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Classic and Vintage Honda and Acura Vehicle History

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Honda and Acura Model Generations (Latest info at This Old Honda)

ModelGen YearsWeightPrice TrimHPEngine
13001 1970 - 1972 1984

Coupe 7, Coupe 9

Honda 1300 The 1972 Honda 1300 Coupe 7 was a unique car. It was one of Honda's first front wheel vehicles and their first full size model. The engine had flow through air cooling and a fan on the end of the flywheel forced cool air around the inside of the engine block. This heated air was expelled or redirected into the heating duct to heat the passenger compartment - instant heat - no waiting for the 'water' to warm up. Interior heat was also boosted by an electric fan which pulled heat off the exhaust manifold. The engine was also a dry-sump design - no oil pan but instead a pressurized oil tank to gather and air cool the oil. To finish it all off, the electirc fuel pump on the gas tank ensured that 'vapour' lock was non existent. The electrical system provided two complete sets of wiring - one for the left side of the vehicle and one for the right. Should an accident occur, you always had lights. Interior design was impressive. Full gauges including a cable driven tachometer, push button radio, hide away aerial, and glare free gauges made this a truly unique vehicle on the road. This car is now in North America and available for dealership appearances. Visit for more information.
ModelGen YearsWeightPrice TrimHPEngine
Accord1 1976 - 1981

68 - 75 @ 4500 rpm
1600 - 1800cc
Honda Accord 1976- First year of the Accord. Powered by a 1.6 liter inline-4 with 68 horsepower. Transmission choices were: a full-synchromesh (except for reverse) 5-speed Manual or a 2-speed semi-automatic. Hatchback bodystyle only. The original fuel economy was 46 mpg highway, but with a Weber carburetor kit, it could go as high as 80 mpg with 80 horsepower. 1977- Accord LX with AC, power steering, digital clock was introduced. 1978- No changes except for a carpeted tonneau cover instead of the original vinyl cover. Bright red no longer available(?). Amall Blue Metallic is introduced. 1979- New 1.8 liter engine with 72 hp @4500rpm and 94 ft.lbs of torque @3000 rpm. New taillights. New 4-door sedan model with standard AM/FM radio and remote-controlled door locks. Tire size went up from 155SR13 to 165SR13. New 4-spoke wheels. New Tudor red metallic paint. First year of electronic ignition. Accord LX gained AM/FM stereo radio 1980- New taillights, grille, and bumper trim on all models. The 4-door model got a remote-controlled door mirror, as did the LX model, except that the LX mirror was black instead of chrome. New Hampstead green metallic increased the color selection on the 4-door to three with beige replacing silver. Hatchbacks had six colors. New wheels. New 3-speed automatic replaces Hondamatic. California model with automatic has new head for 75 hp. Only Californian cars require unleaded fuel. New 85-mph speedometer replacing old 100-mph speedometer. 1981- New high-compression head was installed, increasing horsepower output by 5%. Fuel economy goes up 8%. All models gained smaller, black remote mirrors and a new warning light cluster with pictorials instead of the wording. The controls also gained the international system. The 5-speed manual gained a new linkage with a better reverse gear engagement system. New Oslo Ivory paint replaces the beige color of 1979-80. Dark brown and caramel metallic color no longer available. Seat upholstery pattern was changed. New SE 4-door with AC; leather interior; upgraded stereo with four speakers, amplifier, and tape deck; alloy wheels; and power windows was introduced. The standard radio on the 4-door was upgraded to a unit with stereo sound. All Accords now require unleaded gas. Otherwise, the Accord soldiered on unchanged. Courtesy of Gregg's 1st Gen Accord Site
ModelGen YearsWeightPrice TrimHPEngine
Accord2 1982 - 1985

75 - 106
1982- New body that is larger, but lighter. Fuel economy increased 15%. New wheels. Same 1981 engine and transmissions. Cruise control becomes standard on 4-doors and LX hatchback. Pewter Gray Metallic color replaces Hampstead green, and new light blue color replaces the deep blue metallic and is now available on the 4-door model. Brown and Nivorno Beige return. New Champagne Beige Metallic paint was available on hatchbacks. 1983- Four-speed automatic replaced three-speed. New starter on automatic equipped Accords. SE model returns with same features and gray color as the 1981 Accord SE plus power moonroof, automatic transmission, and pdifferent alloy wheels. 1984- slight restyle and lengthening. New 1.8 liter engine with 12-valves and 86 horsepower. New LX 4-door model with digital clock, AC, power windows, tape deck with four speakers is introduced. Wheel covers become standard on LX models. Frost white color is reintroduced. All 4-door models have body-color bumpers. New 120 mph speedo. 1985- New SE-i model comes out with the LX features plus, leather interior, power moonroof, power mirrors, fuel injection for 24 more horsepower, 14" alloy wheels with 195/60HR14 tires, and dark brown paint with beige leather. Power steering is standard on DX hatchback with automatic. Dual mirrors standard on Accord LX sedan. Courtesy of Gregg's 1st Gen Accord Site
ModelGen YearsWeightPrice TrimHPEngine
Accord3 1986 - 1989

