared as a trim variant of the City. There was no convertible model, with both the convertible and Turbo models of the previous generation continuing on sale for a little while.^[3] In most markets aside from Japan, the City's market position was left open until filled by the Honda Logo in 1999.

October 31, 1986 the second City was introduced with the slogan "City of talent." in Japan, and was available at Honda Clio dealerships. The Honda Clio dealership chain was being positioned as Honda's purveyor of luxuriously equipped vehicles like the Honda Legend, the Honda Concerto, and the Honda Accord, and this generation City enabeled Clio locations to sell economically priced vehicles normally found at Honda Primo.

In this remodel, there are major changes in the appearance of the vehicle Honda called "Crouching form", which consisted of a low and wide design that contributed to lighter vehicle weight (basic grade 680 kg) combined with improvements in driving performance. The styling reflects a corporate decision to enact a shared appearance with the first generation Honda Today kei car, the internationally strong seller, third generation subcompact Honda Civic, and the third generation compact Honda Accord AeroDeck.^{[original research?]} This generation shared its exterior dimensions and engine size almost exactly with the first generation Civic. The Honda CR-X was the only three-door hatchback that adopted a fastback, sloping rear hatch, similar to the Honda Verno products during the mid-1980s.^{[citation needed]}

The engine configuration introduced the Honda D series, in the form of the type D12A, a 1.2 L SOHC straight-four 16-valve unit (1986, first as a mechanism for domestic vehicles) only available with a single carburetor, and basic level of equipment. The difference between the "GG" / "EE" / "BB" were just in the level of equipment. Power is 76 PS (56 kW) at 6,500 rpm. A five-speed manual or a four-speed automatic transmission were optional.^[3]

In October 1988 the main engine was changed to 1.3 L I4 SOHC type D13C. At this time, in addition to the traditional single carburetor, and introduced Honda's PGM-FI fuel injection. Single carburetor specification, the 1.2 L "BE" the other 1.3 L "CE" / "CG" is set, PGM-FI, spec, "CR-i" / "CZ-i" and consists of two trim packages.

The "CE" grade equipment with enhanced savings "CE Fit", PGM-FI specification is "CR-i" based only high-grade "CR-i Limited" was introduced, the late "CZ-i" is defined as the minor trim package. The word "Fit" appears as a trim package on the base grade "CE".

At the end of this generation, by grade consolidation, "Fit" is used for all single carburetor vehicles. The trim package "Fit" later became the model name of the successor of the Honda Logo which replaced this car.

The second generation was discontinued in 1993. The name "City" was retired at the end of this series' conclusion of production. The replacement vehicles introduced in 1996 on the GA base were renamed "Honda Logo" (three-door hatchback, GA3/5 series), and the Honda Capa with five-door hatchback bodywork.

Third generation (1996–2002)

Third generation (3A2/3A3)

Facelifted third generation Honda City

Overview

Also called
Honda City Type Z

Production
1996-2002

Body and chassis

Body style
4-door sedan

Platform
3A2/3A3

Related
Honda Civic (sixth generation)

Powertrain

Engine
1.3 L D13B I4
1.5 L D15B I4
1.5 L D15B VTEC I4

Transmission
5-speed manual
4-speed automatic

Dimensions

Wheelbase
2,500 mm (98 in)

Length
4,225 mm (166 in)

Width
1,690 mm (67 in)

Height
1,395 mm (55 in)

Curb weight
940–985 kg (2,072–2,172 lb)

Third generation Honda City, pre-facelift (Malaysia/South East Asia)

Third generation Honda City, post-facelift, Type-Z (Malaysia/South East Asia)

The third generation Honda City, codenamed SX8 but with chassis codes 3A2 (1.3) and 3A3 (1.5), was based on the EF Civic platform. It was designed for and sold in the South East Asian market only, launch with slogan "Smart for the new generation" in 1.3-liter version launch, 1.5-liter version are launch with "Top-in-class smart" slogan . First production began in an all-new plant in Ayutthaya, Thailand, in April 1996. From the beginning, these Thai Citys had more than 70% local content. The bumpers were constructed in three separate pieces to allow for easier shipping from Japan. There were originally a lower grade LXi and a higher-spec EXi available. This generation vehicle was sold in Japan alongside the Honda Domani at Honda Clio dealerships in Japan.

This City is still a subcompact slotting beneath the Honda Civic, but a four-door sedan model instead for developing markets in Asia, and was built in Pakistan, Thailand, Malaysia, Indonesia, Philippines and India. A revised, face-lifted third-generation City was released in 2000, called the "City type Z" in some markets. By 2001 a model powered by Honda's 1.5 L VTEC engines (VTi) appeared, featuring a rear-stabilizer for better handling. The facelift model received new front- and taillights, as well as one-piece bumpers.

The third generation city had fuel-injected SOHC 16-valve D-series engines, namely variations of the D13B and D15B. The original 1.3 L (1,343 cc) D13B produced 95 PS (70 kW) at 6,400 rpm for a claimed top speed of 171 km/h (106 mph) and 0–100 km/h in 11.3 seconds.^[4] This was later complemented by the 1.5-litre D15B, which was reduced in power for the Asian markets where the car was sold. The D15B engine also arrived in a version featuring VTEC, with an output of 115 PS (85 kW). The VTEC-engined City has a 0–100 km/h time of around 10 seconds.

In many of its intended markets it was one of few sub-compacts with a fully independent rear suspension that was dropped in the later models due to its high cost.

Fourth generation (2002–2008)

Fourth generation [GD8/GD9]

Overview

Also called
Honda Fit Aria
Guangzhou-Honda City
Honda City ZX
Everus S1

Production
2002–2008
2010 - present (Everus S1)

Assembly
Ayutthaya, Thailand (Honda Ayutthaya Plant)
Sayama, Saitama, Japan
Alor Gajah, Malaysia
Greater Noida, India (Honda India)
Guangzhou, China (Guangqi Honda)
Lahore, Pakistan
Santa Rosa, Laguna, Philippines

Body and chassis

Body style
4-door sedan

Layout
FF layout (GD8)
4WD layout (GD9)

Related
Honda Fit/Jazz
Honda Airwave

Powertrain

Engine
1.3 L L13A i-DSI SOHC I4
1.5 L L15A2 i-DSI SOHC I4
1.5 L L15A1 VTEC SOHC I4

Transmission
5-speed manual
7-speed Multimatic CVT

Dimensions

Wheelbase
2,450 mm (96 in)

Length
4,390 mm (173 in)

Width
1,690 mm (67 in)

Height
1,485 mm (58.5 in)

Curb weight
1,090 kg (2,400 lb)

Honda City (fourth generation), pre-facelift (Malaysia/South East Asia)

Honda City (fourth generation), first facelift (Malaysia/South East Asia)

The fourth generation City made its world debut at the Thailand International Motor Expo in November 2002. It was now offered as a four-wheel drive version. It was imported from Thailand and launched as Fit Aria in Japan domestic market^[5] from December 20, 2002. The word "aria" is a type of expressive melody, usually heard in opera. Honda chose the word, continuing its musical naming tradition used with the Honda Prelude, the Honda Accord, the Honda Ballade, the Honda Quintet, and the Honda Concerto. In the People's Republic of China, the model was named Fit Saloon and was sold from September 2003 to the December 2008.

The Honda City was initially launched with a twin-spark, lean burn ‘i-DSI’ engine producing 88ps that was primarily designed to provide outstanding fuel economy. The VTEC version of the Honda city is launched later. The VTEC trim of the Honda city is offered with 15-inch alloy wheels compared to the 14-inch offered in the i-DSI and the rear brakes are solid discs on the VTEC variant instead of drums in the i-DSI. Also, the VTEC model uses a 7-speed Multimatic CVT automatic transmission.

Speedometer dials on a Honda City Vtec model.

In September 2005, a face-lifted version of the City was launched in Thailand, Malaysia in October 2005, and Indonesia in November 2005. In Thailand it is known as the City ZX. The most significant changes are a new exterior (new front grille, new headlamps, new fog lights, new taillights and bumpers). The front end has been extended forward by 65 mm (2.6 in) while the rear has been extended by 15 mm (0.6 in). The side mirror is electronically foldable. Both the i-DSI and VTEC trim levels have 15-inch alloy wheels as standard equipment. Interior changes are minor but it does include an armrest for the driver and additional map lights. The interior colour tone of the VTEC variant is now black.

The L-series engine remained but the intake manifold has been repositioned, resulting in a 10% temperature drop in the intake air temperature,^[6] the suspension has been upgraded as well.

Honda City in India, Thailand, Indonesia, Philippines, Pakistan, Singapore and Malaysia uses the CVT gearbox for both i-DSI and VTEC variants. The CVT gearbox simulates a 7-Speed automatic transmission with Tiptronic style override using paddle shift buttons on the steering wheel itself.

This model also saw limited availability in certain right-handed traffic markets outside Asia such as Egypt.

The fourth generation was resurrected in China as the Everus S1, a new budget car brand for previous Honda models.^[7]

Fifth generation (2008–2013)

Fifth generation (GM2/GM3)

Overview

Also called
Guangzhou-Honda City
Honda Ballade (South Africa)
Honda City S

Production
2008–2013

Assembly
Ayutthaya, Thailand (Honda Ayutthaya Plant)
Alor Gajah, Malaysia
Greater Noida, India (Honda India)
Guangzhou, China (Guangqi Honda)
Lahore, Pakistan
Campana, Argentina (Honda Argentina)
Sumaré, Brazil (Honda Brazil) (until 2011)
Santa Rosa, Laguna, Philippines
Kocaeli, Turkey (Honda Gebze Plant)

Body and chassis

Body style
4-door sedan

Layout
FF layout

Powertrain

Engine
1.3 L L13A i-VTEC SOHC I4 94hp
1.5 L L15A7 i-VTEC SOHC I4 117hp
1.8 L R18A i-VTEC SOHC I4 140hp

Transmission
5-speed manual
5-speed automatic

Dimensions

Wheelbase
2,550 mm (100 in)

Length
4,415 mm (173.8 in)

Width
1,695 mm (66.7 in)

Height
1,470 mm (58 in)

Curb weight
1,095–1,155 kg (2,410–2,550 lb)

The fifth generation Honda City was unveiled in Bangkok, Thailand in September 2008 followed by launches in India, Pakistan, Malaysia,^[8] Indonesia, Philippines, Singapore and China (Guangzhou Honda) in the following months. It is manufactured in number of locations including Thailand, Pakistan and Brazil.

Depending on market conditions, the City is available in a range if engine and specification levels. Generally in Asian markets the City comes in three variants – S, V and SV models. In some markets the V and SV is replaced by the E. For South America the range includes the DX, LX, EX, and EXL models.

The range of four-cylinder engines include a 1.3 producing 73 kW (98 hp) at 6,000 rpm,^[9] a 1.5 engine putting out 120 PS (88 kW), which both are available in manual and automatic transmissions (Indonesia) and a 1.8-liter R18A engine (China markets only).^[10]

In South America the range is offered with the i-VTEC 1.5-liter flex-fuel engine that is shared with the Brazilian Honda Fit. The power output is 115 hp with petrol and 116 hp using ethanol. Manual and automatic gearboxes are available.

The City was briefly offered in selected European countries including Poland with a 1.4-litre i-VTEC engine mated to either a 5-speed manual or a 6-speed i-SHIFT automated manual transmission.

Honda City rear view.

Since it was launched in India in November 2008, the City became the best-selling model of the company in the country, with sales volume even surpassing that of Thailand, previously the best selling market for the City. The Honda City has been the leader in the premium mid-sized sedan segment for a decade, with 35% market share in 2010.^[11]

In February 2009, Honda Australia have released the Thai-made City into the Australian market in two 1.5-litre variants (VTi and VTi-L). According to Honda Australia's boss, Yasuhide Mizuno, the City will compete with other light sedans such as the Japanese built Toyota Yaris, the Korean-made Holden Barina and the Nissan Tiida (also Thai).^[12] This will be the first City released in Australia since the 1980s. It replaces the formerly smaller-sized Civics.

The City was launched in 2011 in South Africa as the Ballade,^[13] to fit below the Civic and above the Jazz (Fit) sold there.^[14]

Facelift

In September 2011, Honda Automobile (Thailand) Ltd revealed the revamped Honda City, with new front grille design, new front and rear bumpers, new taillamps design, new alloy wheels, eco driving indicator and dual front airbags to every model.^[15] The revised model was launched in India in December 2011 including five variants - Corporate, E, S, V and V (Sunroof)^[16] - and increased ground clearance to 165mm (previously 160mm) and also length increased by 20mm.

Honda Siel Cars India the Indian subsidiary of Honda Motors has launched the facelifted Honda City 2012 in India. The new Honda City 2012^[17] is launched in India in seven variants. All variants are powered by the same 1.5 litre i-VTEC petrol engine which delivers 118PS of power with 146Nm of maximum torque. Also, the company is planning to launch the Honda City diesel variants in the local market, which is expected to be launched by the end of year 2012. Here is the list of Honda City petrol models with their respective features.

Honda City Corporate MT
This is the base variant of Honda City comes with basic features like fabric black seat upholstery, fuel consumption display, steel wheels, power windows etc. It is as safe as other higher-end City sedan variants with dual front SRS airbags, ABS-EBD and G-CON.

Honda City E MT
This variant has got beige seat fabric, silver center AC knob, integrated audio system along with front speakers, speed volume compensation, aluminum finish central console panel, steel wheels etc.

Honda City S MT
The S variant of City sedan has got some extra add-on features unlike the base and E variant. The variant gets 5 spoke alloy wheels, chrome centre AC knob, silver finish steering panel with mounted audio controls, wireless audio remote control, rear speakers, driver seat height adjuster, chrome plated hand brake knob, keyless entry with answer back etc.

Honda City V MT
This trim of New Honda City comes featured with 10 spoke alloy wheels, front fog lamps, ORVM with turn indicators, exhaust pipe finisher, cruise control, tweeters, front seat back pockets, silver door switch panel, chrome inside door handle etc.

Honda City V AT
It carries the same specification and features like V MT variant except the automatic transmission integration. The AT variant gets some extra weight and delivers lower mileage than the MT variant.

Honda Atlas (Pakistan) resumed the production of Honda City on May 1, 2012 after it was halted due to supply chain disruption caused by massive flooding in Thailand. This resumption of production is marked by Honda as it comes with the range of facelifted Honda City under the banner of Honda City Aspire.

How VTEC work

noreply@blogger.com (Anonymous) — Wed, 08 Jan 2014 02:50:00 +0000

VTEC (Variable Valve Timing and Lift Electronic Control) is a valvetrain system developed by Honda to improve the volumetric efficiency of a four-stroke internal combustion engine. The VTEC system uses two camshaft profiles and hydraulically selects between profiles. It was invented by Honda engineer Ikuo Kajitani,^[1]^[2] and was the first system of its kind.^{[citation needed]} It is distinctly different from standard VVT (variable valve timing)which advances the valve timing only and does not change the camshaft profile or valve lift in any way. Different types of variable valve timing and lift control systems have also been produced by other manufacturers VVTL-i from Toyota, VarioCam from Porsche, NeoVVL from Nissan, etc.

Context, and description

VTEC was initially designed to increase the power output of an engine to 100 HP/litre or more while maintaining practicality for use in mass production vehicles. Some later variations of the system were designed solely to provide improvements in fuel efficiency.

Japan levies a tax based on engine displacement, and Japanese auto manufacturers have correspondingly focused their research and development efforts toward improving the performance of smaller engine designs through means other than displacement increases. One method for increasing performance into a static displacement includes forced induction, as with models such as the Toyota Supra and Nissan 300ZX which used turbocharger applications and the Toyota MR2 which used a supercharger for some model years. Another approach is the rotary engine used in the Mazda RX-7 and RX-8. A third option is to change the cam timing profile, of which Honda VTEC was the first successful commercial design for altering the profile in real-time.

The VTEC system provides the engine with multiple cam lobe profiles optimized for both low and high RPM operations. In basic form, the single barring shaft-lock of a conventional engine is replaced with two profiles: one optimized for low-RPM stability and fuel efficiency, and the other designed to maximize high-RPM power output. The switching operation between the two cam lobes is controlled by the ECU which takes account of engine oil pressure, engine temperature, vehicle speed, engine speed and throttle position. Using these inputs, the ECU is programmed to switch from the low lift to the high lift cam lobes when the conditions mean that engine output will be improved. At the switch point a solenoid is actuated which allows oil pressure from a spool valve to operate a locking pin which binds the high RPM cam follower to the low RPM ones. From this point on, the valves open and close according to the high-lift profile, which opens the valve further and for a longer time. The switch-over point is variable, between a minimum and maximum point, and is determined by engine load. The switch-down back from high to low RPM cams is set to occur at a lower engine speed than the switch-up (representing a hysteresis cycle) to avoid a situation in which the engine is asked to operate continuously at or around the switch-over point.

The older approach to timing adjustments is to produce a camshaft with a valve timing profile that is better suited to high-RPM operation. The improvements in high-RPM performance occur in trade for a power and efficiency loss at lower RPM ranges, which is where most street-driven automobiles operate a majority of the time. Correspondingly, VTEC attempts to combine high-RPM performance with low-RPM stability.

History

VTEC, the original Honda variable valve control system, originated from REV (Revolution-modulated valve control) introduced on the CBR400 in 1983 known as HYPER VTEC. In the regular four-stroke automobile engine, the intake and exhaust valves are actuated by lobes on a camshaft. The shape of the lobes determines the timing, lift and duration of each valve. Timing refers to an angle measurement of when a valve is opened or closed with respect to the piston position (BTDC or ATDC). Lift refers to how much the valve is opened. Duration refers to how long the valve is kept open. Due to the behavior of the working fluid (air and fuel mixture) before and after combustion, which have physical limitations on their flow, as well as their interaction with the ignition spark, the optimal valve timing, lift and duration settings under low RPM engine operations are very different from those under high RPM. Optimal low RPM valve timing, lift and duration settings would result in insufficient filling of the cylinder with fuel and air at high RPM, thus greatly limiting engine power output. Conversely, optimal high RPM valve timing, lift and duration settings would result in very rough low RPM operation and difficult idling. The ideal engine would have fully variable valve timing, lift and duration, in which the valves would always open at exactly the right point, lift high enough and stay open just the right amount of time for the engine speed in use.

DOTH VTEC

Introduced as a DOHC system in Japan in the 1989 Honda Integra^[1] XSi which used the 160 bhp (120 kW) B16A engine. The same year, Europe saw the arrival of VTEC in the Honda CRX 1.6i-VT, using a 150 bhp variant (B16A1). The United States market saw the first VTEC system with the introduction of the 1991 Acura NSX, which used a 3-litre DOHC VTEC V6 with 270 bhp (200 kW). DOHC VTEC engines soon appeared in other vehicles, such as the 1992 Acura Integra GS-R (B17A1 1.7-litre engine), and later in the 1993 Honda Prelude VTEC (H22A 2.2-litre engine with 195 hp) and Honda Del Sol VTEC (B16A3 1.6-litre engine). The Integra Type R (1995–2000) available in the Japanese market produces 197 bhp (147 kW; 200 PS) using a B18C5 1.8-litre engine, producing more horsepower per liter than most super-cars at the time. Honda has also continued to develop other varieties and today offers several varieties of VTEC, such as i-VTEC and i-VTEC Hybrid.

SOHC VTEC

As popularity and marketing value of the VTEC system grew, Honda applied the system to SOHC (single overhead camshaft) engines, which share a common camshaft for both intake and exhaust valves. The trade-off was that Honda's SOHC engines benefitted from the VTEC mechanism only on the intake valves. This is because VTEC requires a third center rocker arm and cam lobe (for each intake and exhaust side), and, in the SOHC engine, the spark plugs are situated between the two exhaust rocker arms, leaving no room for the VTEC rocker arm. Additionally, the center lobe on the camshaft cannot be utilized by both the intake and the exhaust, limiting the VTEC feature to one side.

However, beginning with the J37A4 3.7L SOHC V6 engine introduced on all 2009 Acura TL SH-AWD models, SOHC VTEC was incorporated for use with intake and exhaust valves. The intake and exhaust rocker shafts contain primary and secondary intake and exhaust rocker arms, respectively. The primary rocker arm contains the VTEC switching piston, while the secondary rocker arm contains the return spring. The term "primary" does not refer to which rocker arm forces the valve down during low-RPM engine operation. Rather, it refers to the rocker arm which contains the VTEC switching piston and receives oil from the rocker shaft.

The primary exhaust rocker arm contacts a low-profile camshaft lobe during low-RPM engine operation. Once VTEC engagement occurs, the oil pressure flowing from the exhaust rocker shaft into the primary exhaust rocker arm forces the VTEC switching piston into the secondary exhaust rocker arm, thereby locking both exhaust rocker arms together. The high-profile camshaft lobe which normally contacts the secondary exhaust rocker arm alone during low-RPM engine operation is able to move both exhaust rocker arms together which are locked as a unit. The same occurs for the intake rocker shaft, except that the high-profile camshaft lobe operates the primary rocker arm.

The difficulty of incorporating VTEC for both the intake and exhaust valves in a SOHC engine has been removed on the J37A4 by a novel design of the intake rocker arm. Each exhaust valve on the J37A4 corresponds to one primary and one secondary exhaust rocker arm. Therefore, there are a total of twelve primary exhaust rocker arms and twelve secondary exhaust rocker arms. However, each secondary intake rocker arm is shaped similar to a "Y" which allows it to contact two intake valves at once. One primary intake rocker arm corresponds to each secondary intake rocker arm. As a result of this design, there are only six primary intake rocker arms and six secondary intake rocker arms.

VTEC-E

The earliest VTEC-E implementation is a variation of SOHC VTEC which is used to increase combustion efficiency at low RPM while maintaining the mid range performance of non-vtec engines. VTEC-E is the first version of VTEC to employ the use of roller rocker arms and because of that, it forgoes the need for having 3 intake lobes for actuating the two valves—two identical lobes for non-VTEC operation and one lobe for VTEC operation. Instead, there are two different intake cam profiles per cylinder—a very mild cam lobe with little lift and a normal cam lobe with moderate lift. Because of this, at low RPM, when VTEC is not engaged, one of the two intake valves is allowed to open only a very small amount due to the mild cam lobe, forcing most of the intake charge through the other open intake valve with the normal cam lobe. This induces swirl of the intake charge which improves air/fuel atomization in the cylinder and allows for a leaner fuel mixture to be used. As the engine's speed and load increase, both valves are needed to supply a sufficient mixture. When engaging VTEC mode, a pre-defined threshold for MPH (must be moving), RPM and load must be met before the computer actuates a solenoid which directs pressurized oil into a sliding pin, just like with the original VTEC. This sliding pin connects the intake rocker arm followers together so that now, both intake valves are now following the "normal" camshaft lobe instead of just one of them. When in VTEC, since the "normal" cam lobe has the same timing and lift as the intake cam lobes of the SOHC non-VTEC engines, both engines have identical performance in the upper powerband assuming everything else is the same.