DX, LX, LX-i, EX
110 - 120
Honda Accord 1986- New body with aerodynamic rain gutters, pop-up headlights, longer wheelbase. Engine bored out to 2.0 liters with 2-barrel carb replacing old 3-barrel of 1985. Horsepower was increased to 98 for carbureted models and 110 for fuel injected cars. LX hatchback replaced by LX-i model with power windows, cruise control, fuel injection, and new alloy wheels. New LX-i 4-door has LX 4-door features plus fuel injection, 13" alloy wheels, and power moonroof. All Accords now have power steering. LX-i Hatchback gets body-color bumpers of LX 4-door. 1987- New engine serial numbering and new chassis numbering. 1988- New coupe model with DX and LX-i models. New bumpers and taillights on 4-doors. Hatchback carries over with new wheel covers on DX and 14" alloys on LX-i. New exhaust manifold on FI engine improves power to 120 HP. Dual exhaust on LX-i models. New radios. Green color of 1980-81 returns. 1989- New SE-i coupe and sedan with LX-i features plus special colors, Honda-Bose sound system, leather, new 14" wheels, steering wheel radio controls, and 4-wheel disc brakes. Other models carry on without changes. Courtesy of Gregg's 1st Gen Accord Site
ModelGen YearsWeightPrice TrimHPEngine
Accord4 1990 - 1993

DX, LX, EX, SE, 10th Anniv
125 - 130
1990- New body style puts Accord into mid-size category. New 2.2 liter EFI engine puts out 125 hp on DX and LX, 130 hp on EX. New electronically controlled automatic transmission. Motorized belts. Hatchback body style/SE-i model discontinued. New 14" wheels on DX and LX, 15" wheels on EX model. 1991- SE model with leather, automatic transmission, 140 hp, Brittany Blue Metallic paint, silver metallic paint, and ABS introduced. New LX and EX wagon body style with airbag and keyless entry on EX version introduced. Cappuccino brown discontinued and replaced by Tuscany beige Metallic. New Cobalt blue pearl. Maintenance indicator from original Accord is modified and added. LX and EX Accords have body-color mirrors. 1992- New bumpers, wheel covers, grille, and (except wagon) taillights. Airbag standard on all models. EX gets SE engine and ABS as SE is discontinued. New opal-green metallic color. 1993- SE returns with body-color side moldings and coupe model. SE sedans have dual air bags, while coupes have a rear spoiler. 10th Anniversary LX model with dual air bags, ABS, alloy wheels, and automatic transmission introduced. Courtesy of Gregg's 1st Gen Accord Site
ModelGen YearsWeightPrice TrimHPEngine
Acty1 1977 - 1984

TN, Street, Almas

Honda Acty So came in September, 1977 the 3rd generation minitruck, now called Honda TN Acty, with a wheelbase of 185 cm, length 319.5 cm, width 139.5 cm, engine 545 cc, same technical layout and bodies as before. In June, 1980 the first Honda full-front minivan was added with a rather angular styling. A high-roof version was added in February, 1981, as well as a less commercial version, the Acty Street. Later models were also known as Honda Acty. By March, 1983 four-wheel-drive became available.
ModelGen YearsWeightPrice TrimHPEngine
Beat1 1991 - 1996 1767

64 @ 8100 rpm
Honda Beat The Beat began production in May 1991, and finished production in February 1996. The total number of cars produced was around 33,600. Most of the production (around 2/3) occurred in the first year, and then production and sales reduced drastically. Many Japanese domestic-only models do not have a full 17 digit International VIN (Vehicle Identification Number.) The Beat only has a chassis number (PP1 1000001~) , an engine number (E07A 6000001~) and a gearbox number (ZK 5000001~). There were two different models of Beat (PP1-100 and PP1-110), although there were a couple of different limited edition versions as well.   Variations on the first model were just cosmetic updates. Only the second model had any real mechanical differences. All cars were offered with the option of a drivers-side airbag. First model (chassis numbers PP1-100) Standard model. The standard car came four colours: White, Yellow, Red, Silver. Version F: This was a limited run of 800 cars which came in a special Metallic Green colour. It also came standard with white factory alloy wheels. Version C: This was a limited run of 500 cars which came in a special Metallic Blue colour. It also came standard with white factory alloy wheels. Version Z: This was a real re-jigging of the car mechanically, a lot of parts were changed/upgraded. It had options of ABS (Anti-lock braking) and LSD (Limited Slip Differential). It also had black instrument dials instead of the usual white, and came standard with silver alloy wheels. The Version Z was only available in either Silver or a Dark Green colour (non-metallic) similar to British Racing Green. All cars came standard with the following: Air Conditioning Electric Windows Steel Wheels (155/65R13 on the front, 165/60R14 on the back) Factory Optional extras were: Drivers-side Airbag Alloy wheels ("Telephone-Dial" style) in Silver or White Front Driving Lights Mudflaps Audio System (See separate section on Audio systems) Passenger Side Interior Light Center Console "Knee/Arm Rest" Luggage Rack Luggage Net Stainless Steel Exhaust Tip Chromed Fuel Filler Cover Rear spoiler/wing with integrated stop light Momo leather steering wheel
ModelGen YearsWeightPrice TrimHPEngine
City1 1981 - 1987

Turbo 1, Turbo 2, Cabrio

Honda City The City was first manufactured in 1981 and in 1982, the City Turbo made its debut. The 67 hp was increased to 100 hp by adding a turbocharger. Changes were made to the 1200 cc engine by using an aluminum/titanium head and a magnesium vavle cover to keep the weight down.     The Turbo unit married to this engine is smaller than those used by the larger cubic engines and it has a higher RPM rating. Developed by a joint Ishikawajima Heavy Industry and Honda venture, this unit, coupled with the orginal Honda PGM-F1 fuel injection system has made this power package one of the most effecient and trouble free units in existance.     An 8 bit digital computer is utilized in the fuel injection system for proper amount and timing of fuel, for good economy with maximum power. This combination has greatly reduced the amount of acceleration lag time normally associated with Turboized systems.     The suspension system was also refined for the City Turbo. Front and rear 4 wheel independent uses the progressive rate type coil springs, and stabilizers are used at both front and rear. Tires are the 165/70HR12 radials and braking at the front is a ventilated disc system and semi metallic shoes at the rear.     The body styling has been made more sporty by the addition of the air dam in front and a small spoiler at the top/rear of the car. A bulge on the engine hood was necessary for the turbocharging installation and quickly identifies this as the Turbo version of the City.     A non symmetrical grill of a honeycomb pattern and the twin fog lamps make the styling very much like the rally cars in Europe such as the Renault 5 Alpine and the Fiat Ritmo Abalth.     The inernal appointments of this sporty car have been done with taste and for increased driver comfort. The speedometer is of the digital type and boost pressure is read on a graphic meter.     Bucket seats are form fitting, and a sonic seat also responds to the high quality audio system by a transducer sending the tremors to the listener via the seat. Honda has only manufactured two models of turbocharged car (other than F1). One was a 2.5 litre V6 Legend needing a bit more go, the other, a tiny commuter car known as the City or Jazz. It's ironic that the car they choose to release as a special edition turbo was the least sportscar like vehicle in the Honda range. The Honda City Turbo was the brainchild of Hirotoshi Honda. Hirotoshi is the son of Honda's Founder. Hirotoshi?s company Mugen had already proven it?s worth making performance parts for motorcycles and some cars but was largely unheard of out of racing circles. Hirotoshi Honda took Honda's ugliest, most ungainly vehicle and turned it into an aggressive performer that was well ahead of its time (as with most Hondas) and Honda released a production version of it.   Honda City Turbos were manufactured in three guises. The City Turbo, basically a standard looking City with a turbo motor and a bonnet hump. In Japan, the second model City Turbo is affectionately known as the "Bulldog". This model had aggressively flared guards, spoilers and was adorned with wild graphics straight from the factory designating it a HYPER 11. Very few City turbos were also released as a cabriolet model (most cabriolets are not turbo charged but still have the flared guard body kit typical of the Turbo 11).     The City Turbo 1 was manufactured from 1981-83, the Turbo 11 was manufactured until 1987. Both models featured a digital speedo surrounded by a Tacho so that all relative information could be taken at a glance. The last run of Turbo 11s had a normal speedo/tacho assembly. The motors in both models were essentially the same. Both models were powered by an all alloy 1237cc motor with CVCC (we'll get to that), IHI RHB51 turbocharger, multipoint fuel injection and a magnesium rocker cover. Compression ratio was down to 7.5:1 and the boost was wound up to 12psi, fairly high for a factory turbo car. The Turbo 11's were intercooled, had a revised intake plenum, slightly larger throttle body, modified inlet manifold, higher AR turbo compressor and exhaust housings as well as a slightly raised (7.6:1) compression ratio. Both motors have the same sort of power potential.    
ModelGen YearsWeightPrice TrimHPEngine
Civic1 1973 - 1979