With the later VTEC-E implementations, the only difference it has with the earlier VTEC-E is that the second "normal" cam profile has been replaced with a "wild" cam profile which is identical to the original VTEC "wild" cam profile. This in essence supersedes VTEC and the earlier VTEC-E implementations since the fuel and low RPM torque benefits of the earlier VTEC-E are combined with the high performance of the original VTEC.

3-Stage VTEC

Main article: 3-stage VTEC

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3-Stage VTEC is a version that employs three different cam profiles to control intake valve timing and lift. Due to this version of VTEC being designed around a SOHC valve head, space was limited and so VTEC can only modify the opening and closing of the intake valves. The low-end fuel economy improvements of VTEC-E and the performance of conventional VTEC are combined in this application. From idle to 2500-3000 RPM, depending on load conditions, one intake valve fully opens while the other opens just slightly, enough to prevent pooling of fuel behind the valve, also called 12-valve mode. This 12 Valve mode results in swirl of the intake charge which increases combustion efficiency, resulting in improved low end torque and better fuel economy. At 3000-5400 RPM, depending on load, one of the VTEC solenoids engages, which causes the second valve to lock onto the first valve's camshaft lobe. Also called 4-valve mode, this method resembles a normal engine operating mode and improves the mid-range power curve. At 5500-7000 RPM, the second VTEC solenoid engages (both solenoids now engaged) so that both intake valves are using a middle, third camshaft lobe. The third lobe is tuned for high-performance and provides peak power at the top end of the RPM range.

i-VTEC

Honda i-VTEC (intelligent-VTEC)^[3] has VTC continuously variable timing of camshaft phasing on the intake camshaft of DOHC VTEC engines. The technology first appeared on Honda's K-series four-cylinder engine family in 2001 (2002 in the U.S.). In the United States, the technology debuted on the 2002 Honda CR-V.

VTC controls of valve lift and valve duration are still limited to distinct low- and high-RPM profiles, but the intake camshaft is now capable of advancing between 25 and 50 degrees, depending upon engine configuration. Phasing is implemented by a computer-controlled, oil-driven adjustable cam sprocket. Both engine load and RPM affect VTEC. The intake phase varies from fully retarded at idle to somewhat advanced at full throttle and low RPM. The effect is further optimization of torque output, especially at low and midrange RPM. There are two types of i-VTEC K series engines which are explained in the next paragraph.

K-series

Main article: Honda K engine

The K-Series engines have two different types of i-VTEC systems implemented. The first is for the performance engines like in the RSX Type S or the Civic Si and the other is for economy engines found in the CR-V or Accord. The performance i-VTEC system is basically the same as the DOHC VTEC system of the B16A's; both intake and exhaust have 3 cam lobes per cylinder. However the valvetrain has the added benefit of roller rockers and continuously variable intake cam timing. Performance i-VTEC is a combination of conventional DOHC VTEC with VTC.

The economy i-VTEC is more like the SOHC VTEC-E in that the intake cam has only two lobes, one very small and one larger, as well as no VTEC on the exhaust cam. The two types of engine are easily distinguishable by the factory rated power output: the performance engines make around 200 hp (150 kW) or more in stock form and the economy engines do not make much more than 160 hp (120 kW) from the factory.

R-series

i-VTEC with Variable Cylinder Management (VCM)

In 2003, Honda introduced an i-VTEC V6 (an update of the J-series) that includes Honda's cylinder deactivation technology which closes the valves on one bank of (3) cylinders during light load and low speed (below 80 km/h (50 mph)) operation. According to Honda, "VCM technology works on the principle that a vehicle only requires a fraction of its power output at cruising speeds. The system electronically deactivates cylinders to reduce fuel consumption. The engine is able to run on 3, 4, or all 6 cylinders based on the power requirement, essentially getting the best of both worlds. V6 power when accelerating or climbing, as well as the efficiency of a smaller engine when cruising." The technology was originally introduced to the US on the 2005 Honda Odyssey minivan, and can now be found on the Honda Accord Hybrid, the 2006 Honda Pilot, and the 2008 Honda Accord. Example: EPA estimates for the 2011 (271 hp SOHC 3.5L) V6 Accord are 24 mpg combined vs. 27 in the two 4-cylinder-equipped models.

i-VTEC VCM was also used in 1.3L 4-cylinder engines used in Honda Civic Hybrid.^[4]

i-VTEC i

A version of i-VTEC with direct injection, first used in 2003 Honda Stream.^[5]

AVTEC

The AVTEC (Advanced VTEC) engine was first announced in 2006.^[6] It combines continuously variable valve lift and timing control with continuously variable phase control. Honda originally planned to produce vehicles with AVTEC engines within next 3 years.

Although it was speculated that it would first be used in 2008 Honda Accord, the vehicle instead utilizes the existing i-VTEC system.

A related U.S. patent (6,968,819) was filed on 2005-01-05.^[7]^[8]

VTEC TURBO

The VTEC TURBO engine series included gasoline direct-injection, turbocharger, variable valve motion technology such as VTEC.

The engines were introduced in 19-Nov-2013 as part of the Earth Dreams Technology range, which included 3 displacement capacities (1 litre 3-cylinder, 1.5 litre 4-cylinder, 2 litre 4-cylinder).

Initial implementation for European vehicles included 2-litre 4-cylinder engine used in Honda Civic Type R, which included Euro 6 emissions compliance.^[9]^[10]^[11]

VTEC in motorcycles

Apart from the Japanese market-only Honda CB400SF Super Four HYPER VTEC,^[12] introduced in 1999, the first worldwide implementation of VTEC technology in a motorcycle occurred with the introduction of Honda's VFR800 sportbike in 2002. Similar to the SOHC VTEC-E style, one intake valve remains closed until a threshold of 7000 RPM is reached, then the second valve is opened by an oil-pressure actuated pin. The dwell of the valves remains unchanged, as in the automobile VTEC-E, and little extra power is produced, but with a smoothing-out of the torque curve. Critics maintain that VTEC adds little to the VFR experience, while increasing the engine's complexity. Honda seemed to agree, as their VFR1200, a model announced in October 2009, came to replace the VFR800, which abandons the V-TEC concept in favor of a large capacity narrow-vee "unicam", i.e., SOHC, engine.

Honda incorporated the technology into the NC700 series, including the NC700D Integra, released in 2012, using a single camshaft to provide two timing routines for the intake valves.

The list of honda legend

noreply@blogger.com (Anonymous) — Tue, 10 Dec 2013 19:24:00 +0000

First generation (KA1-KA6, 1985-1990)

First generation

Overview
Also called	Acura Legend
Production	1985–1990
Assembly	Saitama, Sayama, Japan (Honda Sayama Factory) Cowley, Oxfordshire, England (HUKM)
Body and chassis
Layout	Front-engine, front-wheel drive layout
Related	Rover 800
Powertrain
Engine	2.0 L C20A V6 (Japan) 2.0 L C20AT turbo V6 (Japan) 2.5 L C25A V6 2.7 L C27A V6
Transmission	5-speed manual 4-speed automatic
Dimensions
Wheelbase	Sedan: 2,761 mm (108.7 in) Coupe: 2,705 mm (106.5 in)
Length	Sedan 4,811 mm (189.4 in) '86-'88 Sedan 4,841 mm (190.6 in) '89-'90 Sedan (Japan): 4,689 mm (184.6 in) Coupe: 4,775.2 mm (188 in)
Width	Sedan 1,735 mm (68.3 in) '86-'88 Sedan 1,750 mm (68.9 in) '89-'90 Sedan (Japan): 1,694 mm (66.7 in) Coupe: 1,745 mm (68.7 in)
Height	Sedan: 1,389 mm (54.7 in) Coupe: 1,369 mm (53.9 in)

The first-generation Legend, introduced to Japan October 22, 1985, was the first production Honda vehicle to offer only a SOHC V6 engine worldwide. The introduction of the Legend also coincided with the launch of a new dealership sales channel in Japan, called Honda Clio. The Legend was a result of a joint venture with Britain's Austin Rover Group called Project XX that started in November 1981 with the Austin Rover-Honda XX letter of intent signed by the two companies to replace the Rover SD1 and to provide a luxury vehicle for Honda, and was codenamed as HX. The Rover Company had a long established reputation as a luxury car maker in the United Kingdom and Europe, demonstrated with the Rover P5 and Rover P6, and Honda wanted to introduce a luxury car for the Japanese, European and North American markets. Rover also wanted to return to the American market when previously they had reportedly sold only 1,500 cars in 1971, and a brief return in 1980, selling 800 Rover SD1s by offering the Sterling which was also a result of the ARG-Honda partnership.^[1] The development work was carried out at Rover's Canley, Coventry plant and Honda's Tochigi Prefecture development centre.
Honda and British Leyland/Rover agreed that Legends would be built in Plant Oxford for the British market.^[2] However, few UK built Legends passed Honda's quality control, and many simply ended up being used as in-plant transport.^[2] In the end, only 4,409 Legends were built in the UK, from 1986 until 1988.^[3] All US-market Legends were built in Japan.

Japanese market

Honda wanted to expand its model range above the Honda Accord, and offer a premium level sedan that would appeal to wealthy middle-aged customers who were the traditional buyers of the Toyota Crown, Mazda Luce, and Nissan Cedric/Gloria. In 1981 Honda had introduced a luxury level version of the Accord, called the Honda Vigor, but realized that they needed to manufacture a larger, more exclusive sedan with similar dimensions to the Crown, Luce, Cedric, and Gloria. When the Legend was introduced worldwide, the optional equipment list was minimal as commonly identified equipment regarded as luxury in nature was included as standard equipment, leaving the only option the choice between a manual or automatic transmission.
The major mechanical difference between the Legend and the Toyota, Mazda and Nissan sedans was that the Legend was front wheel drive, which Honda stated was "quite simply the most logical means to the ends the engineers desired: a true luxury car with a low, aerodynamic hood; a spacious interior with a nearly flat floor, and the superior traction that results from placing the engine and drivetrain transversely over the drive wheels." This provided the Legend with a front-end heavy 63/37 front to rear weight distribution ratio, similar to the NSU Ro 80.^[4] The ride was engineered to appeal towards the luxury car market and not necessarily towards the performance market, and the front to rear weight distribution ratio reflected this goal. Efforts to minimize torque steer were achieved by the half shafts and the angles of the joints at the ends of those shafts being equalized, helping the Legend to accelerate in a straight line.
The Japanese-spec Legend was offered with three trim levels; the V6Xi with the 2.5 L C25A V6 engine, with the slightly shorter and narrower V6Gi and V6Zi using the 2.0 L C20A V6. The V6Gi had the same level of equipment and luxury features as the V6Xi, whereas the V6Zi had reduced content and a lower price. The V6 engines were available with electronic, multi-port sequential fuel injection Honda called Programmed Fuel Injection, or PGM-FI and a variable length intake manifold on the smaller 2.0 L V6. The larger 2.5 L engine was upgraded to the C27A 2.7 L displacement for model year 1988 and added the variable length intake manifold as a major engine improvement. The engine benefited from Honda's successes with its endeavors in Formula One racing in 1964, and Honda's F1 racing car, the Honda RA271. Transmission selections were either a four speed automatic transaxle with a computer controlled lockup torque converter, or a five speed manual transaxle.
In order for the sedan to comply with Japanese vehicle size requirements and reduced tax liability, the car with the 2.0 L V6 was slightly shorter and narrower for Japanese buyers by reducing the extension of the front and rear bumper covers, and reducing the overall width to 1,695 mm (66.7 in). This also offered an alternative to the traditional Crown and Cedric/Gloria customer base due to the sedan being in the smaller size classification and reduced tax liability but with a comparable level of luxury equipment found in the larger cars, and the same amount of interior space due to the front wheel drive powertrain, with a wheelbase advantage of 30 mm (1.2 in) over the Cedric / Gloria and Crown. To address the issue of durability, the Legend was manufactured as a Monocoque sedan instead of a four door hardtop, a bodystyle still offered at the time by Toyota and Nissan on the Crown and Cedric/Gloria. The slightly smaller bodystyle also allowed the Legend to compete with the upscale Toyota Cresta and Chaser and the Nissan Laurel.
The Legend offered many Honda "firsts", such as a driver side airbag, vehicle speed sensitive power assist rack and pinon steering, anti-lock brakes, seat belt pre-tensioners with Emergency Locking Retractors (called E.L.R.), a choice of 100% wool or cloth moquette upholstery, and "TCS" Traction control, the first car to use traction control on a front wheel drive vehicle. Attention was given to make sure the Legend was quiet, so Honda used computer simulation using NASTRAN, a stress analysis program created by NASA, helping the car achieve a drag coefficient of 0.32 and an interior noise level of 63dB (measured while the vehicle was travelling at 100 km/h (62.1 mph) using a manual transmission in 5th gear), and by using triple seals around the tops of door openings.
The Legend was introduced with a double wishbone suspension for the front wheels, and a modified Chapman strut with trailing arm rear suspension Honda called "RF (Reduced Friction) Strut Rear Suspension" with progressive rate rear coil springs that stiffen as they compress to combine smooth ride and good handling. The rear coil spring was separate from the strut and positioned so that vertical pressure was supported by the lower control arm. The term Reduced Friction referred to the minimizing of forces that create friction in the shock absorbers, providing more efficient damping for the full suspension stroke. The rear suspension was upgraded to double wishbone starting with the 1988 model year worldwide.
Notable owners of the first year Legend were Soichiro Honda the founder of Honda, Satoru Nakajima, Tyrrell Racing F1 driver in 1990, and Ayrton Senna. The Legend V6Xi was used as the pace car for the Suzuka Circuit for 1986.

"Wing Turbo" version

In 1988, Honda upgraded the C20A V6 engine used exclusively in the KA5 series Legend with a variable geometry turbocharger calling it the "Wing Turbo" Japanese TV commercial to address the modest power available from the previous engine with variable length intake manifold used in earlier models. The turbocharger compressor housing had four vanes made from heat resistant Inconel alloy surrounding the turbine wheel on the air intake side that would fluctuate based on engine load and transmission gearing above 2,000 rpm to allow for increased airflow into the engine as needed. The turbo compressor could generate as much as 450 millimetres of mercury (8.7 psi) of boost, and was paired with a water cooled intercooler installed inside the intake plenum between the cylinder banks to produce 140 kW (190 PS; 188 bhp) net at 6000 rpm and a maximum torque of 24.6 kg·m (241 N·m; 178 lb·ft) at 3,500 rpm.^[5] Honda Legend V6 turbo idling
According to an excerpt originally printed by Automotive Engineering dated January 1989 "The movable wings are positive pressure- and vacuum-operated, their angle changes are controlled by an eight-bit 36-kilo byte computer that also manages fuel injection. Positive pressure to the wing actuator is supplied by the turbo's supercharge pressure, controlled by a frequency solenoid valve, and negative pressure is generated by intake vacuum and accumulated in a reservoir which is also solenoid controlled. The CPU is fed signals including boost pressure, intake temperature, coolant temperature, throttle opening, engine rpm, and vehicle speed. The Wing Turbo is not fitted with a conventional wastegate.
On idling and steady-state cruising that do not require supercharging, the movable flags--or wings--which are fully opened, allow exhaust gas to enter the enlarged nozzle area and pass through the turbine smoothly with little resistance. At the beginning of full acceleration, the wings close fully, reducing the nozzle area through which accelerated gas enters and strikes the turbine blades forcefully, gaining boost quickly. When maximum boost is obtained, the movable wings begin to close gradually, until the vehicle reaches a desired cruising velocity whereby the wings open fully. The nozzle area varies continuously according to operating and load conditions."^[6]
The turbo was installed just above the automatic transmission unit; a manual transmission was not offered. This engine was only offered in Japan using the more compact sedan bodystyle, labeled as "2.0 Ti Exclusive" and "2.0 Ti". The engine was used for just two years, due to the introduction of the second generation Legend in 1990 with the much larger C32A V6, and as such Wing Turbo sedans are extremely rare. Much of the research on this engine contributed to the VTEC C30A V6 engine used in the 1990 Honda NSX. The Legend Turbo can be identified as by a "TURBO" badge attached to the front grille on the bottom right hand side and a "V6Ti" rear badge.

North American market

See Acura Legend and Acura RL for information on the North American model.

European market

The Honda Legend was introduced for the 1987 model year and was virtually identical in equipment offered and vehicle dimensions to the North American model, with one trim designation called the V6-2.5i. This means very few options were available other than the choice of transmission, and an air conditioning system identical to the North American version. The Europeans were offered an optional "Special Equipment Pack" that offered cruise control, aluminium alloy wheels, a driver's seat with power lumbar support, height, fore/aft and reclining adjusters, adjustable rear headrests, a 4 speaker stereo system provided by Philips and headlight wipers. Front and rear mud flaps were standard in undisclosed countries but not all. The radio volume control rocker switch and preset radio scan button installed on the instrument binnacle was not offered.

Legend coupe and other changes

Honda Legend coupe

The Legend Coupe was introduced February 6, 1987, which shared the double wishbone suspension and powertrain setup from the moderately improved sedan for the 1987 model year. Incidentally, the Japanese coupe was both longer and wider, which increased its tax liability, yet it had a shorter wheelbase by 2.2 in (56 mm).
Starting with the introduction of model year 1988, the trim level "Exclusive" was introduced, offering genuine wood trim provided by Tendo Mokko on the dashboard and center console with a very large selection of available wood type and hues to choose from, automatic headlights, headlight washer/wipers, separate rear passenger climate control, and chrome-plated power folding mirrors and door handles with infrared remote keyless entry. October 14, 1988 saw a minor restyle offered for the interior and dashboard, to provide a more luxurious appearance in comparison to the Nissan and Toyota uplevel sedans the Legend was competing with. Due to the success Honda had with the Legend, it served as an inspiration for many vehicles from multiple manufacturers, including the Subaru Legacy with which it shares many visual resemblances and dimensions both inside and out.

Engine specifications

Engine	Displacement (cc) / bore×stroke	Horsepower	Torque
C20A V6 SOHC 24 valve PGM-FI	1,996cc / 82.0×63.0	145 PS (107 kW; 143 hp) at 6,300 rpm	172 N·m (127 lb·ft) at 5,000 rpm
C20A turbo V6 SOHC 24 valve PGM-FI	1,996cc / 82.0×63.0	190 PS (140 kW; 190 hp) at 6,000 rpm	241 N·m (178 lb·ft) at 3,500 rpm
C25A V6 SOHC 24 valve PGM-FI	2,493cc / 84.0×75.0	165 PS (121 kW; 163 hp) at 6,000 rpm	211 N·m (156 lb·ft) at 4,500 rpm
C27A V6 SOHC 24 valve PGM-FI	2,675cc / 87.0×75.0	180 PS (130 kW; 180 hp) at 6,000 rpm	226 N·m (167 lb·ft) at 4,500 rpm

Second generation (KA7/KA8, 1990-1995)

Second generation

Overview
Also called	Acura Legend Daewoo Arcadia
Production	1990–1995
Assembly	Saitama, Sayama, Japan (Honda Sayama Factory)
Body and chassis
Layout	Front engine, front-wheel drive layout
Related	Honda Accord Honda Inspire Honda Vigor Honda Ascot
Powertrain
Engine	3.2 L C32A V6
Transmission	4-speed automatic 5-speed manual 6-speed manual
Dimensions
Wheelbase	Coupe: 2,830 mm (111.4 in) Sedan: 2,911 mm (114.6 in)
Length	Sedan: 4,950 mm (194.9 in) Coupe: 4,890 mm (192.5 in)
Width	1,811 mm (71.3 in)
Height	1991-92 Coupe: 1,359 mm (53.5 in) Sedan: 1,400 mm (55.1 in) 1993-95 Coupe: 1,364 mm (53.7 in)

The second generation model was introduced October 24, 1990, and continued to offer both a sedan and coupé. The Rover 800 was not updated to the new platform, and instead continued with the old XX platform. In Japan, this Legend was also known as the "Super Legend" due to the much larger 3.2 C32A engine, which was now the only engine offered in the Legend. The Type I engine was rated at 215 PS (158.1 kW; 212.1 bhp), and the Type II was rated at 235 PS (172.8 kW; 231.8 bhp) and included with the touring system. This Legend benefited from much of the research and testing done for Honda's new mid-engined high performance sports car, the Honda NSX, and the Legend was used as a test platform for new NSX technologies and research. Honda introduced a passenger side airbag on this model, and used off-set collision testing to improve collision performance and safety.
Trim level designations were changed to "Alpha" for the top level vehicle, and "Beta" for the lower grade. No other trim levels were offered. The "Alpha" was very well equipped, offering ABS, leather or 100% wool moquette upholstery, projector beam headlights, and dual-zone air conditioning.
The customer base served by the slightly smaller first generation Legend was now offered the completely revised CB5 series Honda Vigor and Honda Inspire sold at different Japanese Honda retail sales locations Honda Clio and Honda Verno. The business practice of offering the previous generation Legend in two sizes so that it could comply with Japanese dimension and engine displacement regulations was ceded to the Inspire and Vigor, where both vehicles were offered in two versions so as to comply with the regulations, and offer Japanese buyers with more choices.
The Japanese Domestic Market version of the 1990 Legend (2nd generation) was the second vehicle offered with a navigation system called the Electro Gyrocator (first being the 1981 Honda Accord and Vigor), although it was not satellite-based and instead relied on a gas gyroscope. September 29, 1992 saw an upgrade to the "Alpha" trim level, called the Touring Series, which added the Honda Progressive Damper suspension system, and included upgraded calipers for the front and rear disc brakes, and increased the wheel size to 16 inches. A Luxman premium sound system was added to the options list.The prefectural police department of Aomori used "Beta" sedans with the Type II engine for traffic monitoring.
American actor Harrison Ford did commercials in Japan for the Legend.

Honda Legend Alpha Touring coupe (Japan)

Honda Legend coupe (Europe)

Daewoo Arcadia

Daewoo Arcadia (S. Korea)

The second-generation Legend was also manufactured by Daewoo in South Korea from 1994 to 1999 under the name of Daewoo Arcadia (ko:대우 아카디아 ), for the southeast Asian market, replacing the Daewoo Imperial.^[7] During this period, Honda had a loose alliance with Daewoo, and the Arcadia was larger than Hyundai Grandeur, and Kia Enterprise competitors. Daewoo Motors (GM Korea's predecessor) sold more than 800 vehicles. In 1992, Japan's Honda and technology partnership with Daewoo, the Arcadia was essentially the base level Legend. At the time of the Arcadia’s introduction, it was the largest engine, with a 220 horsepower V6 3.2 C32A, and the starting price was also high 41.9 million won. ABS, dual airbags, safety belt pre-tensioners, and the most advanced car safety features at the time, commensurate with a focus on protecting the passengers. Some of the features included driver's seat position memory function and front heated seats, push-button door opening and closing devices, automatic climate control air conditioning. After the acquisition of Ssangyong and Daewoo Motors, Daewoo cars entered with the Daewoo Chairman and remaining stock of Arcadia sedans were price reduced, with the Arcadia ending production in December of that year.

Third generation (KA9, 1995-2004)

Third generation

Overview
Also called	Acura 3.5RL
Production	1995–2004
Assembly	Saitama, Sayama, Japan (Honda Sayama Factory)
Body and chassis
Layout	front engine, front-wheel drive layout
Related	Honda Accord (USA-spec) Honda Inspire Honda Saber
Powertrain
Engine	3.5 L C35A V6
Transmission	4-speed automatic 6-speed manual
Dimensions
Wheelbase	114.6 in (2,911 mm)
Length	1996-1998:195.1 in (4,956 mm) 1999-2001:196.6 in (4,994 mm) 2002-2004:196.7 in (4,996 mm)
Width	1996-1998:71.3 in (1,811 mm) 1999-2001:71.4 in (1,814 mm) 2002-2004:71.7 in (1,821 mm)
Height	1996-1998:54.5 in (1,384 mm) 1999-2001:56.5 in (1,435 mm) 2002-2004:54.5 in (1,384 mm)

The third generation Legend appeared February 14, 1996, continuing the Honda tradition of front wheel drive, and increasing the engine displacement to 3.5 L with the horsepower remaining at 215 PS (158.1 kW; 212.1 bhp). The actual Honda internal platform code for this vehicle is E-KA9. In an attempt by Honda to dispute the call for the Legend to be offered with a V8 to be considered an international premium level luxury car, this generation had a wheelbase that compared to the Infiniti Q45 at 2,830 mm (111.4 in) with a length at 5,056 mm (199.1 in), and the Lexus LS at 2,850 mm (112.2 in) wheelbase and 4,996 mm (196.7 in) length. The Legend also had very similar dimensions to the front wheel drive, V8 sedan Mitsubishi Proudia which was sold only in Japan. In Japan, the Legend continued to compete with the Toyota Crown, the Mitsubishi Debonair, the Mazda Luce, and the Nissan Cedric and Gloria at the executive sedan segment.
The trim level "Exclusive" returned as the upper level car, with the standard grade vehicle known as "Euro", with the more performance tuned suspension.The wood trim used was more upscale for the "Exclusive" vehicle with a lower grade wood used on the "Euro". Both vehicles were very well equipped. The instruments used were simplified from previous versions, but 100% wool moquette upholstery was still offered, along with optional leather. Honda's internet-based navigation system Internavi was introduced with this generation on Japanese domestic vehicles. The Luxman premium sound system was still available. The styling was said to more closely resemble the Mercedes-Benz E-Class and a transponder key security system was offered. Starting with this generation, cabin air filters (also known as pollen filters) were installed as standard equipment and are located behind the glove compartment internationally.
September 21, 1998 saw a minor styling change, with the front grille cutting into the front bumper, providing a more prominent front grille. Emphasis was increased on providing a luxurious sense of style, both inside and out. Side impact airbags now complemented the dual front airbags as standard equipment. The steering wheel can be automatically adjusted based on the position of the drivers seat, therreby optimizing a safe distance between the driver and the airbag installed in the steering wheel.
September 24, 1999 saw the engine meet emissions regulations to comply with California LEV requirements.
June 19, 2003 saw the interior updated, and maple wood was offered for interior decoration. Electro-luminescent instruments were offered, as well as a higher grade of leather interior.
The third-generation Legend was released in 1996, and the third-generation model was offered as a sedan only. A mid-term facelift came in 1999. The Legend went on sale in Australia starting with the 1997 model year.
In the USA market, when the Legend coupe was discontinued, they were offered the Acura CL two-door coupé that was based on the American market Honda Accord coupé, so as to continue offering a premium vehicle in this niche.

North American model

See Acura Legend and Acura RL for information on the North American model.

Fourth generation (KB1, 2004-2012)

Fourth generation

Overview
Also called	Acura RL
Production	2004-2012
Assembly	Saitama, Sayama, Japan (Honda Sayama Factory)
Body and chassis
Layout	Front-engine, four-wheel drive layout
Related	Honda Accord (USA-spec) Honda Odyssey (North America) Honda Inspire Honda Elysion
Powertrain
Engine	2005-08: 3.5L J35A 290 hp (220 kW) 2009: 3.7L 300 hp (220 kW)
Transmission	5/6-speed automatic with sequential sport shift
Dimensions
Wheelbase	2005-09: 110.2 in (2,799 mm)
Length	2005-08: 193.6 in (4,917 mm) 2009: 195.8 in (4,973 mm)
Width	2005-9: 72.7 in (1,847 mm)
Height	2005-08: 57.1 in (1,450 mm) 2009: 57.2 in (1,453 mm)

The swoopier, shorter fourth-generation Honda Legend was launched on October 7, 2004 and became Japan's Car of the Year for 2004–5, marking the fourth time in five years that Honda has taken the award. Its reduced dimensions over the third generation model seem to suggest a return to what made the Legend so popular with the first generation, being a top level sedan that offered something different from its competitors. The 2011 model marks the 25 year anniversary of Honda Legend production.
In an attempt to address market driven requests that the Legend needed to be a rear drive sedan with a V8 engine, Honda introduced four wheel drive technology on the Legend, called "Super Handling All-Wheel Drive" SH-AWD, which earned Honda the Japan Car of the Year, and Mosuto 2005 Annual RJC technology of the Year award. The Legend is only available with the four wheel drive powertrain, however, the all wheel drive system is optional on the North American Acura TL (The TL is not sold in Japan). Due to continuous product improvement efforts over past generations, the series CP3 North American Honda Accord (Honda Inspire in some markets) shares wheelbase, length, width and engine displacement almost exactly with this generation Legend, with a reduced price in many international markets. The Legend does have a higher level of standard features and optional equipment but not by much.
Select-Shift was introduced on the 5 speed automatic transmission. The newly designed J35A 3.5 L V6 was changed from a 90 degree "V", in use since the first 1986 C25A V6 engine, to a 60 degree, and added VTEC to improve efficiency (M-TEC was added by the MUGEN division, called the "M1 package"). In a move echoing the many "firsts" introduced by the first generation Legend, the horsepower no longer complied with the self-imposed horsepower restrictions of the Japanese auto industry.^[8] The engine is capable of 300 PS (221 kW; 296 bhp).
Perhaps to accommodate the all wheel drive setup, the engine was reoriented from a longitudnal installation used since 1990, to a transverse installation, which was the original orientation of the first generation model. Honda began to expand the Acura division into Mexico, Hong Kong, and China. Plans to introduce the Acura brand in Japan haven't been formally announced, relying on speculation. This generation Legend shares large sedan duties with the Honda Inspire, known in North America as the Honda Accord starting with model year 2003 (series UC1) and continuing with the series CP3 sedan. September 15, 2005 saw a mild body restyle, which included a rear backup camera.The Akita and Kumamoto Prefectures adopted this Legend as the official car for local senior government officials.
The Legend received a Mid-Model Change (MMC) for the 2009 model year. Among the usual upgrades, the Honda Legend offered some additional optional safety features, including Lane Keeping Assistance System (LKAS). The LKAS could actually make small steering adjustments to keep a car in lane so long as the radius of the turn was more than 220 meters, which was the legal minimum in Japan. The LKAS would relinquish control at the slightest steering input so the driver had control at all times. Intelligent Night Vision with the world's first pedestrian detection feature, and a standard pop-up hood for pedestrian safety.^[9]^[10] The night vision system uses a separate heads up type display projected on the center bottom of the windshield. The infrared cameras do not require a light source, and the software is able to detect human like figures, surround the image with a red box and give audible caution tones. The pop-up hood uses a series of sensors that can detect a pedestrian-like object being thrown onto the hood. An actuator will pop the hood up at the rear, close to the base of the windshield, 10 cm (4 inches) to help minimize pedestrian injuries, especially head trauma. All markets feature energy absorbing hood and fender supports and deformable windshield wiper pivots to minimize pedestrian injury. Honda's internet-based navigation system Internavi is standard equipment on Japanese domestic vehicles.
In October 2010, it is reported that Brake Defect from Honda Honda Legend were delivered to customers before the problem is discovered. Honda says that it doesn’t know how many of its vehicles have suffered a faulty brake system. The U.S. Honda outfit says it will replace the faulty seal and, if leaking has occurred, the brake booster will be replaced as well. At least some owners in the UAE, Saudi Arabia and other GCC countries are likely affected. Honda told that no stop-sale is issued.^[11]

North American Acura Model

See Acura Legend and Acura RL for information on the North American model.

Reception

The second-generation 2005 Acura RL appeared on Car and Driver's Ten Best list for 2005. The car also garnered an CNET.com "Editor's Choice" Award for Top Tech Car.
The SH-AWD all-wheel drive system was lauded by Popular Science as one of the best automotive innovations of 2004, and earned the 2005 "Tech Car of the Year" from CNET.com.^[12] Subsequent moves by both Audi and BMW to design and market their own versions of torque vectoring all wheel drive systems bear out the innovative nature of the SH-AWD design.
While critically acclaimed, sales have not met expectations. Regarding sales of Japanese luxury flagships during the first six months of 2010, Acura has sold only 872 RLs, compared to 5,650 Lexus LS and 6,602 Infiniti M sedans. Enthusiasts and dealers said that the RL was not competitive because it is smaller, uses front-wheel drive, and lacks a V8 option, compared to its larger rivals in the mid-luxury segment that are rear-wheel drive and have a V8 available.^[13]
Some have suggested that the initial price of the RL is perceived to be out of its bracket. As the new RL offered more features and performance than the base version of its luxury competition's (i.e., the base six-cylinder BMW 5 Series),^[14] Honda Japan suggested that it could charge more, though Honda Canada disagreed. The RL's initial MRSP was $69,500 CAD, more than the six-cylinder BMW 525i and close to that of the V8-powered BMW 545i. At the RL's price point, most consumers expected a V8, furthermore they did not perceive Acura as being on par with its German rivals and expected more value from the Japanese marque. The damage from Honda Japan's alleged hubris was done, perhaps giving the RL an unfavorable impression that could not be removed, even though Honda Canada has since reduced the RL's price. In 2009, the new generation of the Acura TL was released and it is expected to offer tough competition to the RL, as the TL has essentially the same engine (but with 5 more horsepower), the SH-AWD system, similar dimensions, and many of the RL's features for only $44,900 CAD.^[15]
In October 2010, the Acura RL has been named as one of Consumer Reports^[16] most reliable cars, one of among 5 Honda models (Acura TL with front-wheel drive; Acura RL luxury car; Honda CR-V small SUV; Acura RDX small upscale SUV, and Honda Ridgeline compact pickup truck) named as most reliable in various categories.

Fifth generation (2014)

2013 Acura RLX Concept (Honda Legend)

Dealers have been promised an "amazing flagship" without intricate details, and a prospective RWD V8 model was scrapped in 2008. It is possible that it could become an Acura only model like the MDX which would allow more freedom in the development process. In 2013-2014 production will take place in Japan but will be built alongside the 2015 NSX in Ohio from 2015 on. One of these freedoms is the addition of a hybrid drivetrain. It has been common knowledge that Honda is working on a hybrid system optimal for V6 applications, albeit tuned for performance in Acura models in the same vein as the Lexus LS600h and the Infiniti M35h. The official specs are not yet available, but from what is currently known about the electric SH-AWD system is that it uses a 310 horsepower direct injection SOHC i-VTEC V6 with a 40 horsepower electric motor housed in the 7-speed iSHIFT II dual clutch automatic in the front, while the rear is powered by two 30-hp electric motors that use a "negative torque" feature in which when going into a turn the inside motor sails and the regenerated energy is fed to the already-vectored outside motor; the combined output is 385 horsepower and 455 lb. ft (62.5kgm) of torque. The styling is said to resemble a muscular, and up-sized version of the current car. The wheelbase will also stretch quite considerably to accommodate a BMW 7 Series size cabin while the length will also grow but to a lesser degree, giving the car less overhangs and more presence. Acura has stated the car will debut at the 2012 New York International Auto Show.
On April 4, 2012, Acura unveiled the RLX Concept, a replacement for the RL sedan, at the New York International Auto Show.[54] Production of the fourth generation Legend ended on June 16, 2012 at the Japanese facility to change over to the new Legend. On March 15, 2013 Honda Previewed The Upcoming World Version of The Honda Legend that will introduced in early of the year 2014

The list of honda prelude

noreply@blogger.com (Anonymous) — Tue, 10 Dec 2013 04:19:00 +0000

First generation (1978–1982)

First generation (SN)

Overview
Production	1978–1982
Powertrain
Engine	1,602 cc EL I4 1,751 cc EK I4
Transmission	2-speed automatic 3-speed automatic 5-speed manual
Dimensions
Wheelbase	2,320 mm (91.3 in)
Length	4,090 mm (161.0 in)
Width	1,635 mm (64.4 in)
Height	1,290 mm (50.8 in)
Curb weight	900 kg (1,980 lb)

On November 24, 1978, the Prelude was launched.^[1] In Japan it was only available at the newly established dealership sales channel Honda Verno. This dealership chain also introduced the entry-level Honda Quint, the Honda Ballade, and the Accord-based Honda Vigor as its largest sedan and hatchback. The four-wheel independent struts, brakes, engine were all borrowed from the first generation Accord, but the chassis was all new and developed by chief engineer Hiroshi Kizawa expressly for the sporting Prelude.^[2] At 4,090 mm (length) x 1,635 mm (width) x 1290 mm (height), it had quite a low and wide profile. The wheelbase was 2,320 mm, and was 60 mm shorter than that of the original Accord.^[3] Honda appears to have followed the successful introduction of the Toyota Celica example originally established by the pony car originator Ford Mustang by taking a small car, like the Accord, installing a more powerful engine, and giving the body a short trunk, and a long engine hood. The Prelude (and period Accord) were the first cars under two litres to receive standard power steering.^[4]
The Prelude was the first Honda model to offer a power moonroof as standard equipment, which eventually became a Prelude trademark. In Japan, the Prelude was available with a sliding metal sunroof, while US versions received a glass top which freed up more headroom.^[2]
Initial reviews for the Prelude were favorable. "It is," wrote Brock Yates for Motor Trend, "by any sane measurement, a splendid automobile. The machine, like all Hondas, embodies fabrication that is, in my opinion, surpassed only by the narrowest of margins by Mercedes-Benz. It is a relatively powerful little automobile by anybody's standards."Motor Trend measuring an early Prelude completing the quarter-mile in 18.8 seconds at 70 mph.

Rear view of SN Prelude

The standard engine at the time of introduction was the "EL" SOHC eight-valve 1,602 cc (non-CVCC) inline four rated at 80 PS (59 kW) at 5,000 rpm and 12.9 kg·m (127 N·m; 93 lb·ft) at 3,500 rpm.^[1] It remained the only engine available for most markets, aside from the US and Japan. It featured a non-automatic choke with three positions and a two-barrel carburetor. In September 1978 the larger "EK" SOHC 12-valve 1,750 cc CVCC inline-four was introduced in Japan, rated at 90 PS (66 kW) at 5,300 rpm (SAE gross).^[1] Automatics had five less horsepower.^[3] It took until March 1979 for the Prelude to appear in the United States, then with 72 hp (54 kW) at 4,500 rpm and 94 lb·ft (127 N·m) at 3,000 rpm (SAE net) from the larger 1.8 engine.^[5] The EK engine made use of an engine oil cooler and transistor-controlled ignition system.
1980 saw the introduction of the CVCC-II engine which employed the use of a catalytic converter and several other refinements that improved driveability, the Prelude also received a mild facelift in 1981. Transmission choices were either the standard five-speed manual or initially a two-speed "Hondamatic" semi-automatic, which by October 1979 had been replaced by a three-speed automatic that used the final gear as the overdrive. In addition to the standard fabrics offered in most models, an 'Executive' option was offered in some markets which added power steering and Connolly leather upholstery. Honda used a single central gauge cluster design in this car which housed the speedometer and tachometer in one combined unit where both instrument's needles swept along the same arc. They also placed the compact AM/FM radio unit up high next to the gauge cluster. The Prelude featured intermittent wipers, tinted glass, and a remote trunk release. There was a convertible model introduced by a Santa Ana California company named Solaire. Less than 100 were believed to be converted when new and they were sold through Honda dealerships with full factory warranty coverage.

Second generation (1983–1987)

Second generation (AB, BA1/2/3/6, BB)

Overview
Production	1982–1987
Designer	Shinya Iwakura
Powertrain
Engine	1.8L 105 hp (80 kW) I4 2.0L 110 hp (82 kW) I4
Transmission	4-speed automatic 5-speed manual
Dimensions
Wheelbase	2,451 mm (96.5 in)
Length	4,374 mm (172.2 in)
Width	1,689 mm (66.5 in)
Height	1,295 mm (51 in)
Curb weight	1,046 kg (2,306 lb) - 1,340 kg (2,954 lb) (depending on model)

The second-generation Prelude was released in Japan on November 25, 1982 and worldwide in 1983. Riding on an all-new platform, the Prelude was initially available with an A18A or ET-2, 1.8 L 12-valve twin carburetor engine, producing 110 hp (77 kW), with fuel injection introduced in the "Si" models in 1985. In Japan, Asia and Europe, it was available with a 2-liter DOHC 16-valve PGM-FI engine (JDM = BA1, EU = BA2) although this engine was not released in Europe until 1986. The JDM B20A produced 160 PS (118 kW) at 6,300 rpm, while the European B20A1 produced only 137 hp (102 kW). This was the first generation of Prelude to have pop-up headlights, which allowed for a more aerodynamic front clip, reducing drag. Opening the headlights, however, especially at higher speeds, produced significantly more drag. The 1983 model is identifiable by its standard painted steel wheels with bright trim rings (although alloy rims were optional). The 1984-87 base models had Civic-style full wheel covers. In Canada, a "Special Edition" trim was created, which is essentially the same as the USA 2.0Si "sport injected" model.
In Japan, the Prelude was one of the key models sold at Japanese Honda dealership sales channels, called Honda Verno, which offered performance-oriented products. All Honda Verno products, like the Vigor, initially shared the concealed headlights introduced with this generation Prelude that would help identify "sports" products from Honda in Japan however, the approach was short-lived.
When the 2-litre 16-valve DOHC engine came out the hood was slightly modified since the larger engine could not fit under the original hood. The European version also saw slight modifications to the rear lights and revised front and rear bumpers which were now color-matched. Due to the fairly low weight of the car (1,025 kg or 2,260 lb) and high power (the 16-valve engine produced 160 PS or 118 kW), the car was relatively nimble in comparison to its competitors, which most Preludes had not been up to that time.

1986 Honda Prelude SE Rear
1986–1987 Honda Prelude Si coupé (Australia)
1986–1987 Honda Prelude Si coupé (Australia)

Third generation (1988–1991)

Third generation (BA3/4/5/7)

Overview
Production	1987–1991
Powertrain
Engine	2.0L 104 hp (78 kW) I4 2.0L 135 hp (101 kW) I4 2.0L 140 hp (104 kW) I4 2.1L 140 hp (104 kW) I4 2.0L 142 hp (106 kW) I4 2.0L 150 hp (112 kW) I4
Transmission	4-speed automatic 5-speed manual
Dimensions
Wheelbase	2,565 mm (101 in)
Length	4,460 mm (175.6 in) (1988-89) 4,511 mm (177.6 in) (1990-91)
Width	1,694 mm (66.7 in) (Japan) 1,709 mm (67.3 in)
Height	1,295 mm (51 in) (1988-89) 1,250 mm (49.2 in) (1990-91)
Curb weight	1,060 kg (2,337 lb) - 1,340 kg (2,954 lb) (depending on model)

On April 9, 1987, the third-generation Prelude was released in the Japanese domestic market and released later that year worldwide, being an 1988 model in North America. Featuring evolutionary styling from its predecessor, it shared design cues from the Honda NSX that would be introduced later in 1989. The Prelude featured innovative features for its time such as a 0.34 drag coefficient, roof pillars made of high-strength metal and its signature feature, the available option of the world's first mechanical four wheel steering system available in a mass-production passenger car.
The third-generation Prelude was exclusively powered by variants of the Honda B20A engine, a base carbureted version with a SOHC 12-valve valvetrain, or a DOHC variant with Honda's PGM-FI fuel injection and 16 valves.

Third-generation Honda Prelude engines: B20A/B20A1 - 2.0L DOHC PGM-FI 143/160 hp (Japan/Europe) B20A3 - 2.0L SOHC 12v carb 104 hp North America B20A4 - 2.0L SOHC 12v carb Global, except North America B20A5 - 2.0L DOHC PGM-FI 135 hp (101 kW) North America B20A6 - 2.0L DOHC PGM-FI 142 hp (106 kW) Oceania B20A7 - 2.0L DOHC PGM-FI 150 hp (110 kW) Europe B20A8 - 2.0L DOHC PGM-FI 133 hp (99 kW) Europe B20A9 - 2.0L DOHC PGM-FI 140 hp (100 kW) Europe B21A - 2.1L DOHC PGM-FI 145 hp (108 kW) Japan (SI States) B21A1 - 2.1L DOHC PGM-FI 140 hp (100 kW) North America

In 1987, Road & Track published a test summary that shows the 1988 Honda Prelude 2.0Si 4WS outperforming every car of that year on the slalom, with a speed of 65.5 mph (105.4 km/h), even besting exotics such as Porsche and Ferrari. For reference, the 1988 Chevrolet Corvette C4 took the same course at 64.9 mph (104.4 km/h).
The Prelude was Wheels magazine's Car of the Year for 1987.

Mid-cycle refresh and Prelude INX

Rare 1990 SiStates Prelude

The facelifted third-generation Prelude was revealed in Japan on November 21, 1989. Along with the facelift, a new Prelude model was introduced to the Japanese domestic market, the Prelude INX, which featured fixed headlights and a front fascia very similar to the contemporary Honda Legend coupé. The facelift coincided with changes to North American lighting requirements in the United States and Canada, and a greater focus on safety was offered with available anti-lock brakes and an available driver's side airbag exclusively offered on Japanese models.
The front bumper on the revised Prelude was also changed to feature clear indicators and a revised parking lamp design. Many of the interior parts were revised, including the dash bezel, the door handle and window switches. The Japanese version of the Si with the B20A was rated 140 HP with the JDM engine and was rated for 37 MPG.
A new engine was offered, a revised version of the B20 called the B21A1, bored to 83 mm (3.3 in) with a total displacement of 2056 cc producing up to 145 hp (108 kW) and featuring a unique cylinder liner featuring FRM (fiber reinforced metal) that is reported to be extremely tough. This causes premature piston ring wear contributing to exceptionally high oil consumption.
In North America, the facelifted Prelude debuted for the 1990 model year, with the carbureted 2.0S being discontinued. The fuel-injected 2.0Si became the entry-level Prelude model, being supplanted by a new Si model with the B21A1 engine, offering 4WS or ABS (called ALB) as options.
Honda released the Prelude SiStates in 1990 as a Japanese domestic market special edition, this car was a limited production run and very few were built. It featured four-wheel steering, ABS, limited slip differential, a leather-wrapped steering wheel and gear lever, extra sound deadening on the firewall and hood, rear windscreen wiper and washer, and many more features that were usually options. It also featured a unique B21A engine rated at 145 bhp (108 kW) that was only produced for the SiStates. A major distinction of the SiStates is that it was the same width as the Prelude sold in North America, in which it took its name from. This Prelude model was only available with an automatic transmission.

90-91 Front bumper
88-89 Rear bumper and tail lights
90-91 Rear bumper and tail lights

Fourth generation (1992–1996)

Fourth generation (BA8/9, BB1-BB4)

Overview
Production	1991–1996
Powertrain
Engine	see chart
Transmission	4-speed automatic 5-speed manual
Dimensions
Wheelbase	2,550 mm (100.4 in)
Length	4,440 mm (174.8 in)
Width	1,765 mm (69.5 in)
Height	1,290 mm (50.8 in)
Curb weight	1,288 kg (2,840 lb)

On September 19, 1991, the fourth-generation Prelude was introduced in Japan, and released worldwide for the 1992 model year. The car had a 58% front and 42% rear weight distribution. The four wheel steering system was changed to an electronic version and the engine was increased in capacity from 2.1 litres to 2.2 litres for the base model "S" (SOHC F22A1 engine, 125 PS (92 kW; 123 hp) at 5200 rpm, 193 N·m (142 ft·lbf) at 4000 rpm) and "VTEC" model (DOHC VTEC H22A1, 190 PS (140 kW; 187 hp) at 6800 rpm, 207 N·m (153 ft·lbf) at 5500 rpm), with a 2.3-litre for the "Si" (DOHC H23A1, 160 PS (118 kW; 158 hp) at 5800 rpm, 212 N·m (156 ft·lbf) at 5300 rpm). The Japanese Si came with the F22B (2.2 L DOHC non-VTEC, 160 PS (118 kW; 158 hp)). The VTEC model had an upgraded brake system, going from a 10.3" (262 mm) front rotor to an 11.1" (282 mm) front rotor and utilizing larger brake caliper and pads, similar to those found in the Honda Vigor. Its styling approach is similar to the Honda Ascot Innova during the same time period.
Additionally, a 2.0i, single overhead cam (SOHC) model was released in Europe, rated at 133 PS (98 kW; 131 hp). 1993 was the last year that the "Si-VTEC" (BB4) name was used, and beginning in 1994 it was shortened to just "VTEC" and stayed that way throughout the rest of the generation. In some countries, the Prelude with 2.2 VTEC engine was called the VTi-R. Later the 96 prelude SI/SR was introduced with a 2.3 VTEC engine. In Canada, the Si was called the SR, and the VTEC was called the SR-V. Due to the width dimensions and the engine displacement exceeding Japanese government regulations for vehicles classified as "compact", this generation Prelude obligated Japanese owners to yearly taxes, and the Prelude became known as a luxury car in Japan as a result.
This model also marked the end for the pop-up headlights. The 1992 Prelude incorporated other design features that had also become the "Prelude standard". The rear end was rounded and fairly high in comparison to the previous square trunk line. The front fascia of the car became wider with fixed headlights. The glass moonroof made way for a steel sliding sunroof which no longer retracted into the car but extended out and over it.
The light blue back lighting introduced in the third generation was continued. Later models (1994 and on) also featured translucent speedometer and tachometer needles. All VTEC & SE models received leather interior. In Japan, there was also an in-dash television set available as an option. As a result of this, many enthusiasts have modified the dashboards of their Preludes to fit a small television set. Also featured was an 8-speaker audio system (Gathers DSP 8 Speaker System) which included a center dash-mounted speaker and rear center subwoofer, while the U.S. version received only 7 speakers (center dash speaker not included). The Japanese version also included a digital climate control system. The Canadian version received some options which were not available in the United States. For instance, the Japanese Prelude had power folding mirrors as well as a rear windscreen wiper, while the Canadian market was the one to have heated mirrors and optional heated seats. The Japanese model came with optional Honda Access accessories such as Typus ski racks, under dash lights, headrest covers, a cabin air filter, and floor mats. Some of the Japanese domestic market fourth generation Prelude VTECs did not come with options such as a sunroof and 4-wheel steering, as it was possible to skip these options when buying in Japan. The fourth generation Prelude also shares some suspension components with the fifth generation (1994–97) Honda Accord. It also shares many suspension components with the 5th generation Prelude's that are not equipped ATTS system.
Models and markets chart:

Model	Engine			Steering	Chassis code	Markets
Model	Code	C/R	Power	Steering	Chassis code	Japan	USA	Canada	Europe	Australia
Si	F22B	9.5:1	160 PS	2WS	BA8
Si	F22B	9.5:1	160 PS	4WS	BA9
Si VTEC	H22A	10.6:1	200 PS	2WS	BB4
Si VTEC	H22A	10.6:1	200 PS	4WS	BB1
S	F22A1	8.8:1	133 PS	2WS	BA8
Si	H23A1	9.8:1	160 PS	2WS	BB2
Si	H23A1	9.8:1	160 PS	4WS	BB2
SE (1995)	H23A1	9.8:1	160 PS	2WS	BB2
VTEC (93-96)	H22A1	10.0:1	190 PS	2WS	BB1
Prelude	F22A1	8.8:1	133 PS	2WS	BA8
SR	H23A1	9.8:1	160 PS	2WS	BB2
SR	H23A1	9.8:1	160 PS	4WS	BB2
SR-V (93-96)	H22A1	10.0:1	190 PS	2WS	BB1
2.0i	F20A4	9.5:1	133 PS	2WS	BB3
2.3i	H23A2	9.8:1	160 PS	2WS	BB2
2.3i	H23A2	9.8:1	160 PS	4WS	BB2
2.2i VTEC (93-96)	H22A2	10.0:1	185 PS	2WS	BB1
2.2i VTEC (93-96)	H22A2	10.0:1	185 PS	4WS	BB1
CV/S	F22A1	8.8:1	131 PS	2WS	BA8
Si	H23A1	9.8:1	160 PS	4WS	BB2
SRS (91-93)	H23A1	9.8:1	160 PS	4WS	BB2
VTi-R (94-96)	H22A1	10.0:1	190 PS	4WS	BB1

Honda Prelude generation 4 image gallery

Modified 1994 Prelude VTEC
1994 Prelude VTEC
1993 Prelude Si
1992 Prelude S

Fifth generation (1997–2001)

Fifth generation (BB5-BB9)

Overview
Production	11/1996–04/2001
Powertrain
Transmission	4-speed automatic 5-speed manual
Dimensions
Wheelbase	2,586 mm (101.8 in)
Length	4,521 mm (178 in)
Width	1,753 mm (69 in)
Height	1,316 mm (51.8 in)
Curb weight	1,380 kg (3,042 lb)

Introduced on November 7, 1996, the fifth generation retained a FF layout with an independent front suspension and 63/37 weight distribution. Most fifth-generation Honda Preludes came with 16-inch (410 mm) aluminium alloy wheels with all-season 205/50 R16 87V tires. The 2.0i and JDM Si trims came with 195/60 R15 88H, and the JDM Xi came with 14" steel wheels. Unlike the US market Preludes, JDM Preludes came with rear wind screen wipers, except for the Xi. Most Prelude models now featured the 11.1" front brakes that the '96 VTEC model came with, and most Preludes also received a 5-lug hub, as opposed to the 4-lug wheel hub of older models.
The fifth-generation Prelude marked a return to the more square body style of the third generation (1988-1991), in an attempt to curb slumping sales of the fourth-generation body style. All models and trim packages stayed within the BB-chassis code (BB5-BB9) and housed either an H-series or F-Series engine:

Model	Engine			Steering	Chassis code	Markets
Model	Code	C/R	Power	Steering	Chassis code	Japan	USA	Canada	Europe	Australia
SCoupe	F22B	8.8:1	135 PS	2WS	BB5
Si	F22B	9.2:1	160 PS	2WS	BB5
Si	F22B	9.2:1	160 PS	4WS	BB7
SiR	H22A	10.6:1	200 PS	2WS	BB6
SiR	H22A	10.6:1	200 PS	4WS	BB8
SiR S-spec	H22A	11.0:1	220 PS	2WS	BB6
Type S	H22A	11.0:1	217 PS	2WS	BB6
Base	H22A4	10.0:1	200 PS	2WS	BB6
Type SH	H22A4	10.0:1	200 PS	2WS	BB6
SE	H22A4	10.0:1	200 PS	2WS	BB6
2.0i	F20A4	9.5:1	133 PS	2WS	BB9
2.2 VTi	H22A5 (97-98) H22A8 (99-01)	10.0:1 11.0:1	185 PS 200 PS	2WS	BB6
2.2 VTi	H22A5 (97-98) H22A8 (99-01)	10.0:1 11.0:1	185 PS 200 PS	4WS	BB8
2.2 VTi-S	H22A5 (97-98) H22A8 (99-01)	10.0:1 11.0:1	185 PS 200 PS	2WS	BB6
Si	F22Z6	10.0:1	160 PS	2WS	BB5
VTi-R	H22A4 (97-98) H22Z1 (99-01)	10.0:1	200 PS	2WS	BB6
ATTS	H22A4 (97-98) H22Z1 (99-01)	10.0:1	200 PS	2WS	BB6

Type S

1997–2001 Honda Prelude VTi-R ATTS, Australia

One version of the fifth generation Prelude, a high-performance model called the Type S, was only available in Japan. It was equipped with the 2.2 L H22A, featuring VTEC and producing 217 hp (162 kW; 220 PS) at 7,200 rpm and 163 lbf·ft (221 N·m) at 6,500 rpm. With a compression ratio of 11.0:1, 87.0 mm (3.4 in) bore x 90.7 mm (3.6 in) stroke and VTEC-valve timing, lift and duration were adjusted to 12.2 mm (0.5 in) intake and 11.2 mm (0.4 in) exhaust. Honda also overhauled the air box and replaced it with a more efficient design that is often referred to as Dynamic Chambering, along with a larger throttle body design bored to 62 mm (as opposed to the previous 60 mm). The exhaust system was also treated to a redesign, with the pipe cross sections becoming more cylindrical rather than oval. The three-way catalytic converter was also increased in size, as well as the exhaust piping from 2 to 2¼ in (51 to 57 mm) (tToV). In addition to a higher output engine both Type S and USDM Type SH featured an overhauled front suspension layout which offered a more effective camber curve. The fifth generation curb weight was 1,310 kg (2,880 lb), and ground clearance was 140 mm (5.5 in)^{[citation needed]}. Unlike the SiR S-spec that had an LSD, the Type S acquired the Honda technology known as the Active Torque Transfer System (ATTS). The gearing on the Type S matches all other fifth-generation Preludes that had a manual transmission except for the five-speed 2.2 VTi VTEC and had a final drive ratio of 4.266:1. The Type S had an Active Control ABS system, different from the others which had the standard ABS systems. The interior featured newly developed Carbon and Excene upholstered seats which most people see it as leather and alcantara laced with red stitching. Manufacturer styling options included seat lettering. The exterior styling of fifth generation Preludes was standardized for most models. All had a sunroof except for the Type S model.

The list of honda accord

noreply@blogger.com (Anonymous) — Tue, 10 Dec 2013 03:52:00 +0000

First generation (1976–1981)

First generation series SJ-SM

Overview
Production	1976–1981
Assembly	Sayama, Japan
Body and chassis
Class	Compact
Body style	3-door hatchback 4-door sedan
Layout	FF layout
Powertrain
Engine	1.6 L EL1 I4 1.6 L EF I4 1.6 L EP I4 1.8 L EK1 I4
Transmission	2-speed automatic 3-speed automatic 5-speed manual
Dimensions
Wheelbase	2,380 mm (94 in) sedan
Length	4,450 mm (175 in) sedan
Width	1,620 mm (64 in) sedan
Height	1,360 mm (54 in) sedan
Curb weight	945 kg (2,083 lb)

1979–1981 Honda Accord hatchback (Japan)

The first generation Honda Accord was launched on May 7, 1976 as a three-door hatchback with 68 hp (51 kW), a 93.7-inch (2,380.0 mm) wheelbase, and a weight of about 2,000 pounds. It was a platform expansion of the earlier Honda Civic at 162 inches (4,115 mm) long. To comply with recently enacted emission regulations enacted in Japan, the engine was fitted with Honda's CVCC technology. The Accord sold well due to its moderate size and great fuel economy. It was one of the first Japanese sedans with features like cloth seats, a tachometer, intermittent wipers, and an AM/FM radio as standard equipment. In 1978 an LX version of the hatchback was added which came with air conditioning, a digital clock, and power steering. Until the Accord, and the closely related Prelude, power steering had not been available to cars under two litres.^[9]
On October 14, 1977, a four-door sedan was added to the lineup, and power went to 72 hp (54 kW) when the 1,599 cc (97.6 cu in)^[10] EL1 engine was supplemented and in certain markets replaced by the 1,751 cc (106.9 cu in) an EK-1 unit. In 1980 the optional two-speed semi-automatic transmission of previous years became a three-speed gearbox (a 'proper' self-shifting four-speed automatic transmission was not used in the Accord until the 1983 model year). The North American versions had slightly redesigned bumper trim so as to comply with bumper legislation. Other changes included new grilles and taillamps and remote mirrors added on the 4-door (chrome) and the LX (black plastic) models. The CVCC badges were deleted, but the CVCC induction system remained. In 1981 an SE model was added for the first time, with Novillo leather seats and power windows. Base model hatchbacks, along with the 4-door, LX, and SE 4-door, all received the same smaller black plastic remote mirror. The instrument cluster was revised with mostly pictograms which replaced worded warning lights and gauge markings. Nivorno Beige (code #Y-39) replaced Oslo Beige (#YR-43). Dark brown was discontinued, as was the bronze metallic. The shifter was redesigned to have a stronger spring to prevent unintentional engagement of reverse, replacing the spring-loaded shift knob of the 1976 to 1980 year model cars.
The Accord competed with Japanese competitors such as the Toyota Corona, Nissan Bluebird, Mazda 626 and Mitsubishi Galant, which were also part of the mid-size Japanese market, as well as the VW Dasher in Europe.

Second generation (1981–1985)

Second generation series SY/SZ/AC/AD

Overview
Also called	Honda Vigor (Japan)
Production	1981–1985
Assembly	Sayama, Saitama, Japan Marysville, Ohio, USA (Marysville Auto Plant) Nelson, New Zealand (Honda New Zealand)
Body and chassis
Class	Compact
Body style	3-door hatchback 4-door sedan
Layout	FF layout
Powertrain
Engine	1.6 L EL1 I4 (CAN, NZ) 1.6 L EY I4 ('84,'85 EU) 1.8 L EK1 I4 ('82,'83 US) 1.8 L ES2 I4 ('84,'85 US) 1.8 L ES3 I4 ('85 US)
Transmission	4-speed automatic 5-speed manual
Dimensions
Wheelbase	2,450 mm (96 in) sedan
Length	4,410 mm (174 in) sedan
Width	1,650 mm (65 in) sedan
Height	1,375 mm (54 in) sedan

JDM Second Generation, Second Series Four-door sedan. Second generation Japanese and European Accords had molded headlights instead of the glass headlights used in the U.S; the United States Department of Transportation required glass units.

Second Generation, Second Series European 'Three-door' Honda Accord coupé.

Debuting on September 22, 1981 in Japan and Europe, and as a 1982 model in North America, this generation of the Accord being produced in Japan, became the first to also be built in the U.S., at Honda's plant in Marysville, Ohio. Since its first year in the American market, it also became the best-selling Japanese nameplate in the U.S., holding that position for about 15 years.^[11] In Japan, a sister model called the Honda Vigor was launched simultaneously with the new Accord. This allowed Honda to sell the product at different sales channels called Honda Clio, which sold the Accord, and Honda Verno, that sold the Vigor.
On May 24, 1984, it was one of the first Japanese engineered vehicles to offer computer controlled, fuel-injection with one injector per cylinder, also known as multiple port fuel injection on the EK series 1.8 L engine, known as Honda's Programmed Fuel Injection, or PGM-FI.
Modernizing both the interior and exterior, the second generation Accord was mechanically very similar to the original, using the same 1,751 cc (1.751 L; 106.9 cu in) EK1 CVCC engine. Vehicles with a manual transmission and the CVCC carburator earned 13.6 km/L (38 mpg_-imp; 32 mpg_-US) based on Japanese Government emissions tests using 10 different modes of scenario standards, and 110 PS (80.9 kW; 108.5 bhp), and 23 km/L (65 mpg_-imp; 54 mpg_-US) with consistently maintained speeds at 60 km/h (37.3 mph).
Vehicles with PGM-FI (EK3 series engine) earned 13.2 km/L (37 mpg_-imp; 31 mpg_-US) based on Japanese Government emissions tests using 10 different modes of scenario standards, with 130 PS (95.6 kW; 128.2 bhp), and 22 km/L (62 mpg_-imp; 52 mpg_-US) with consistently maintained speeds at 60 km/h (37.3 mph).^[12]
This automobile included popular features of the time such as shag carpet, velour cabin trim, and chrome accents. An optional extra on the 1981 Accord was an Electro Gyrocator, the world's first automatic in-car navigation system.^[13] Models were available in Silver, Sky Blue, and Beige. The LX hatchback offered a digital clock and slightly higher fuel economy (due to its lighter weight).
The U.S. National Highway Traffic Safety Administration (NHTSA) imposed stringent lighting requirements on U.S. models which prevented Honda from including the aerodynamic molded headlight units which were used on Accords sold outside North America. The U.S. NHTSA required the use of sealed beam glass units to prevent fogging and allow for easy and readily available replacement of units damaged by rocks or other road hazards. U.S. Accords were also required to have a side marker light installed on the side of the rear fenders. European Accords included additional rear fog lights embedded into the rear bumper (mandatory there since 1980), as well as headlamp spray washers, as required by European ECE Regulation 45. Japanese Accords were unique from all other markets in that they included adjustable ride height control and side view mirrors installed on the mid-forward fenders.
In 1983, Honda upgraded the automatic transmission to a four-speed, a major improvement over the earlier, three-speed 'Hondamatic' transmission. The manual five-speed transmission remained unchanged. A new 120 mph (190 km/h) speedometer replaced the earlier 85 mph (137 km/h) unit. The Special Edition (SE) featured Novillo leather seating, power windows, power sunroof and door locks. Gray was added as a color option.

Refresh (1983–1985)

By 1984, the Accords sold in the eastern U.S. were produced at the new Marysville plant, with quality considered equal to those produced in Japan. In late 1983, for the 1984 model year, the Accord body was restyled with a slightly downward beveled nose; and, the slightly more powerful ES2 1,829 cc (1.829 L; 111.6 cu in) CVCC powerplant was used, yielding 86 bhp (64 kW). The redesign in late 1983 is often called the second series of the second generation. Honda integrated side marker lights into the side of the tail light units which satisfied the D.O.T.'s side marker requirements and ended the difference between cross market tail light configurations. European Accords however, now included signal lights on the forward fenders, just behind the wheel well. The U.S. Accord still lacked the molded head light units.
The LX offered velour upholstery, auto-reverse cassette stereo, air conditioning, cruise control, power brakes, power steering, power windows & power door locks (sedan only), a digital clock, roof pillar antenna, along with thick black belt moldings, integrated bumpers and flush plastic mock-alloy style wheels covers that resembled the trend-setting Audi 5000. Supplies were tight, as in the Eastern states, the wait was months for a Graphite Gray sedan, a then-popular color. The LX hatchback was the only 1984 version of the Accord to include dual side view mirrors.
The 1984 sedan was available in four exterior colors, Greek White and three metallic options: Columbus Gray, Regency Red (burgundy), and Stratos Blue (steel). The regular hatchback was available in Greek White, Dominican Red, and the metallic Stratos Blue. The '84 LX hatchback came in three metallic colors only: Graphite Gray, Regency Red, and Copper Brown.
In 1985, the Special Edition returned as the SE-i, capitalizing on the final year of the second generation's production. A fuel-injected, 110 bhp (82 kW) non-CVCC ES3 engine was exclusive to this model. The moniker, SE-i, was adapted from the SE trim, but included the "-i" to signify the higher trim level's fuel-injected engine. This 12-valve, 1,829 cc (1.829 L; 111.6 cu in) engine was the first non-CVCC engine used in an Accord, and was the same basic engine design used by Honda until 1989. Like the previous SE trim in 1983, the SE-i featured Novillo leather seating, power moonroof, bronze tinted glass, a premium sound system with cassette, and 13-inch alloy wheels. The level of luxury equipment on the SE-i was essentially items that were installed on the Honda Vigor VTL-i, that was only sold in Japan.
Available options differed from market to market. The 1.8-liter engine, updated four-speed automatic transmission, and 'EX' trim level options were first made available in New Zealand during the 1984 model year refresh alongside the 1.6-liter 'LX' model.
Japan generally received more options earlier than the rest of the world. In 1981, the Accord offered an adjustable ride height air suspension in the Japanese market. From 1983 in Japan and 1984 in Europe, the second generation Accord was available with anti-lock brakes (called ALB) as an option. This braking system was the first time that an Accord used four-wheel disc brakes. Fuel injection became available in 1984 in the Japan market with the earlier introduction of the ES3 engine in the SE-i. Models took a year to arrive in North American and European markets with less stringent emissions laws continuing, using carburetors throughout second generation production.

The Restyled, Second Series (U.S. 1984-1985) Honda Accord LX sedan
1982-1983 Honda Accord interior (U.S.)
1982-1983 Honda Accord Hatchback (U.S.)
1984-1985 Honda Accord hatchback (Australia)
1984-1985 Honda Accord hatchback (Australia)

Third generation (1986–1989)

Third generation series CA1/2/3/4/5/6

Overview
Also called	Honda Vigor (Japan)
Production	1986–1989
Assembly	Marysville, Ohio, USA (Marysville Auto Plant) Sayama, Japan Nelson, New Zealand (Honda New Zealand) Alliston, Ontario (HCM)
Designer	Toshi Oshika (1983)
Body and chassis
Class	Compact
Body style	2-door coupe 3-door hatchback 3-door shooting-brake (AeroDeck) 4-door sedan
Layout	FF layout
Powertrain
Engine	1.6L A16A1 I4, 88 hp (66 kW) 1.8L A18A I4, 110 hp (82 kW) 1.8L B18A I4, 100 hp (75 kW) 2.0L A20A1/A20A2 I4, 98 hp (73 kW) 2.0L A20A3/A20A4 I4, 120 hp (89 kW) 2.0L B20A I4, 160 hp (119 kW) 2.0L B20A2 I4, 142 hp (106 kW) 2.0L B20A8 I4, 133 hp (99 kW)
Transmission	4-speed automatic 5-speed manual
Dimensions
Wheelbase	2,601 mm (102.4 in)
Length	Hatchback: 4,440 mm (174.8 in) 1986-1987 Sedan: 4,549 mm (179.1 in) 1988-1989 Sedan & Coupe: 4,564 mm (179.7 in)
Width	Hatchback & Coupe: 1,694 mm (66.7 in) Sedan: 1,712 mm (67.4 in)
Height	Hatchback & Coupe: 1,336 mm (52.6 in) Sedan: 1,356 mm (53.4 in)

The third generation Accord was introduced in Japan on June 4, 1986 and in Europe and North America later that year. It had a very striking exterior design styled by Toshi Oshika in 1983, that resonated well with buyers internationally. One notable feature was the flip-up headlights. Because this generation was also sold as the Honda Vigor, the Accord received the concealed headlights. Honda's Japanese dealership channel called Honda Verno all had styling elements that helped identify products only available at Honda Verno. As a result, Japanese market Accords had a Honda Verno styling feature, but were sold at newly established Japanese dealerships Honda Clio with the all-new, luxury Honda Legend sedan, and international Accords were now visually aligned with the Prelude, the CR-X, and the new Integra. Honda Accords of this generation were manufactured without the concealled headlights and sold in Europe.
The third generation Accord became the first Honda to employ double wishbones at both the front and rear ends. While more expensive than competitors' MacPherson strut systems, this setup provided better stability and sharper handling for the vehicle. All had front sway bars and upper models had rear sway bars as well. Brakes were either small 4-wheel discs with twin-piston calipers (only available on the JDM 2.0-Si model ), larger 4-wheel discs with single piston calipers, or a front disc/rear drum system. ABS was available as an option on the 4-wheel disc brake models, though not in North America. Base model Accords rode on 13-inch steel wheels with hubcaps with more expensive models having the option of 14-inch alloy wheels.
The Accord's available engines varied depending on its market: Japan received the A18A, B18A, and B20A; Europe received the A16A1, A20A2, A20A4, B20A2 and B20A8, and North America received the A20A1 and A20A3.

89 SE-i - Engine (USA)

The Accord's trim levels ranged from spartan to luxurious. In the Japanese home market, the Accord was available with a full power package, heated mirrors (optional), a digital instrument cluster (optional), sun roof (optional), cruise control, and climate control (which was also optional). Some North European export models also had heated front seats and head light washers. North American and Australian Accords were not available with most of these options, presumably (and in the U.S. in particular) because Honda was seen as a builder of economy cars, and not to cannibalize sales from the recently introduced Acura line.
Throughout the different markets, in addition to the sedan model the Accord was available with different bodystyles which included a 3-door hatchback, a 3-door shooting-brake called Accord Aerodeck, and a 2-door coupe which was added in 1987 for the 1988 model year. The 3-door hatchback was not available in Europe while the Aerodeck was not available in the USA and Canada. The coupe, which was, built exclusively in Honda's Marysville, Ohio factory, were 'reverse exported' back to Japan where it was known as the US-Coupe CA6.

1989 Accord SE-i 4-dr (USA)
1989 Accord SE-i (USA)
1989 Accord SE-i (USA)
Honda Accord hatchback (USA)
Honda Accord coupe (USA)
Honda Accord DX sedan (USA)
Honda Accord EX sedan without pop-up headlights (Europe)
Honda Accord EX sedan (Europe)

Accord AeroDeck

Honda Accord "AeroDeck" shooting-brake (Europe)

The third-generation Accord was sold in Japan and Europe as a three-door hatchback with a flat roof over the rear seats, known in Europe as a shooting-brake. It was offered only in Japan and Europe. The bodystyle of a flat roof hatchback was also used on the third generation Honda Civic subcompact, the second generation Honda City supermini and the first generation Honda Today kei car. The Honda CR-X was the only three-door hatchback that adopted a fastback, sloping rear hatch, demonstrating a performance car appearance identified with Honda Verno products during the mid-1980s.
In North America, the Accord Coupe was offered instead, and the popularity of the coupe showed to win out over the AeroDeck, and upon the coupe's introduction in Japan and Europe in 1987, the AeroDeck was cancelled due to lack of sales at the end of the generation's production.^[14] The "Aerodeck" name was reused on the Honda Civic 5-door stationwagon (estate), sold in the UK from 1996 to 2000. In parts of Continental Europe, the Honda Accord 4-door station wagon (estate) was also called the Accord Aerodeck from 1990 until 2008, when the name of the estate was renamed the "Accord Tourer". Here's a Japanese television commercial for the Aero Deck The AeroDeck was only available in Japan at Honda Clio dealerships as a variation of the Honda Accord.
The cargo handling abilities of the AeroDeck were ceded to the fourth generation Accord station wagon (estate) in 1990. The AeroDeck was unique to the Accord model line, as the AeroDeck was not available as a Honda Vigor, as the Accord and Vigor were mechanically identical. The AeroDeck returned an aerodynamic value of .34, and the 2600 mm wheelbase returned a spacious interior for both front and rear passengers, on par with a mid-size sedan. Unfortunately, the appearance was not well received in Japan, as the introduction of the Accord Coupe was more well liked. The appearance was more popular in the United Kingdom.
The Aerodeck was equipped with a four-wheel double wishbone suspension, which gave both a comfortable ride and cornering performance. In addition, speed-sensitive power steering is included, which gives the car easy turning assistance at speeds below 40 kilometres per hour (25 mph) during operation, such as parallel parking. Note that the top model in Japan "2.0Si" is to 4w-ALB (4-wheel ABS ) are standard equipment (with option to upgrade in other trim packages).
"2.0Si" to the type B20A DOHC 16-valve 2.0L PGM-FI 160PS (145PS net output) engines are equipped with, shared with the Honda Prelude, and Honda Vigor. At that time adopted an aluminum block still rare, despite the light weight engine DOHC, in those days was the world's commercial vehicle output per engine weight. In addition, DOHC 16-valve 1.8L B18A-type CV Dual Carburetor 130ps, type A18A SOHC twelve valves 1.8L Single Carburetor 110PS, SOHC 12-valve 2.0L PGM type for the European market and A20A4-FI · 130PS, A20A2 2.0L SOHC 12-valve engine had a single Carburetor type 105PS.
Visibility from the driver's seat and passenger seat was better due to the lower instrument panel design of the front window and a large windshield. And switches are arranged efficiently and at the time was the driving position can be fine-tuned adjustments.

Because of the shape of the vehicle and the flat roof that continued to the rear of the vehicle, opening the rear hatch had some drawbacks in low clearance environments. The lower part of the hatch was not like one used on a station wagon that went all the way down to the rear bumper, so loading cargo into the back wasn't as convenient as a conventional station wagon with a one piece hatchback. The rear hatch also wrapped into the rear roof, similar to a gull wing door so that the rear glass was in two pieces, one for the back window, and another partially on the rear roof. When open, the hatch rose above the roof at a right angle, providing additional overhead clearance when the hatch was open.
Moreover, because of the emphasis on aiding rear-seat passenger entry, a longer front door was installed, and because power windows were not installed on the lower trim packages "LX", "LX-S" and as such, the window regulator opening felt heavy.

Chassis code configurations

Code	CA1	CA2	CA3	CA4	CA5	CA6
Engine type/code	1.7L SOHC I4 (A18A)	1.8L CV DOHC I4 (B18A)	2.0L PGM-FI I4 (B20A)	1.6L SOHC I4 (A16A)	2.0L SOHC PGM-FI/Carbureted I4 (A20A), 2.0L PGM-FI I4 (B20A)	2.0L SOHC PGM-FI/Carbureted I4 (A20A)
Region(s)	Japan	Japan	Japan	Southern Europe	North America (A20A), Europe (A20A/B20A), Australia (A20A), Japan (A20A)	"imported to Japan" coupe

Fourth generation (1990–1993)

Fourth generation series CB1/2/3/4

Overview
Production	1989–1993
Assembly	Marysville, Ohio, USA (Marysville Auto Plant) Sayama, Japan Nelson, New Zealand(Honda New Zealand) East Liberty, Ohio (East Liberty Auto Plant)
Designer	Toshihiko Shimizu (1987)
Body and chassis
Class	Midsize
Body style	2-door coupe 4-door sedan 5-door station wagon
Layout	FF layout
Related	Honda Ascot Honda Ascot Innova Honda Inspire Honda Vigor Rover 600
Powertrain
Engine	1.8 L F18A I4 SOHC 2.0 L F20A I4 SOHC 2.0 L F20A I4 DOHC 2.2 L F22A I4 SOHC
Transmission	4-speed automatic 5-speed manual
Dimensions
Wheelbase	2,720 mm (107.1 in)
Length	1990-91 Coupe & Sedan: 4,694 mm (184.8 in) 1991 Wagon: 4,724 mm (186.0 in) 1992-93 Coupe & Sedan: 4,704 mm (185.2 in) 1992-93 Wagon: 4,745 mm (186.8 in) 4,680 mm (184 in) Sedan & Wagon (Japan only, all years)
Width	1990-91: 1,725 mm (67.9 in) 1992-93 Coupe & Sedan: 1,704 mm (67.1 in) 1992-93 Wagon: 1,715 mm (67.5 in) 1,695 mm (67 in) (all bodystyles in Japan)
Height	1990-91 Coupe: 1,369 mm (53.9 in) 1990-91 Sedan: 1,389 mm (54.7 in) 1991 Wagon: 1,400 mm (55.1 in) 1992-93 Coupe: 1,326 mm (52.2 in) 1992-93 Wagon: 1,351 mm (53.2 in) 1992-93 Sedan: 1,341 mm (52.8 in)
Curb weight	1,237 kg (2,728 lb)

The 4th generation Honda Accord, introduced on the "CB" chassis, was unveiled in 1989. Although much larger than its predecessor the sedan's styling was evolutionary, featuring the same low slung design and wraparound rear window as the 3rd generation Accord. For the first time a 3-door hatchback was no longer available internationally.

Pre-facelift Honda Accord sedan (North America)

93 Accord SE 4-dr - Engine (North America)

Facelift Honda Accord wagon (North America)

This was one of the first U.S. production cars to feature optic reflectors with completely clear lenses on the headlamps replacing the more conventional lens diffused lighting. Unlike most manufacturers moving away from traditional sealed beam lighting, Honda chose to transition to a multi-reflector headlight style while maintaining the use of a glass lens instead of plastic. The styling reflected influences from the flagship Honda Legend, as Japanese Accords were now sold at Honda Clio dealerships, where the Legend, and the Honda Inspire, were sold. The growing popularity of the Accord internationally was evident in the ever increasing dimensions, which now matched almost exactly with the first generation Legend introduced in 1986.
For this fourth generation Accord, Honda made significant engineering design improvements. All Accords sold in North America came with a completely new all aluminium 2.2-liter 16-valve electronic fuel-injected engine standard, replacing the previous 2.0-liter 12-valve model from the past generation. Also noteworthy, all Accords equipped with automatic transmissions used an electronically controlled rear engine mount to reduce low frequency noise and vibration. The mount contained 2 fluid filled chambers separated by a computer controlled valve. At low engine speeds, fluid is routed through the valve damping vibration. Above 850 rpm, fluid is routed around the valve making the engine mount stiffer.

1993 Honda Accord interior (Europe)

In the U.S., the LX-i and SE-i designations were dropped, being replaced with the DX, LX, and EX trim levels. The Canadian Accord trim levels varied slightly from the U.S. models with LX, EX and EX-R roughly corresponding to the American DX, LX, and EX, respectively. Fourth generation Japanese-assembled EXi Accords sold in Australia offered the same 4-wheel steering technology as was available optionally on the U.S. Honda Prelude, but was not included on the New Zealand-assembled versions. The four-wheel steering system was also available on the Accord's Japanese platform mate, called the Honda Ascot FTBi. U.S. Accord Coupes were available in the same DX, LX and EX trims as the U.S. Accord Sedan (LX, EX and EX-R in Canada).
A 125 horsepower (93 kW) 4-cylinder engine was offered in the DX and LX models (F22A1), while the 1990 and 1991 EX received a 130 hp (97 kW) version (F22A4). Cruise control was dropped from the DX sedan, with air conditioning remaining a dealer-installed option. The LX kept the same features as the previous generation including air conditioning, power windows, door locks, and mirrors. The 90-91 EX added 5 horsepower due to a different exhaust manifold design, slightly larger exhaust piping and a twin outlet muffler. 15-inch machined aluminum-alloy wheels, sunroof, upgraded upholstery, rear stabilizer bar and a high-power 4-speaker stereo cassette were standard on all EX models. Some models though rare were special ordered with an anti-lock braking system (at that time abbreviated as ALB, now all automakers refer to it as ABS). A redesigned manual transmission with a hydraulic clutch was standard equipment in all trims while an all-new electronically controlled 4-speed automatic transmission was optional for all models.
Some new dealer-installed accessories were now offered including a single-disc in-dash CD player or trunk mounted 6-disc CD changer, stereo equalizer, fog lights, security system, rear wing spoiler, trunk lip spoiler, luggage rack, full and half nose mask, center armrest, window visors, sunroof visor, car cover, and a cockpit cover.
Because of tightening auto safety regulations from the NHTSA, all 1990 and 1991 Accords sold in the United States came equipped with motorized shoulder belts for front passengers to comply with passive restraint mandates. These semi-automatic restraints were a two component system; a motorized shoulder belt along with a non-integrated and manually operated seatbelt. The shoulder belts automatically raced around each window frame encircling both the driver and front seat passenger whenever the front door closed. The process reversed to release them when opened. The lap belts however, still required manual fastening.

Honda of America badge (installed on the "C" pillar

In 1991 Honda unveiled the Accord Wagon, manufactured at the Marysville, Ohio plant. The Ohio plant exported right-hand drive wagons and coupes to Europe and Japan, and in Europe the station wagon (estate) was called the "Aerodeck" (in reference to the 1985–1989 2-door vehicle). All station wagons sold outside the United States were afixed with a small badge on the "C" pillar denoting the vehicle was built at the Ohio facility. European and Japanese vehicles had options not available within the U.S. including automatic climate control systems, power seats and several other minor features. The Accord Wagons were available only in LX and EX trim in North America or just 2.2i in Japan. They had larger front brakes to compensate for the added weight and unlike other U.S. Accords, included a driver's side airbag as standard equipment. Other than a retractable tonneau cover in the rear cargo area and keyless entry on EX models, the wagons were equipped the same as their coupe and sedan counterparts.

Honda Accord wagon (Europe)

Return of the SE (1990)

Honda reintroduced the SE (previously SE-i) model for 1991. It returned to the lineup without the traditional Bose high powered audio system but with an AM/FM stereo cassette 4x20 watt EX audio system; leather-trimmed steering wheel, leather seats and door panels, a fuel-injected 140 hp (104 kW) engine, 4-speed automatic transmission, and ABS as standard equipment. For the first time, a manual transmission was not offered in the SE. Two colors were available: Solaris Silver Metallic with Graphite Black interior and Brittany Blue Metallic with Ivory interior. Unlike previous editions, the 1991 SE was not equipped with uniquely styled alloy wheels but instead carried the EX model wheels.

Update (1991–1993)

1993 Accord SE coupe (North America)

Facelift Honda Accord sedan (North America)

Facelift Honda Accord EXi sedan (Australia)

Accords received a minor facelift in 1991 for the 1992 model year. The SE trim was dropped again but left behind its 140 hp (104 kW) F22A6 engine for use in the EX models. This engine added 15 hp over the DX and LX trims and 10 hp over the 90-91 EX trim due to a further revised exhaust system. The system used the same EX-SE twin outlet muffler, a revised air intake tract, a revised camshaft and a revised intake manifold using IAB butterfly valves which open at 4600 rpm to increase air intake breathing at high rpm. It was similar in design to the 92-96 Prelude Si and VTEC models. For the 1992 and 1993 model years, the motorized shoulder belt system were replaced with a standard driver-side airbag and conventional shoulder/seatbelt arrangement for all but the center rear passenger. Anti-lock 4-wheel disc brakes became standard on the EX. The front and rear facias received a more rounded and updated look. Coupe and sedan models received a new grille, new headlights, clear parking lights, slightly thinner body side molding, updated wheel designs and for the first time, the EX coupe used wheels different from the EX sedan. The sedans received restyled shortened taillights with inverted amber turn signal and backup light positions. The coupe and wagon taillights though still resembled those from the 1990–1991 Accord. The coupe used the new revised inverted positioning of the signal and backup lights but the wagon taillights however remained the same as the 90-91 models. EX trim levels included a radio anti-theft function to deter stereo theft. A front driver's seat armrest was now standard on LX and EX models. Some dealer-installed accessories were dropped including the luggage rack, trunk-lip spoiler and cockpit cover. A gold finish kit was added.

10th Anniversary Edition and return of the SE (1992)

In 1992, Honda introduced the 10th Anniversary Edition sedan to commemorate the 10th year of U.S. Accord production. The 10th Anniversary Edition was based on the Accord LX sedan but came equipped with several features not available in the LX trim. The upgrades included ABS, 4-wheel disc brakes, 15" EX coupe six spoke alloy wheels, body colored side moldings, chin spoiler, and standard automatic transmission. Three colors were offered for the 10th Anniversary Edition: Frost White, Granada Black Pearl, and Arcadia Green Pearl. The 10th Anniversary models also included the same premium seat fabric found in EX models. The Frost White and Arcadia Green cars were paired with the same interior color as their LX/EX counterparts, Blue and Ivory, respectively. The Granada Black cars were paired with Gray interior, while the Granada Black EX had Ivory interior.
The SE returned in 1993 as both a sedan, and for the first time since the 1989 SE-i, as a coupe. The SE sedan featured standard dual front airbags; the first Accord to do so. An 8-button, 4-speaker Honda-Bose audio system, automatic transmission, leather trim, body colored bumper and body side moldings were standard. The SE coupe included a factory rear wing spoiler which differed slightly in design from the already available dealer installed accessory rear wing spoiler. In Canada, the SE came with heated front seats and heated side view mirrors. Both the sedan and coupe received distinctive 15-inch alloy wheels as well. All SE sedans during 1990-1991 and 1992-1993 were manufactured in Japan, while all SE coupes were produced in the U.S. The 1993 sedan was available in two colors: Cashmere Silver Metallic and Geneva Green Pearl, both with Ivory interior. The coupe was offered with two colors as well: Cashmere Silver Metallic and Atlantis Blue Pearl, both again with Ivory interior. Sadly, 1993 would be the swan song for the SE as an exclusive, high content, limited edition Accord model. Later generations would use a "Special Edition" designation rather than the previously used "SE" designation. These models were a combination of an Accord LX with several EX features similar to the 1993 10th Anniversary Edition LX.
At the end of the model life of the CB Accord, a "pillared hardtop" model called the Honda Ascot Innova was launched in Japan, based on the CB Accord chassis, but with a different, much more modern-styled body, taking cues from the 1992 Honda Prelude.

Honda Ascot

Main article: Honda Ascot

JDM series CB Honda Ascot

The 4th generation Accord spawned a sister model in 1989 called the Honda Ascot which, while mechanically identical to the Accord, featured unique sedan bodywork, although it bore a resemblance to the Accord. The Ascot was sold through the Honda Primo network in Japan while the Accord was distributed through the Honda Clio network.

Honda Vigor and Honda Inspire

Main articles: Honda Vigor and Honda Inspire

1989 Honda Inspire

Unlike previous generations of the Honda Vigor, which were simply upmarket versions of the Accord, the 3rd generation 'CB5' model was spun-off as a model in its own right and was based on a different platform which featured a longitudinal engine layout compared to the transverse set-up of the Accord. A sister model to the Vigor, the Honda Inspire, was also unveiled in 1989 and, bar a different front grille, front and rear lights and bumpers, sported identical bodywork. The Vigor was available in the USA and Canada under the Acura brand.

Fifth generation (1994–1997)

Fifth generation Japan and North America and The Netherlands, Belgium, Germany, France, Switzerland series CD3/4/5/6/7/9

Overview
Also called	Isuzu Aska
Production	1993–1997
Assembly	Marysville, Ohio, USA (Marysville Auto Plant) Santa Rosa City, Laguna, Philippines Sayama, Japan Jalisco, Mexico (Honda De México) Nelson, New Zealand (Honda New Zealand)
Designer	Yukio Kurosu, Kohichi Hirata (1990, 1992)
Body and chassis
Class	Mid-size
Body style	2-door coupe 4-door sedan 5-door station wagon
Layout	FF layout
Related	Acura CL Acura TL Acura Vigor Honda Inspire
Powertrain
Engine	1.8 L F18B I4 (CD3) 2.0 L F20B I4 (CD4) 2.0 L F20B3 I4 (CD9) 2.2 L F22A3 I4 (CD2) 2.2 L F22B I4 (CD5, CD7) 2.2 L F22B1 I4 (CD5, CD7) 2.2 L F22B2 I4 (CD5, CD7) 2.2 L H22A I4 (CD6, CD8, CF2) 2.7 L C27A4 V6 (CE6)
Transmission	4-speed automatic 5-speed manual
Dimensions
Wheelbase	2,715 mm (106.9 in)
Length	1994–95 Wagon: 4,770 mm (187.8 in) 1994–95 Sedan & Coupe: 4,674 mm (184.0 in) 1996–97 Coupe & Sedan: 4,714 mm (185.6 in) 1996–97 Wagon & V6 Sedan: 4,785 mm (188.4 in)
Width	1,781 mm (70.1 in)
Height	1994–95 Wagon: 1,420 mm (55.9 in) Coupe: 1,389 mm (54.7 in) Sedan: 1,400 mm (55.1 in) 1996–97 V6 Sedan: 1,405 mm (55.3 in) 1996–97 LX Wagon: 1,422 mm (56.0 in) 1996–97 Wagon: 1,458 mm (57.4 in)
Curb weight	1,295 kg (2,855 lb)

For the first time in the model's history, Honda developed two distinct versions of the Accord when the 5th generation model was launched; one version for the European market (launched in 1992) and one for the North American and Japanese market. Honda and the Rover Group created the European Accord and the Rover 600, a reflection of the past success they had with the Honda Legend and the Rover 800. This generation Accord was also sold in Japan as the Isuzu Aska, while some Isuzu products were sold as Honda products there also.

North America, Japan and Philippines

The 5th generation North American Accord was launched on September 9, 1993 and was based on the new 'CD' chassis. Larger than its predecessor, primarily to better suit the requirements of the North American market, the new model grew in width but shrunk in length, leaving it classified as a mid-size car in North America. It thus became too wide to fit within the favorable tax bracket in Japan, where its role was to be partially taken over by the slightly narrower second-generation Honda Ascot (sold at Honda Primo Japanese dealerships) and Honda Rafaga (sold at Honda Verno). Previous generations of the Accord sold in Japan were limited to a width dimension of 1,695 mm (67 in) while international models were slightly wider, however this generation no longer complied. The engines offered with the Accord also exceeded the maximum limit of 2000cc to remain in the favorable "compact" tax bracket. The final design was selected on December 18, 1990 and frozen for production in April 1992, after several alterations were made between mid-1991 and then. Design patents were filed in the United States on December 16, 1992. Production later began at Marysville assembly on August 24, 1993.^[15]^[16]
Honda of Japan marketed four different size engines in the Japan-Spec Accord Sedan:1.8, 2.0, 2.2 VTEC and 2.2 DOHC VTEC. The Japanese-spec Accord models were marketed as the following: EF, EX, 2.0EX, 2.0EXL, 2.2VTE, 2.2VTL, 2.2VTS and SiR. All Honda Accord versions were sold at Honda Clio locations in Japan.

1993–1995 Accord VTi sedan (Australia)

1995–1997 Honda Accord VTi sedan (Australia)

1995–1997 Honda Accord EXi sedan (Australia)

1994 Honda Accord LX Interior (U.S.)

1996 Accord SiR Wagon interior (Japan, US import)

The DX, LX and EX models remained the American trim lines while Canada retained the LX, EX and EX-R. The 5-speed manual transmission remained mostly unchanged, while the 4-speed automatic noted for its hard shifts, now included Honda's "Grade-Logic" shift program, which would prevent "gear-hunting" by holding the current gear while driving on a sloped incline. All Accord models received a more ergonomic interior with standard safety features such as dual airbags and reinforced side-impact beams. Exclusive to the EX was the F22B1 SOHC VTEC version of previous generation 2.2-liter 4-cylinder (making 145 hp (108 kW) up from 140 hp (104 kW) on the previous generation EX), anti-lock brakes (now an option for the LX), 4-wheel disc brakes, 15-inch alloy wheels, and a rear stabilizer bar. Leather was an option in the EX trim with leather equipped models now being referred to as EX-L. DX and LX models came equipped similarly to the previous generation and were fitted with a revised version of the previous generation's 2.2-liter non-VTEC 4-cylinder engine. This F22B2 engine was rated at 130 hp (97 kW) up from 125 hp (93 kW) the previous generation. The Accord was again named Motor Trend Import Car of the Year for 1994. The Accord coupe as in the previous generation looked almost exactly like the sedan, and was the last generation of the Accord to offer a wagon variant in North America until the introduction of the Accord Crosstour in 2009.
Honda of Japan produced three high-performance models of the Accord (sedans, coupes, and 96–97 wagons) for the Japanese market (JDM) referred to as the SiR which was available for sale at Honda Clio dealerships in Japan. The sports car approach to the Accord SiR was aimed at aligning the Accord with the Honda Verno sports sedan that replaced the Vigor, called the Honda Saber a platform mate shared with the Honda Inspire. The compact sedan role the Accord previously filled was now relegated to the Honda Rafaga and Ascot. The Honda Accord SiR models were not hard to tell apart from the Accord EX model; they came equipped with the Japan-spec H22A DOHC VTEC engine instead of the F22B1 SOHC VTEC engine found in the EX. The Japan-spec H22A DOHC VTEC engine specs were 190 bhp (142 kW; 193 PS) at 6800 rpm; peak torque 152 lb·ft (206 N·m) at 5500 rpm with a compression ratio of 10.6:1. The Japan-spec H22A DOHC VTEC engine was similar to the H22A1 engine found in the North America market used in the Prelude DOHC VTEC of the same era. The Japan-built Accord SiR Sedans (94–97) came available with a 5-speed manual transmission as standard equipment or an optional "Grade-Logic" four-speed automatic transmission. The Honda of America-built (HAM) Accord SiR Coupes and then the 96–97 Accord SiR Wagons had the "Grade-Logic" four-speed automatic transmission as standard equipment (5-speed manual transmission were not available for these two models). It came with cloth sport seats styled similar to the Prelude or optional leather seats, both exclusive to the SiR. The SiR also had some power options found on the Accord EX. The Accord SiR Coupes (94–97) and the Accord SiR Wagons (96–97) were exclusively available for the Japanese market (JDM). Honda Accord SiR chassis codes for the sedan were the CD6, the coupe-CD8 and the 96–97 wagon-CF2. The Accord SiR Coupes and the Accord SiR wagons (96-97) which were exclusively built in the U.S. at Honda's Marysville Ohio plant (HAM) but were marketed for Japan export only for this particular model was not offered in North America. The Accord SiR Coupes and then the Accord SiR Wagons were built with the Japan-spec H22A DOHC VTEC powertrains which were shipped from Japan and were installed into the HAM-built Accord SiR models. The 1994–1997 "CD" Accord chassis was designed for the H22A DOHC VTEC powertrain to be installed; because the firewall was curved at the top to allow more space for the tilting backwards of the H22A DOHC VTEC engine near the middle of the firewall. The H22A DOHC VTEC engine was the most powerful inline four-cylinder engine Honda built for the Prelude and the Accord before the 1995 U.S.-spec V6 sedan. The Accord SiR suspension was improved with stiffer front sway bar(27.2mmXt4.0 mm), stiffer rear sway bar (16 mm), stiffer front coil springs and stiffer rear coil springs. Features for the 94–95 Accord SiR models (sedans and coupes) included the following items: cruise control, automatic climate control (Similar to the first generation Acura CL), Bose stereo system, 7,400 redline tachometer, optional electronic traction control and optional limited slip differential for automatic transmission, optional SRS and airbags, factory installed driving lights, optional factory installed "pop up" navigation radio head unit, sound insulation liner under front hood, black housing front headlights, no side molding was available on the Accord SiR sedan, optional rear sunscreen, optional sunroof and power retractable outside mirrors. Features for the 96–97 Accord SiR models (sedans, coupes and wagons) included the same as above while adding; optional cruise control, rear window wiper on the sedan, optional leather interior and a colored side molding for the sedan as well.
In 1994, the 1995 Accord debuted a V6 engine, the 2.7L C27 borrowed from the first generation Acura Legend, in the U.S. market. The V6 was offered in both the LX and EX versions of the sedan, LX models being referred to as LX-V6 and EX models as EX-V6. EX-V6 models came equipped similarly to the EX-L with leather seats being the only option in the EX-V6. Addition of the taller C27 engine required substantial alterations to the CD platform, with V6 models sporting a redesigned engine layout, taller front fenders, and a different hood than I4 models; however, these differences are difficult to spot without both models parked side-by-side. Both versions of the V6 received a dual-outlet exhaust, a 4-speed automatic transmission, 15-inch machined aluminum alloy wheels on the EX-V6 and 15-inch steel wheels with full covers on the LX-V6, and a slightly updated front grille. The Accord saw very few other changes for 1995 with the exception of a few different exterior and interior color combinations.
In 1995, the Accord underwent the usual mid-generation facelift for 1996. More rounded bumpers, a slightly modified front fascia with new signal lights and rear taillights gave the Accord a softer look. All Hondas now complied with the federal government's requirement of OBD II engine diagnostics though all three engine choices remained the same. In order to increase the Accord's competitiveness against its rivals in different international markets, Honda CEO Nobuhiko Kawamoto decided on one basic platform for the sixth-generation Accord, but with different bodies and proportions for local markets. In the U.S. the 1996 model lineup included the 25th Anniversary Edition, a model positioned between the DX and LX. The Special Edition Trim Package Was Intriduced.
In 1996, Honda released the "Special Edition" version of the Accord (not to be confused with the SE). It was offered in three colors: Heather Mist Metallic, San Marino Red and Dark Currant Pearl. The Special Edition received a factory installed security system with keyless entry, single-disc CD player, body colored side molding, distinctive alloy wheels and a sunroof. It was offered in an automatic transmission only and was fitted with the same engine as the LX. Acclaimed for its handling, the 1996 Honda Accord has been known as one of the best handling Japanese mid sized sedans of all time, posting impressive lateral g figures of up to .89 g's.
In New Zealand, the 5th generation Accord was assembled at Honda's manufacturing site in Nelson and was released in March, 1994. It was available in LXi, EXi and EXi-S trim levels. A facelift was released in December 1995, which coincided with the release of VTEC engines in the upper-spec models. Trim levels were LXi, VTi, and VTi-S. These were the first NZ-market Accords to have airbags – two in the VTi-S, one in the VTi.
U.S. built coupe and wagon models of this generation were shipped to Europe with both left and right hand drive but there was no V6 option.
This generation of Accord is one of the most frequently stolen cars in the U.S.A. with the 1994 model being stolen more frequently than its siblings.^[17] The Acura Integra and Honda Civic are also popular targets for car theft.

Honda Accord Wagon LX (U.S.)
1996 Accord SiR Wagon Rear (Japan, US import)
1994–1995 Honda Accord coupe (U.S.A.)
1996–1997 Honda Accord coupe (U.S.A.)
Fifth generation Honda Accord (Malaysia/South East Asia)

European model

Fifth generation Europe

Overview
Also called	Honda Ascot Innova
Production	1993–1998
Assembly	Swindon, England (HUKM)
Designer	Shigeo Ueno (1990)^[18]
Body and chassis
Class	compact
Body style	5-door liftback
Layout	FF layout
Related	Rover 600
Powertrain
Engine	1.8 L F18A3 I4 2.0 L F20Z I4 2.2 L F22Z2 I4 2.3 L H23A3 I4 2.0 L Rover 20T2N I4 diesel
Dimensions
Wheelbase	2,720 mm (107 in)
Length	4,675 mm (184 in)
Width	1,715 mm (68 in)
Height	1,380 mm (54 in)
Curb weight	1,240 kg (2,734 lb)- 1,375 kg (3,031 lb)

1997 European Accord

The 5th generation Accord for the European market was launched towards the end of 1992 and was not related directly to the North American 'CD' Accord. It was in fact the JDM Honda Ascot Innova which was based on the previous 4th generation 'CB' Accord. It was the result of a joint effort with the Rover Group that provided Rover with the 600 series. It was designed by Shigeo Ueno in late 1990.
In 1996, the European Accord received a minor facelift and was given a new front end (new headlights, bumper, bonnet and grill) and slightly different taillights (see images). The styling of the facelifted Accord remained identical to the styling of the Ascot Innova (although the frameless doors were replaced with conventional items) and featured the design language first introduced on the 5th generation Honda Civic. The styling of the European Accord differed dramatically from the North American which featured a more conventional saloon styling compared to the European model's low slung, fastback inspired look which also incorporated rear quarter windows. The facelifted Accord was also equipped with two airbags as standard.
However, the European Accord did not spawn an estate or coupe version, Honda instead opting to import the coupe and estate (Aerodeck) versions of the North American Accord.

Rover 600

As part of the tie-up with the Rover Group the European Accord spawned Rover's replacement for the Austin Montego in 1993. Called the 600, the car shared its platform with the European Accord and, with the exception of the front doors, lower rear doors and windscreen, sported unique styling which dispensed with the rear quarter windows. The interior design of the 600 was very similar to the Accord's however, while the dashboard design was identical.

Sixth generation (1997–2002)

For the sixth generation, Honda split the Accord into three separate models, designed for the Japanese, North American, and European markets. However, the wagon was discontinued in North America while the coupe was discontinued in Japan.

Japan

Sixth generation series CF3/4/5 Japan

Overview
Also called	Isuzu Aska
Production	1997–2002
Assembly	Sayama, Japan Guangzhou, China (Guangqi Honda)
Designer	Toshihiko Shimizu; Gen Tamura^[19] (1996)
Body and chassis
Class	compact
Body style	4-door sedan 5-door wagon
Layout	FF layout
Related	Honda Torneo
Powertrain
Engine	1.8 L F18B I4 138 hp (103 kW) 2.0 L F20B I4 SOHC 148 hp (110 kW) 2.0 L F20B I4 DOHC 197 hp (147 kW) 2.2 L H22A I4 220 hp (164 kW)
Dimensions
Wheelbase	2,665 mm (105 in)
Length	4,635 mm (182 in) sedan & wagon
Width	1,695 mm (67 in) sedan 1,720 mm (68 in) wagon
Height	1,420 mm (56 in) sedan 1,440 mm (57 in) wagon
Curb weight	1,230 kg (2,712 lb) sedan 1,330 kg (2,932 lb) wagon

The Japanese models, introduced September 4, 1997, became narrower than the previous generation, returning to the favorable compact car tax bracket, except for Euro R and wagon, which were classified as the larger mid-sized classification. A nearly identical sister car, the Honda Torneo, replaced the previous Honda Ascot and the Honda Rafaga in Japan, which was sold at both Honda Verno and Honda Primo Japanese dealerships, while the Accord remained at Honda Clio locations. This was the last generation that was badge engineered as the Isuzu Aska.
When the previous generation Accord grew in exterior dimensions, this reclassified the Accord as a midsized car in Japan. The second generation Honda Inspire was manufactured in two platforms, with the smaller G20A five-cylinder engine installed in a shorter and narrower sedan that complied with "compact" regulations. This effort reflected Honda's positioning of Honda Clio as a luxury car dealership that sold the luxury sedans Honda Legend and Honda Inspire, similar to their efforts in North America with the Acura brand. Honda continued to offer the Accord station wagon in Japan. All trim levels sold in Japan were available with Honda's newly created, internet-based telematics service called Internavi.

Performance models

Accord/Torneo Euro R (CL1, 2000–2002)

Honda Accord Euro R (CL1)

The Euro R included an H22A7 engine, 5-speed manual transmission, Recaro seats, leather-wrapped MOMO steering wheel, helical-torsen LSD, sports suspension, sports exhaust (including 4-2-1 stainless headers) and an aluminum-alloy gear shift knob. It was also fitted with a unique factory body kit that included flares and was available in some colors not available to other accords (such as Milano Red). The Accord (sold at Honda Clio locations) and the Torneo (sold at Honda Verno and Primo locations) are the same car, aside from minor cosmetic differences in the exterior.
The 2002 model was named the Euro-Rx. This model came with a few slight modifications from the 2000/2001 model. These included factory rear privacy glass, a titanium gear knob, optional Red-checker interior (original gold-checker) and bronze coloured alloy wheels. The high-stop spoiler also became standard on all models.^[20] Honda also addressed two common issues that had become apparent. The ECU was upgraded to resolve the issue of cold-starts causing hesitation on acceleration and the gearbox syncros were upgraded to a higher quality alloy to lengthen their lifespan.^[20]

Accord SiR-T (CF4, 1997–2000)

The SiR-T model included a 2.0L F20B engine rated 200 PS (150 kW; 200 hp) at 7200 rpm (180 PS (130 kW; 180 hp) automatic) and 144.5 lb·ft (196 N·m) at 6600 rpm, 11.0.1 compression, 85 mm X 88 mm (Bore and Stroke) 7800 rpm redline. The H-series DOHC VTEC engines were limited to 7800 rpms. The F20B had a unique blue valve cover and like all the larger displacement Honda engines, the F20B was mounted with a tilt towards the driver. F20B engines could rev at higher rpms than H22As because it had a shorter stroke. The F20B had an 85 mm x 88 mm bore and stroke when compared to an H22A which had a 87 mm x 90.7 mm bore and stroke. The F20B was also classified as a low emissions engine.

Accord SiR (CF4, 1997–2002)

2000 year model Honda Accord CF4

The Accord SiR was based on the SiR-T, but used the S-Matic automatic transmission. The engine was rated at 180 PS (130 kW; 180 hp) but with better midrange characteristics. Moving the gear-stick over to the right allowed manual selection of 1st, 2nd, 3rd, or 4th gear using up and down shift actions just like the sequential gearboxes used on the JGTC NSX. When a particular gear is selected, the gear stays in position at all rpm. When pushed against the rev limiter, the engine would bounce against it just like a manual. However, the gear ratios for each gear were the same as the normal mode. The transmission still worked like a normal automatic transmission in all other operating modes.

Accord Wagon SiR (CH9 FWD 1999–2001, CL2 AWD 2000–2001)

Accord wagon (JDM)

The SiR wagon model included the only 2.3-liter H23A DOHC VTEC H-series engine in the Honda line-up. The H23A engine was rated at 200 hp / 190 hp (AWD) at 6,800 rpm and torque of 162.8 lb·ft (220.7 N·m) at 5,300 rpm, 10.6:1 compression, 87 mm (3.4 in) X 95 mm (3.7 in) bore and stroke, and a 7300 rpm redline like other H-series VTEC engines from factory. The H23A also came with a blue valve cover and was the largest displacement of the H-series Honda engines. The H23A was mounted with a tilt towards the driver. The H23A had a longer stroke than the H22A. Specifications for the H23A were; 87 mm (3.4 in) X 95 mm (3.7 in) bore and stroke and H22A has 87 mm (3.4 in) X 90.7 mm (3.6 in) bore and stroke. The H23A had better acceleration because the peak torque occurred sooner at lower rpm when compared to the H22A.

North, Central and South America, Australia, New Zealand and Philippines

Sixth generation series CG1/2/3/4/5/6 North America

Overview
Also called	Guangzhou-Honda HG 7230
Production	1997–2002
Assembly	Marysville, Ohio, USA Sayama, Japan Ayutthaya, Thailand Nelson, New Zealand (1998 only) Guangzhou, China
Designer	Shinji Takashima; Toshihiko Shimizu (sedan: 1995) Don Herner; Eric Schumaker (coupe: 1995, 1996)^[21]
Body and chassis
Class	Mid-size
Body style	4-door sedan (US body, chassis no. CG1/CG5/CG6) 2-door coupe (US body, chassis no. CG2/CG3/CG4)
Layout	FF layout
Related	Acura CL Acura MDX Acura TL Honda Inspire Honda Odyssey (North America)
Powertrain
Engine	2.0L F20B5 I4 147 hp (110 kW) 2.3L F23A1 I4 150 hp (112 kW) 2.3L F23A4 I4 148 hp (110 kW) 2.3L F23A5 I4 135 hp (101 kW) 3.0L J30A1 V6 200 hp (150 kW)
Transmission	4-speed automatic 5-speed manual
Dimensions
Wheelbase	Sedan: 2,715 mm (106.9 in) Coupe: 2,670 mm (105.1 in)
Length	1998–2000 Sedan: 4,796 mm (188.8 in) 2001–02 Sedan: 4,811 mm (189.4 in) 1998–2002 Coupe: 4,745 mm (186.8 in)
Width	1,786 mm (70.3 in)
Height	1998–2002 Sedan: 1,445 mm (56.9 in) 1998–2002 V6 Sedan: 1,455 mm (57.3 in) 1998–2000 Coupe: 1,400 mm (55.1 in) 2001–02 Coupe: 1,394 mm (54.9 in) 2001–02 V6 Coupe: 1,405 mm (55.3 in)
Curb weight	1,356 kg (2,990 lb)

The American Accord was only available in sedan and coupe form, becoming the largest Accord to date, sharing a platform with the JDM Honda Inspire/Acura TL. While previous generations of the Coupe were considered two-door versions of the sedan, the 1998 Coupe was the first to be given an exclusive front fascia, rear tail lights (which resemble those found on the NSX), wheels, and many other body panels, and was now marketed as a somewhat separate model, the "Accord Coupe", to set it away from the more family-oriented sedan version. It also allowed the Coupe, which was exported to other markets, to fit in more easily with the local Accord versions.^[22] The tail light appearance was duplicated on the Japanese market Honda Domani for the second generation of production. The coupe's design was styled by Don Herner and directed by lead designer Eric Schumaker into August 1995 in Torrance, CA. It was later scanned as a clay model and transferred to engineering in August 1995 at Honda R&D in Raymond, Ohio. It was developed by Honda engineer Laura Minor into production form until January 1996, being then developed into prototypes for testing.^[23]
Starting with this generation, cabin air filters (also known as pollen filters) were installed as standard equipment and are located behind the glove compartment internationally.
Development began in late 1993, with design work starting in 1994. A design for the sedan by Shinji Takashima and Toshihiko Shimizu was chosen in January 1995 and later frozen for production by the middle of 1995. Prototype test mules were tested from mid-1995 in CD Accord body panels, with full body prototypes being used from 1996. Design patents were filed on March 8, 1996, with development ending in March 1997.^[24]

1998–2000 Honda Accord sedan (U.S.)

1997–2001 Honda Accord V6 sedan (Australia)

For the 1998 model year, the sedan was offered in DX, LX, EX, and EX-V6 trims while the Accord Coupe was offered only in LX, EX, and EX-V6 trims. The DX model was fitted with a 2.3L I4 engine rated at 135 bhp (101 kW) (from the past generation Accord), while the LX and EX included a 2.3L I4 VTEC engine rated at 150 bhp (110 kW). All 4-cylinder models came with a 5-speed manual transmission standard, and with a 4-speed automatic as optional equipment. The DX remained the value-oriented trim with no audio system, manual windows, manual locks, no cruise control, rear drum brakes, and 14-inch steel wheels. The DX Value Package added a radio-cassette player, air conditioning, and cruise control; this was known as the Accord DX in Canada where it was the base model of the lineup. The LX trim added power windows, power locks, door courtesy lights and 15-inch steel wheels; an SE (special edition) package available since 2000 added 15-inch alloy wheels. The EX trim added ABS, alloy wheels, keyless entry, rear disc brakes, and upgraded cloth. Leather seating, CD player, and power sunroof were factory installed options for the EX. All V6 sedan and coupe models received a new 3.0L V6 SOHC VTEC engine rated at 200 bhp (150 kW) and 195 lb·ft (264 N·m) (from the Acura 3.0 CL), ABS and automatic transmission. Some dealer-installed options included: gold finish kit, gold finish exhaust tip(s), gold finish wheel center caps, 6-disc in-dash CD changer, tape deck, fog lights, wing spoiler, alarm system, sunroof visor, car cover and accessory chrome wheels.

2001–2002 Accord EX coupe (U.S.)

In Australia, the 6th generation Accord went on sale in December 1997, and was initially imported from the USA. However, in 1999, the Accord became the first Honda in Australia to be imported from Thailand. In March 2001, the Accord received a facelift, while at the same time, the option of a manual transmission was dropped. New colour choices with the facelift included Naples Gold, Signet Silver, and Nighthawk Black, the first time that black was offered in an Australian market Accord.
In September 2000, both the American-market Accord sedan and coupe received a minor facelift. A new front fascia, rear bumper, side skirt alteration, new taillights and wheel designs freshened the Accord's look. The interior saw few changes with the exception of some fabric and audio configuration changes. The LX and LX-V6 now included a standard CD player, and the EX 4-cylinder now included a 6-disc in-dash CD changer with cassette player while the EX-V6 offered that stereo plus automatic climate control. All V6 models also included a traction control system that could be disabled by a switch, the first Accord to have such a system included.^[25] The Special Edition returned to the coupe and sedan models for its final model year, 2002. It included all the features of the LX, but added exclusive alloy wheels, keyless entry and a single CD/cassette radio. In the Philippines, only the sedan was available and offered in VTi and VTi-L trims. The VTi model was fitted with a 2.0L I4 VTEC engine rated at 152 bhp (113 kW) while the top VTi-L trim was fitted with a 2.3L I4 VTEC engine rated at 157 bhp (117 kW). Both models are available with either a 5-speed manual transmission or a 4-speed automatic transmission.
Honda made the decision to continue this generation of Accord an extra year. Previously, the Accord ran four years on a single body-style and facelift before being redesigned. The typical Accord generation cycle was a 2:4 trend, with a newly released model running for years 1 and 2 unaltered, then getting a facelift for years 3 and 4 before a major redesign. This generation would run a total of 5 years in a 3:5 trend, with the facelift occurring in year four. Accord sales remained steady despite the additional year.
Despite the Accord's reputation for reliability, the V6 models were plagued by transmission failures and prompted class action lawsuits against the company (4-cylinder models were also affected, but not to the same extent). This caused Honda to extend the warranties for the 2000 through 2001 models to seven years or 109,000 miles (175,000 km). 1998, 1999 and 2002 cars were considered for extended coverage on a case-by-case basis. No formal recall occurred. In Canada, recall letters were sent out to owners who fell within a certain VIN range; this warranty was later re-extended for some owners to seven years in length.
Beginning in 1997, Honda Accord keys were equipped with immobilizer microchips. In late 1998, the Accord was equipped with foldable mirrors. In 2001, the Special Edition was added and the DX Value-Package was re-introduced for 2002 models.
The 1998 Accord was also assembled in New Zealand at the very end of overall CKD car production due to the abolition of import tariffs on built cars which made local assembly uneconomic. 1,200 examples of the car (the mid-sized U.S. sedan version) were built before the Honda New Zealand factory was closed; the very first Honda-owned factory operation to be closed down) and the equipment (which included a paint shop acquired from Nissan when that automaker closed its Australian manufacturing unit in 1994) was shipped to other Honda assembly units, mainly in Asia. Small numbers of Accords were imported (right hand drive) from the U.S. before sourcing switched to Thailand once Accord assembly began there. The Thai factory continues to supply New Zealand with the latest generation Accord and now also ships that line and other Honda models to Australia and elsewhere in South East Asia.
Concerns over airbag safety plague the Japanese automaker. The company announced it was recalling vehicles citing driver's airbags that deploy with too much force during collisions. Honda says 2,430 faulty airbags were installed as repairs to customer vehicles after a collision. But since the company cannot accurately track down which Honda received the flawed airbags, Honda broadened its search to include the 2001–2001 Accord. Since November 2008, Honda has recalled some 1.7 million of its cars for airbag concerns. At its last similar expanded recall in February 2010, Honda said the too-powerful airbags have been involved in 12 incidents, including one fatality.^[26]

Europe

Sixth generation series CL1/2/3 Europe

Overview
Production	1998–2003
Assembly	Swindon, England (HUKM)
Body and chassis
Class	compact
Body style	4-door sedan 5-door hatchback
Layout	FF layout
Related	Honda Ascot Innova Rover 600
Powertrain
Engine	1.8 L F18A3 I4 2.0 L F20Z I4 2.2 L F22Z2 I4 2.2 L H23A3 I4 2.0 L Rover 20T2N I4 diesel
Dimensions
Wheelbase	2,670 mm (105 in)
Length	4,595 mm (181 in) sedan
Width	1,750 mm (69 in) sedan
Height	1,405 mm (55 in) sedan
Curb weight	1,235 kg (2,723 lb) sedan

1998 European Accord Sedan

2001 European Accord Sport Sedan

The European Honda Accord, also made in Swindon, became very different from its cousins in terms of styling, and was also shorter than the JDM and American-market Accords. It was available as a sedan and a 5-door hatchback (liftback), with the U.S.-imported Coupe completing the range. It was a platform improvement of the previous generation "European Accord", a joint project with the Rover Group that created the Rover 600 as well as the Honda Ascot Innova. Upon design approval of the sixth generation Accord in early 1995, this variant was further developed for the European Market.
The standard trim (and quality of interior) of the Honda Accord was above the standard of similar cars (Ford Mondeo, Peugeot 406, Vauxhall Vectra etc.) in its class. The basic S came with ABS, alarm, engine immobilizer, and air-conditioning as standard equipment, with the SE adding the options of metallic paint, cruise control, climate control and later, satellite navigation. The 1998–1999 ES came equipped with all those features (except satellite navigation still optional) and with a full walnut and leather trimmed interior with heated front seats. This was replaced by the SE Executive model in late 1999.
The EU version had a minor facelift in 2001 including a revised grill, alloy wheels, bumpers and both rear and front lights. In 2001 the trim range was expanded with a Type-V; coming fully loaded with leather trim as standard equipment, satellite navigation and a tiptronic automatic transmission as optional. The Sport model which was as the SE, came with adjusted styling, spoiler, and a color-coded side skirt (as opposed to black plastic).

Accord Type R (CH1)

Honda Accord Type R - Nurburgring Nordschliefe

The Accord Type R was a performance variant of the standard Honda Accord, sold in European markets. Apart from a similar yet different body, the European Type R is largely identical to the Japanese CL1 Euro R both mechanically and performance-wise, offering the same "red top" H22A engine producing 220 PS (160 kW; 220 hp) at 7,200 rpm and 221 N·m (163 lb·ft) at 6700 rpm.^[27] The engine was mated to the same 5-speed U2Q7 manual transmission with helical Torsen LSD. Recaro seats, leather-wrapped MOMO steering wheel, stiffer suspension, dual exhaust (including 4-2-1 stainless headers) and an aluminum-alloy gear shift knob also came standard. Like the Euro R, the Type R was fitted with a factory body kit. Differences from standard model include hydraulic power steering on Type R. In many magazine and journalist road tests, the Type R was praised for its handling across the board. As a result, it is often compared to the slightly older Integra Type R, which to this day is still viewed as the best handling FWD car ever built. The later EP3 Civic Type R failed to receive similar praise.

1998 Accord Type R Pre Facelift

The model was facelifted in 2001 with modern updates to the bumpers and fog lights, but removing the Factory Fitted Bodykit. The electric radio aerial was also replaced, with a smaller "Bee Sting" style aerial situated at the rear of the roof line. A 6 speed Gearbox was also introduced. In addition, the exhaust was changed from a dual exit system to a single exit one. The interior and other parts stayed identical.
The Type R Variant of the Accord was never sold in high demand, possibly due to its family four-door configuration. However, it is the most Internationally awarded variant of the Type R range ever. This may be in part to the continued and battling success of the Accord in the British Touring Car Championship (BTCC) and other European Super Touring Car Championships. As a result, the Accord Type R is a rare but very well appreciated site on European roads, with a very strong fan following. Former F1 World Champion, Damon Hill, was reported to have owned an Accord Type R up until 2009.

Trivia

Other engines offered included a 1.8L F18B VTEC engine rated at 136 hp (101 kW),a 2L F20B6 VTEC engine rated at 145 hp (108 kW) as well as a 1.6 which was the entry level engine not offered in the United Kingdom, it produces 85 kW.
The Type-V model (2001-2003) included the F23Z5 VTEC engine, it was the largest engine that European 6th gen Accord offered.
The Type-R, Type-V, and Sport trims can be recognized by a badge on the front grill and hood lid, though the pre-facelift models only signified Type-R on the front. The top of the range SE Executive only became identified as such in 2000 with a badge 'SE EXECUTIVE' on the hood lid. Walnut trim interior was also dropped for the SE Executive during the facelift, and a more intuitive Climate Control system was added.

Seventh generation (2003–2007)

The seventh generation of the Accord was launched in 2002 (2003 model year in North America),^[28] and consists of two separate models; one for the Japanese and European markets, and the other for North America. However, both were in fact sold in many other markets, fueled by the popular Cog advertisement for the Accord.

Japan and Europe

Main article: Honda Accord (Japan and Europe seventh generation)

Seventh generation Japan and Europe

The European and Japanese Accords were integrated on the previous Japanese Accord's chassis, but with a new body.^[29] No longer made in Swindon, those Accords were made in Japan, and came in both sedan and estate form.
This model was sold in certain markets such as Fiji, Australia and New Zealand as the "Accord Euro" and in North America as the Acura TSX.^[29]

Accord Euro R (CL7, 2002–2007)

The Honda Accord Euro R (CL7) was launched in October 2002. A lightened and more sports focused variant of the Japanese car the Accord Euro-R was powered by the K20A 2.0L DOHC i-VTEC engine with 220 horsepower and 21.0 kg-m (206 Nm @ 7000 rpm) of torque through a lightweight 6-speed manual transmission. The Accord Euro-R was only available to the Japanese Domestic Market. Some features that distinguish it are the Recaro seats, the body kit, a MOMO steering wheel and a special metal gearknob found only in Honda's Type-R variants.

North America

Main article: Honda Accord (North America seventh generation)

2003–2005 Honda Accord (U.S.)

The North American Accord grew in size yet again, becoming a vastly different car than its Japanese and European counterpart. This generation was available in both coupe and sedan forms, while a hybrid model was introduced in early 2005.^[30] For 2006, it was significantly updated. This generation Accord was the first to use wheels with five lug nuts instead of the traditional four on 4-cylinder models. The 4-cylinder version came with 161 horsepower (120 kW) and 160 pound-feet (220 N·m) (166 horsepower (124 kW) and 161 pound-feet (218 N·m) for 2005-2007 models) K24A1 2397 cc 4 cyl engine mated to a 5-speed automatic or 5-speed manual. The 4-cylinder engine also utilized a timing chain instead of a timing belt.^[31] For 2003, Honda began to offer a more aggressive Accord Coupe, equipped with the 240 horsepower (180 kW) and 212 pound-feet (287 N·m) (244 horsepower (182 kW) and 211 pound-feet (286 N·m) for 2006-2007 models) J30A4 2997cc V6 mated to a 6-speed manual transmission borrowed from the Acura TL Type S (without a limited slip differential). This coupe came with 17-inch wheels (that varied between the 03-05 and 06-07 models), strut tower bar, perforated leather seating, carbon fiber dash pieces, and an upgraded 180 watt stereo system. Because of the ability to maintain activation of the VTEC system all the way through hard acceleration, the Accord EX V6 6-speed ran from 0-60 MPH in just 5.9 seconds according to Car and Driver, more than a second faster than the automatic version. For 2006, Honda offered this engine and transmission combination in the sedan, which only lasted through 2007.
This model was also sold in Japan as the Honda Inspire from 2003 to 2008. In China the model got the name Guangzhou-Honda Accord and was sold from 2003 up to December 2009.
The National Highway Traffic Safety Administration (NHTSA) has determined crash test ratings of Accord of different model years:^[32]

Model year	Model	Type
2003	Accord	4dr
2004	Accord	4dr w/SAB
2005	Accord	2dr w/SAB
2006	Accord	4dr w/SAB
2007	Accord	2dr w/SAB

Eighth generation (2008–2012)

Accord in Japan and Europe and Spirior in China

Main article: Honda Accord (Japan and Europe eighth generation)

2008 Honda Accord (China, Japan and Europe)

The updated Honda Accord for the Japanese and European markets went on sale in mid-2008. It is also sold as the Accord Euro in the Australia and New Zealand markets, and as the Acura TSX in North America. It is available as both a sedan and a station wagon. In the People's Republic of China, a version of the sedan is sold as the Spirior. Production started in August 2009 in China, by Dongfeng Honda.

Accord in North America and China and Inspire in Japan

Main article: Honda Accord (North America eighth generation)

2008–2012 Honda Accord (U.S.and China)

The North American version of the Accord has a different body from its Japanese counterpart. This shape is sold as the Honda Inspire in Japan, and is not sold in Europe. It was discontinued in Japan in September 2012.^{[citation needed]} Larger than the previous model, the sedan is now classified as a full-size car by EPA standards. A coupe version is available, as well as a Crosstour fastback model, which was introduced in the US for the 2010 model year.^[33] Engines include a 2.4 Liter 4-cylinder rated at 177 bhp (132 kW) with 161 lb·ft (218 N·m) for Lx-Se sedans and 190 bhp (142 kW) with 162 lb·ft (220 N·m) for EX-Ex-l sedans and coupes; as well as a 3.5 Liter V6 rated at 272 bhp (203 kW) and 254 lb·ft (344 N·m).
In Australia, New Zealand, Sri Lanka, India, Thailand, Indonesia and Singapore, this car which is assembled in Thailand, is sold as the Honda Accord in left or right hand drive forms. In Malaysia, the Accord is locally assembled. In Hong Kong, this car is made in Japan and sold as Honda Accord, and in Taiwan, the Accord is locally assembled. In China, Guangqi Honda also makes this vehicle with 2.0L, 2.4L and 3.5L engines. Guangqi began making the Accord Crosstour in 2010.

Ninth generation (2013–present)

Ninth generation Accord
Overview
Production	Aug 2012–present
Model years	2013-present
Assembly	Marysville, Ohio (Marysville Auto Plant) Sayama, Japan Ayutthaya, Thailand^[34] Guangzhou, China (Guangqi Honda)
Designer	Riku Wada (2010)
Body and chassis
Class	Mid-size sedan and coupe
Body style	4-door sedan 2-door coupe
Layout	FF layout
Powertrain
Engine	2.0L R20A3 I4 2.4 L K24W I4 3.0 L V6 (China only) 3.5 L J35Y V6
Transmission	CVT (I4) 6-speed manual (I4, V6) 5-speed automatic (I4) 6-speed automatic (V6)
Dimensions
Wheelbase	Sedan: 2,776 mm (109.3 in) Coupe: 2,725 mm (107.3 in)
Length	Sedan: 4,862 mm (191.4 in) Coupe: 4,806 mm (189.2 in)
Width	Sedan: 1,849 mm (72.8 in)
Height	Sedan: 1,466 mm (57.7 in) Coupe: 1,435 mm (56.5 in)

For the ninth-generation Accord, Honda appointed Shoji Matsui, who served as an engineer on the Accord platform from 1985 to 1996 as lead project manager. It is the first Accord to use a strut suspension since the second generation, and the first Honda vehicle to be completely developed under the administration of Honda CEO Takanobu Ito.
Honda revealed the Accord Coupe Concept at the 2012 North American International Auto Show in Detroit. In August 2012, the company released initial details pertaining to the 2013 Accord sedan, and production versions of both the sedan and coupe were fully unveiled in early September 2012. The Accord sedan went on sale on September 19, 2012 in the United States, with the coupe following on October 15. Corresponding release dates in Canada for the sedan and coupe models are September 24, 2012 and November 1, 2012, respectively. In February 2013, the Accord is scheduled to enter Russian market.^[35] On June 2013, the Accord was introduced to the Japanese market, with the discontinuation of the Honda Inspire, serving as Honda's large sedan and one level below the Honda Legend.

2013 Honda Accord Coupé Concept

The ninth-generation Accord offers three powertrains: A new direct injected "Earth Dreams" 2.4-liter 16-valve DOHC four-cylinder engine rated at 185 hp (138 kW) to 181 lb·ft (245 N·m) of torque paired with either a six-speed manual or continuously variable transmission, an updated 3.5-liter 24-valve SOHC V6 mated either to a six-speed manual or automatic rated at 278 hp (207 kW) and 252 lb·ft (342 N·m), and a hybrid powertrain that integrates a 2.0 liter Atkinson Cycle gasoline engine with an electric motor and lithium-ion battery pack. The hybrid uses a continuously variable transmission and is rated at 196 hp (146 kW) and 226 lb·ft (306 N·m). Both conventional and plug-in hybrid configurations are offered, both released in the U.S. market in the second half of 2013.
Two additional trim levels are added in North American markets. The Accord Sport Sedan is slotted between the LX and EX models and features a 2.4-liter 16-valve DOHC inline-four engine rated at 189 hp (141 kW) to 182 lb·ft (247 N·m) of torque, 18-inch wheels and tires, dual exhaust, a decklid spoiler, fog lights, and steering wheel mounted paddle shifters on models equipped with the continuously variable transmission. The Accord Touring Sedan is the lineup's flagship. It is available with either four cylinder or V6 engines in Canada; U.S. Touring models are equipped with the V6 engine exclusively.
The front double wishbone suspension has been replaced with a MacPherson strut design, while the rear retains a multi-link setup. The Accord's body now utilizes 55.8% high strength steel, a total of 17.2% are either of 780, 980 or 1,500 MPa yield strength types which were not used in the previous generation. The Accord's previous steel front subframe has been replaced with an aluminum and steel component that weighs 14 lb (6.4 kg) less and is manufactured using friction stir welding. Overall the body weight sheds 55 lb (25 kg) .^[36]
All Accords come with standard an 8-inch 480 x 320 pixel WQVGA resolution LCD display screen, single angle backup camera, Honda's i-MID system which includes Bluetooth hands free calling with SMS texting and streaming audio, USB connector, dual zone automatic climate control and alloy wheels. The available navigation system adds a 6-inch touchscreen and the 8-inch screen uses a higher 800 x 480 pixel resolution WVGA display. A tri-angle (normal, wide and top view) backup camera and wide angle passenger blind spot side view camera are also available. New safety features include an optional forward collision warning system, lane departure warning system and blind spot monitor. Highline models (EX, EX-L, and Touring grades) offer Smart Key, LED daytime running lamps, headlamps, and tail lamps; and an adaptive cruise control system.
In the Australian market, the 9th generation Accord went on sale in June 2013. It will be available with either a 2.4 L 129 kW (173 hp) four-cylinder or 3.5 L 206 kW (276 hp) V6 engine. However, unlike the North American market Accord, a CVT transmission will not be offered. Instead, the four-cylinder uses a carryover five-speed automatic, while the V6 receives a new six-speed automatic. It continues to be imported from Thailand.
In China, the 9th generation Accord went on sale in September 2013, as a 2014 model.^[37] It is available with a choice of 2.0L or 2.4L 4-cylinder engines, or a new 3.0L V6 engine exclusive to the Chinese market. The V6 produces 192 kW (257hp) and 297 Nm torque. Transmission choices include a CVT for both 4-cylinder engines, or 6-speed automatic for the V6; a manual transmission is not offered. The Chinese market Accord features a unique front grill and bumper, incorporating more chrome and smaller, circular front fog lights. The rear features a different bumper with trapezoidal, rather than circular, exhausts.

Accord Plug-in Hybrid

Honda Accord Plug-in Hybrid

Overview
Manufacturer	Honda
Production	2013-
Model years	2014-
Body and chassis
Class	Full-size car
Body style	4-door sedan
Related	2014 Honda Accord Hybrid
Powertrain
Battery	6.7 kWh lithium-ion battery^[38]
Electric range	13 mi (21 km) (EPA)^[39]

The production version of the 2014 Accord Plug-in Hybrid was introduced at the 2012 Los Angeles Auto Show.^[39] The Accord PHEV pricing starts at US$39,780 and sales began in the U.S. in January 2013, with availability limited to California and New York.^[40] A total of 349 units have been sold through September 2013.^[41]
Honda unveiled the platform for a mid-size plug-in hybrid electric vehicle at the 2010 Los Angeles Auto Show. The plug-in platform showcased Honda’s next-generation two-motor hybrid system, which continuously moves through three different modes to maximize driving efficiency: all-electric, gasoline-electric and an engine direct-drive mode. The plug-in hybrid also uses regenerative braking to charge the battery. In all-electric mode, the vehicle uses a 6 kWh lithium-ion battery and a 120 kW electric motor. The all-electric mode achieves a range of approximately 10 to 15 mi (16 to 24 km) in city driving and a top speed of 62 mph (100 km/h). Fully recharging the battery will take 2 to 2.5 hours using a 120-volt outlet and 1 to 1.5 hours using a 240-volt outlet.^[42]^[43] Honda announced at the 2012 North American International Auto Show in Detroit that first US application of both a 2.4-liter direct-injected engine and two-motor plug-in hybrid system to be implemented on the Accord ninth generation, the 2013 Honda Accord Plug-in Hybrid, with sales scheduled for late 2012 or early 2013.^[44] Production of the Accord Plug-in Hybrid began on December 21, 2012.^[45]

Charging port of the 2014 Honda Accord Plug-in Hybrid.

In September 2012 Honda announced that the 2014 model year Honda Accord Plug-in Hybrid sedan will be built in Sayama, Japan. Honda also explained the plug-in will be available in a single highly equipped trim level based on the standard features of the Accord Touring. The 2014 Accord Plug-in Hybrid is scheduled for release in early 2013, and it will serve as the basis for the conventional hybrid version of the Accord Sedan that will go on sale by mid-2013.^[38]^[46] The production version will feature a 6.7 kWh lithium-ion battery pack to power a 124 kW electric motor mated with the new Earth Dreams i-VTEC 2.0-liter 4-cylinder Atkinson-cycle gasoline engine producing 137 hp (102 kW) at 6200 rpm, and together the total system output is 196 hp (146 kW), which surpasses that of the Toyota Prius Plug-in Hybrid (134 hp), Chevrolet Volt (149 hp) and future Ford Fusion Energi plug-in hybrid.^[38]^[47]
Honda expected the 2014 Honda Accord Plug-in Hybrid to deliver an all-electric range of up to 15 mi (24 km) and a total driving range of more than 500 mi (800 km) based on the U.S. EPA tests as determined by Honda. The carmaker also expected the fuel economy for the Accord Plug-in Hybrid to exceed 100 miles per gallon of gasoline equivalent (MPG-e) (2.4 L/100 km; 120 mpg-imp equivalent), and also expects it to receive an Enhanced AT-PZEV rating from the California Air Resources Board (CARB).^[38]
The official EPA ratings for the plug-in hybrid are 13 mi (21 km) of all-electric range with a combined fuel economy rating of 115 miles per gallon of gasoline equivalent (MPG-e), the highest in its class.^[39]^[48] EPA ratings for operation in hybrid mode are 46 mpg_-US (5.1 L/100 km; 55 mpg_-imp) in combined city/highway cycle, 47 mpg_-US (5.0 L/100 km; 56 mpg_-imp) in city, and 46 mpg_-US (5.1 L/100 km; 55 mpg_-imp) in highway driving. The 2014 Honda Accord PHEV is the first car in the U.S. to meet the new LEV3/SULEV20 emissions standards, and will get single-occupant carpool access in California.^[39]

The list of honda civic

noreply@blogger.com (Anonymous) — Tue, 10 Dec 2013 03:34:00 +0000

First generation (1972–1979) SB1, SG, SE, VB

1978–79 Honda Civic

Main article: Honda Civic (first generation)

The first generation Honda Civic was introduced in 1972, but sold as a 1973 model. It was equipped with a 1,169 cc (71.3 cu in) four-cylinder water-cooled engine and featured front power disc brakes, reclining vinyl bucket seats, simulated wood trim on the dashboard, as well as optional air conditioning and an AM/FM radio. The Civic was available as a coupe, both a three- and a five-door hatchback, as well as a five-door station wagon. Due to the 1973 oil crisis, consumer demand for fuel efficient vehicles was high, and due to the engine being able to run on either leaded or unleaded fuel, it gave drivers fuel choice flexibility over other vehicles. The CVCC engine debuted in 1975 and had a head design that allowed for more efficient combustion, and as a benefit the CVCC system did not require a catalytic converter or unleaded fuel to meet 1975 Environmental Protection Agency emissions standards for hydrocarbons and carbon monoxide. The Civic was joined by a platform expansion of the three-door hatchback, called the Honda Accord in 1976.

Second generation (1979–1983) SL, SS, SR, ST, VC, WD

Civic 3-door

Main article: Honda Civic (second generation)

The second generation Honda Civic was introduced in 1979 as a 1980 model. It was larger, had a more angular shape, and came with increased engine power. All Civic engines now used the CVCC design, which added a 3rd valve per cylinder; this introduced lean burn swirl technology. The base 1335 cc ("1300") engine made 55 hp (41 kW; 56 PS), with an optional 1488 cc ("1500") engine producing 67 hp (50 kW; 68 PS). Three transmissions were offered: a four-speed manual (on base models), a five-speed manual, and a two-speed semi-automatic Honda had previously called the "Hondamatic". A four door version called the Ballade was built, under agreement, by Mercedes Benz South Africa.

Third generation (1983–1987) AG, AH, AJ, AK, AT, EC

1985–1987 Honda Civic GL hatchback (Australia)

Main article: Honda Civic (third generation)

The third generation was released in 1983 for the 1984 model year. The separate five-door hatchback and wagon models were merged into a four-door "shuttle wagon" or "wagovan" sometimes referred to colloquially as a "breadbox" due to its appearance, called the Honda Civic Shuttle. An additional two-seat coupe style—labeled CRX—was introduced, noted for its compact dimensions and light weight. The third generation Civic saw the introduction of the long running four-cylinder D series engine including a new 1.5 L (91.5 cu in) CVCC engine. 1984 also saw the release of a high-performance Si model for the Japanese market, featuring upgraded suspension and the 1.6 L (97.6 cu in) DOHC ZC engine which was rated at 130 PS(118 HP). Si models were offered in the US as a 3-door Civic Si hatchback and the CRX Si variant with a 91 horsepower (68 kW) fuel-injected SOHC 12-valve engine. A 4WD engine with different transmission mounts was introduced for the first time in 1984, and later upgraded in 1987. It delivered a fuel economy commensurate with today's compact 8-cylinder 4WD/AWD SUVs of around 28 mpg highway. The 4WD system was push-button operated until improved in 1987 when the rear wheels would engage automatically once the front wheels lost traction. This new system was called "Realtime" which used a "viscous coupler" connecting two propeller shafts between the front and rear axles. The manual transmission featured a synchronized 6th gear, called "SL", or "Super-Low", which was used for high torque at very low speeds. The "Realtime" idea is still utilized to this day but includes technological improvements since the first system. Starting with 1985, Japanese Civics were now exclusive to Honda Primo, with variants sold at Honda Verno and Honda Clio. A four door version called the Ballade was built, under agreement, by Mercedes Benz South Africa, models were 1300, 1500, 1500i, and 1600i DOHC 1.6 injection.

Fourth generation (1987–1991) - EC, ED, EE, EF, SH

1988 Civic LX sedan

Main article: Honda Civic (fourth generation)

In 1987, the Civic was redesigned with increased dimensions and a lower hood line. A wide range of models and trim levels were offered for various markets around the world. The most notable of which was the Japanese market SiR (featuring the B16A DOHC VTEC engine). All U.S. models featured electronic fuel injection, but carbureted models were still available elsewhere. The fourth generation saw the introduction of a fully independent rear suspension across the entire model range.^[11]^{[not in citation given]} In addition, the Honda CRX continued to be part of the Civic family which included the HF, DX, and Si model in the U.S.A / four door version called the Ballade was built, under agreement, by Mercedes Benz South Africa / models were 1500 16v, 1600i 16v, and 1600i 16v DOHC.

Fifth generation (1992–1995) - EG, EH, EJ1, EJ2

Fifth-generation Civic Ferio sedan

Main article: Honda Civic (fifth generation)

Introduced in 1991, the redesigned Civic featured increased dimensions, as well as more aerodynamic styling. The wagon variant was now only available in the Japanese market where the previous generation wagon was carried over until 1995. The efficiency of the previous HF model was replaced by the VX hatchback which, with an EPA rating of 48/55 MPG, was Honda's most fuel efficient model sold at the time. In North America the Si featured a SOHC VTEC valve train, whereas the VX featured the VTEC-E. The Japanese Si featured a SOHC non-VTEC valve train D16A9. Continuing in the sporty tradition of the original Civic SiR, Honda sold several similarly equipped variants of the fifth generation car, still referred to as the Civic SiR, in Japan, Asia, and Europe. In South Africa, MBSA(Mercedes Benz of SA) built the Civic as the Ballade only in 4dr. A special model was the 180i with the B18B4, that was fitted to Ballade models. A new bodystyle was introduced with this generation called the Civic Coupe, based from the Civic Ferio sedan, and was sold in North America, Europe and Japan. The fifth generation remains popular among tuners and racers alike.

Sixth generation (1996–2000) - EK3, EK4, EK5, EK9, EJ6, EJ7, EJ8, EJ9, EM1

Main article: Honda Civic (sixth generation)

Sixth generation

The sixth generation featured updated styling although less radical than previous redesigns. Suspension and engine options were available along with their first Natural Gas Powered Civic, the GX. From 1996–2000 the Civic was sold under the CX, DX, EX, EXR, HX, LX, and for Canada, SE, and Si trims; all base models were made with 1.6L engines. The EX-CX are all SOHC (Honda D engine). The CX, DX, and LX all have D16y7 non-VTEC engines; whereas the EX has a D16y8 VTEC, and the HX has D16y5 VTEC-E. The USDM Si and Canadian SiR came with a DOHC (B16A2 VTEC). The first civic SI coupe EM1 was introduced in 1999 until 2000. Europe saw a DOHC 1.6 VTI hatch and sedan and a DOHC 1.8VTI engine was available for the Domani related five-door liftback and estate.

Seventh generation (2001–2005) - EM2, ES1, EP1, EP2, EP3, EP4, EU1, EV1

2001–2003 Honda Civic sedan (US)

Main article: Honda Civic (seventh generation)

The seventh generation was released in September 2000. While the redesign retained the previous generation's exterior dimensions, interior space was improved in part by using a flat rear floor thus bumping up Civic to a compact car size segment. The front suspension was changed from that of a double wishbone to a MacPherson strut, in order to lower costs, as well as allow more engine bay room for the newly introduced Honda K-series engine. Power was also increased on some trim levels. The three main trim levels were DX, LX, EX, and HX. The Civic Coupe was no longer sold in Japan starting with this generation.
In North America, coupe and sedan body styles were available, except for the Si (SiR in Canada) which was offered only as a three-door hatchback.^[12] The rest of the world received three and five-door hatchbacks. The Type-R was redesigned as well this time using a more powerful i-VTEC motor and using the three-door hatchback body style. This generation saw Honda introduce their first Civic Hybrid, powered by a 1.9-litre engine.^[13]

Eighth generation (2006–2011) - FD2, FD7, FA1, FG1, FG2, FA5, FK, FN, MK8

JDM/Asian Honda Civic

US-spec Honda Civic LX sedan

European Honda Civic 5-door

Main article: Honda Civic (eighth generation)

For the eighth generation, Honda split the model into two different platforms, one for sedan and coupe, and one for a hatchback designed primarily for the European market using a simpler rear suspension from the Honda Fit and more aggressive styling. As of 2006, a total of 16.5 million Civics had been sold worldwide, with 7.3 million of them in the United States.^[5] Although the North American and the home market model differ externally, they are mechanically identical. The hatchback is available as a three and five-door. Both Si and Type-R trim levels continued although the Japanese and European Type-R, while sharing the same engine size, are mechanically different. In the US, an improved, sportier version of the Civic Si 4-door tuned by tuner Mugen was offered, featuring cosmetic alterations and changes to the suspension, wheels, slight exterior differences, and exhaust system. A Canadian only Acura model received a new nameplate, changing from the Acura EL to the Acura CSX. The end of this model generation also marked the end of the Civic Type-R in Japan. There is currently no Japanese Civic Type-R successor.

Ninth generation (2011–Present) FB4, FG3, FB2, FG4, FB6

Main article: Honda Civic (ninth generation)

North American market

On December 13, 2010, Honda unveiled a sketch of the new ninth-generation Civic which was described as "energetic, sleek and aerodynamic." Both coupe and sedan concepts were shown on January 10, 2011 at the 2011 North American International Auto Show. The production version of the ninth-generation Civic based on the revealed concept went on sale in the U.S. on April 20, 2011.^[14]
Honda's Eco Assist technology is added to most models, and become the first gasoline-only powered Honda to employ such technology in North America. It is an information system to help the driver adopt a more fuel-efficient driving style,^[15] and is proven to improve fuel economy by about 10% for Honda's hybrid vehicle in Japan.^[16]
All models now come standard with ABS (Anti-Lock Brake Systems), VSA (Vehicle Stability Assistance) and EBD (Electronic Brake Distribution). Further improvements include a new multilink rear suspension to further reduce road feel on particularly battered roads and highways.

International marketing and platform derivatives

The 2012 All-New Civic EXS Flex is sold in Brazil with a flex-fuel engine capable of running on either gasoline or ethanol or any blend of both.

While the Civic is sold in largely the same form worldwide, differences in the name of the models exist between markets. In Japan, the hatchback Civic is just called "Civic" while the sedan model was called the (Japanese: Civic Ferio) during the fifth to seventh generations. The sixth-generation sedan was also sold as the Integra SJ. In Europe and the United States, "Civic" generically refers to any model, though in Europe the coupe is branded the "Civic Coupe". A four-door station wagon model called the Civic Shuttle (also Civic Pro in Japan) was available from 1984 until 1991 (this brand name would later be revived for the mid-1990s Honda Shuttle people carrier, known in some markets as the Honda Stream). In South Africa, the sedan (the only model sold there until the 1996 launch of the sixth generation sedan and hatch) was known as the Ballade.

First generation Honda Civic Hybrid (U.S.) gasoline-electric

Other models have been built on the Civic platform, including Prelude, Ballade, CR-X, Quint, Concerto, Domani, CR-X Del Sol, Integra, and CR-V.
Also, at various times, the Civic or Civic-derived models have been sold by marques other than Honda – for example, Rover sold the 200, 400 and 45, each of which were Civic-based at some point (first 200s were the second generation Ballade; from 1990 the 200 and 400 were based on the Concerto; the 400 was the 1995 Domani), as was their predecessor, the Triumph Acclaim, based on the first Honda Ballade. The Honda Domani, an upscale model based on the Civic, was sold as the Isuzu Gemini in Japan (1992–2000), and confusingly the 5-door Domani was sold as the Honda Civic (along with the "real" hatchback and sedan Civics) in Europe from 1995 to 2000. In Thailand, the sixth generation Civic was available as the four-door Isuzu Vertex. The sixth-generation station wagon was sold as the Honda Orthia, with the Partner as the downmarket commercial variant. The seventh generation minivan model is called the Honda Stream. In Canada, the sixth and seventh generation Civics were mildly redesigned to create the Acura EL until the advent of the eight generation Civic, which was used to create the Acura CSX, which was designed in Canada. Honda Japan adopted the CSX styling for the Civic in its home country.

2012 Honda Civic GX (U.S.) with the blue diamond CNG sticker and the new natural gas badging.

The three-door hatchback body style has been somewhat unpopular in the United States, but has achieved wide acceptance in Canada, as well as popularity in Japan and European markets, helping cement Honda's reputation as a maker of sporty compact models. Starting in 2002, the Civic three-door hatchback has been built exclusively at Honda's manufacturing plant^{[dead link]} in Swindon, England - previously the five-door "Civic"/Domani and the Civic Aerodeck (based on the Japanese Orthia) were built in this plant for sale in Europe along with the Japanese Civics. Accordingly, all instances of the current model (left or right hand drive, anywhere in the world) are British-made cars designed with Japanese engineering, except for the US-built two-door coupe and the sedan version built in Brazil for the Latin American market.
In North America, the Civic hatchback was dropped for 2006. The 2006 model year standard Civics for North America are manufactured in Alliston, Ontario, Canada (sedans, coupes and Si Coupes) and East Liberty, Ohio (sedans), while the Hybrid version is manufactured in Japan.
In Brazil, although being considered for local manufacturing since the early 1980s (it was illegal to import cars in Brazil from 1973 until 1990), the Civic wasn't available until 1992, via official importing. In 1997, production of the sixth generation Civic sedan started in the Sumaré (a city near Campinas, in the state of São Paulo) factory. The only differences between the Japanese model and the Brazilian model were a slightly higher ground clearance, due to the country's road conditions and adaptations to make the engine suitable to Brazilian commercial gasoline, which contains about 25% ethanol (E25). The seventh generation production started in 2001, displacing the Chevrolet Vectra from the top sales record for the mid-size sedan segment, however it lost that position to the Toyota Corolla the following year. In 2006, the eighth generation was released and regained the sales leadership. Identical to the North American version, it lacks options such a moonroof, and standard security equipment like VSA and side and curtain airbags were removed due to lack of car safety laws in the Mercosur. Furthermore, the Brazilian subsidiary began producing flex-fuel versions for the Civic and the Fit models, capable of running on any blend of gasoline (E20 to E25 blend in Brazil) and ethanol up to E100.^[17]

Safety

USA

The National Highway Traffic Safety Administration (NHTSA) in the USA has determined frontal crash test ratings of Honda Civics of different model years.^[18]

Model year	Make	Model	Type	Curb weight (lb)
1979	Honda	Civic	2-DR	2,166
1980	Honda	Civic	2-DR HBK	2,298
1981	Honda	Civic	2-DR HBK	2,160
1981	Honda	Civic	4-DR HBK	2,456
1984–1987	Honda	Civic	2-DR	2,311
1984–1987	Honda	Civic	4-DR wagon	2,510
1988–1989?	Honda	Civic	2-DR	2,542
1990?-1991	Honda	Civic	4-DR	2,252
1992–1993	Honda	Civic	2/4-DR	2,348
1994–1995	Honda	Civic	2-DR	2,498?
1994–1995	Honda	Civic	4-DR	2,317
1996–1997	Honda	Civic	2-DR	2,337
1996–1997	Honda	Civic	4-DR	2,313
1998–2000	Honda	Civic	2-DR	2,313
1998–2000	Honda	Civic	4-DR	2,379
2001–2005	Honda	Civic	4-DR w/+w/o SAB	2,522
2001–2005	Honda	Civic	2-DR w/o SAB	2,502
2001–2005	Honda	Civic	2-DR w/SAB	2,502
2002–2005	Honda	Civic	2-DR HBK w/o SAB	2,502
2006–2011	Honda	Civic	2-DR w/SAB	2,640
2006–2011	Honda	Civic	4-DR w/SAB	2,749
2012	Honda	Civic	4-DR w/SAB	2,672
2013	Honda	Civic	4-DR w/SAB	2,815

The current eighth-generation Civic sedan's crash test performance has been rated highly by both the US government's NHTSA^[19] and the Insurance Institute for Highway Safety. The IIHS awarded the Civic sedan with a rating of "good" on both frontal and side impact crash tests^[20] and lists the Civic as the second-best 2007 small car in overall crashworthiness.^[21] The Civic coupe is rated "acceptable" in the side impact test.^[22]
National Highway Traffic Safety Administration (NHTSA) crash test ratings^[19]
Frontal impact:
Side impact front seat:
Side impact rear seat:
Rollover:
Honda Motor Co said on Friday, July 31, 2009, that it was recalling 440,000 vehicles sold in the United States, including some of its best-selling Accord and Civic models for a potentially lethal airbag defect.^[23]
Honda said that the airbag inflators in some of its top-selling sedans can rupture because of too much air pressure, causing metal fragments to shoot through the airbag and strike vehicle occupants.
One fatality and a number of injuries have been linked to the defect, Honda spokesman Sage Marie said.
The recall covered certain 2001 and 2002 Accords, 2001 Civics and some 2002 and 2003 model Acura TL sedans. The inflator for the driver's side airbag was the defective component on the affected vehicles.
Honda said owners of those models could check to see if their vehicle is covered by the recall by checking the automaker's website at www.owners.honda.com/recalls.
The Japanese automaker said it was encouraging owners to wait until they received a recall notice to go to a dealership and have the inflator for the steering-wheel airbag replaced.
Honda had originally announced that it would recall some 2001 Accord and Civic sedans for the defect in November 2009. Since that time, Service Bulletin 08-093 has been expanded to cover several VINs in the 2001–2002 Accord coupe and sedan, the 01-02 Civic coupe and sedan, one 2003 Civic, the 02-03 CRV, the 2002 Odyssey, and one 2003 Pilot.

honda cars

List of Honda Integra

First generation (1985–1989)

AV, DA1-DA3

Second generation (1990–1993)

DA5-DA9, DB1-DB2

Third generation (1994–2001)

DB6-DB9, DC1-DC2, DC4

DC2 Type R

Four-wheel Drive Integra (DB9)

Integra SJ (EK3)

Fourth generation (2002–2006)

DC5

honda acura

1980s: Introduction of the Acura brand[edit]

1990s: NSX, updates[edit]

2000–2003: TL, RSX, MDX[edit]

2004–2006: RL, TSX, RDX[edit]

2007–present: ILX, TLX, RLX, RDX, MDX[edit]

Racing[edit]

Marketing[edit]

The list of Honda City

First generation (1981–1986)

Second generation (1986–1994)

Third generation (1996–2002)

Fourth generation (2002–2008)

Fifth generation (2008–2013)

Facelift

How VTEC work

Contents

Context, and description

History

SOHC VTEC

VTEC-E

3-Stage VTEC

i-VTEC

K-series

R-series

i-VTEC with Variable Cylinder Management (VCM)

i-VTEC i

AVTEC

VTEC TURBO

VTEC in motorcycles

The list of honda legend

First generation (KA1-KA6, 1985-1990)

Japanese market

"Wing Turbo" version

North American market

European market

Legend coupe and other changes

Engine specifications

Second generation (KA7/KA8, 1990-1995)

Daewoo Arcadia

Third generation (KA9, 1995-2004)

North American model

Fourth generation (KB1, 2004-2012)

North American Acura Model

Reception

Fifth generation (2014)

The list of honda prelude

First generation (1978–1982)

Second generation (1983–1987)

Third generation (1988–1991)

Mid-cycle refresh and Prelude INX

Fourth generation (1992–1996)

Fifth generation (1997–2001)

Type S

The list of honda accord

First generation (1976–1981)

Second generation (1981–1985)

Refresh (1983–1985)

Third generation (1986–1989)

Accord AeroDeck

Chassis code configurations

Fourth generation (1990–1993)

Return of the SE (1990)

Update (1991–1993)

10th Anniversary Edition and return of the SE (1992)

Honda Ascot

Honda Vigor and Honda Inspire