50 - 63
1170 - 1488cc
Honda Civic CVCC means Compound vortex controlled combustion.  The CVCC engine debuted in 1975. Offered alongside the standard Civic engine, the 53-horsepower CVCC engine displaced 1,488 cc and had a head design that promoted cleaner, more efficient combustion. The CVCC design eliminated a need for a catalytic converter or unleaded fuel to meet emissions standards. (Nearly every other U.S. market car for this year underwent the change to exhaust catalysts and the requirement to use only unleaded fuel.) Due to California's stricter emissions standards, only the Civic CVCC was available in that state. A five-speed manual gearbox became available this year, as did a Civic station wagon (only with the CVCC engine). A CVCC engine has a special cylinder head. The CVCC head uses a stratified charge combustion chamber. A stratified combustion mixture is richer at the sparkplug and much leaner at the main part of the combustion chamber. The rich mixture is easily ignited by the sparkplug and this initial flame will ignite the remaining leaner mixture. The CVCC head uses a pe-combustion chamber that is about the size of a thimble. The CVCC carb is actually two carbs in one, a lean part and a rich part. The lean part feeds the main combustion chamber and the rich part feeds the pre-combustion chamber. The rich mixture in the pre-combustion chamber is ignited . A "flame hole" in the pre-combustion chamber allows the pre-combustion flame to blow across the regular combustion chamber and ignite the lean mixture. 73-79 Chassis code was designated SB 75 CVCC: introduced as a way around stricter emissions 76-79 CVCC: engine was revised internally, producing slightly more power and smoother running The 75-79 CVCC was the only first gen engine equipped with a 5spd transmission  The CVCC's are longer in the nose to accommodate the slightly larger motor (2.17" to be exact) 73-79 Civics did not have trim level specifications but were differentiated by their motor types
ModelGen YearsWeightPrice TrimHPEngine
Civic2 1980 - 1983

Honda Civic The second generation Civic in the same style as the first rode on a wheelbase of 225 and 232 cm respectively for the 3-door and 5-door Hatchbacks and was introduced in July, 1979. In October, 1979 came the 5-door Wagon, which was now available with the independent rear coil suspension, as well as the rigid axle with leafs. In September, 1980 a 4-door Notchback arrived. In the meantime, in August, 1980 the Honda Ballade was released with a different body, also a 4-door Sedan, and built as Triumph Acclaim in England. A derivative of the Civic was the Honda Quint (Export: Quintet) 5-door Hatchback with a wheelbase of 236 cm.
ModelGen YearsWeightPrice TrimHPEngine
Civic3 1984 - 1987

Honda Civic The third generation Civic, introduced in September, 1983 as an 84 model, consisted of 4 body styles, with only the 3-door Hatchback and the 4-door Sedan having interchangeable panels. The 3-door Hatchback now rode on a 238 cm wheelbase; the 4-door Sedan, also called Honda Ballade, and built in England as Rover 213/216 (June, 1984) rode on a 245 cm wheelbase. The Wagon was now called Shuttle and used the same 245 cm wheelbase. The Civic CR-X, called Ballade Sports in Japan was a 3-door Coupe, riding on a 220 cm wheelbase and was already introduced in June, 1983. All cars had a new front and rear suspension, torsion bars instead of coils in front, and a torsion beam axle with coil springs at the rear. By November, 1984 a 4-wheel-drive version arrived for the Shuttle with a live rear axle, by September, 1986 the system became permanent. A derivative was the Quint Integra, which arrived as a 3-door Hatchback on a 245 cm wheelbase in February, 1985. In November, 1985 came the 5-door Hatchback on a 252 cm wheelbase, and in October, 1986, in Japan a 4-door Sedan on the same 252 cm wheelbase. The cars were called Honda Integra in the export, and Acura Integra in the USA and Canada.
ModelGen YearsWeightPrice TrimHPEngine
Civic4 1988 - 1991

Honda Civic The fourth generation arrived in September, 1987 with the same body layout as the previous generation, the wheelbase was now 250 cm integrally, except for the 3-door Coupe, now called Honda CR-X on a 230 cm wheelbase. The suspension was now double wishbones, coils, front and rear, also for the 4WD. A derivative was the Concerto 4-door Sedan and 5-door Hatchback, which arrived in June, 1988 and rode on a 255 cm wheelbase. The 5-door Hatchback was built in England as Rover 200 from October, 1989, the 4-door Sedan as Rover 400, from March, 1990. Rover developed a 200 3-door Hatchback (September, 1990), a 2-door Convertible (March, 1992), a 2-door Coupe (October, 1992) and a 5-door Wagon (March, 1994). The new Honda Integra arrived in April, 1989 as 3-door Coupe as well as a 4-door Pillared Hardtop on a 255 and 260 cm wheelbase respectively.
ModelGen YearsWeightPrice TrimHPEngine
CRX1 1984 - 1987 1713-1953 lbs

DX, HF, Si
60@5500 - 91@5500
Honda CRX The Honda CRX was named one of the Top Ten Cars of the Eighties and 1984 Import Car of the Year by Motor Trend magazine, and made Road & Track magazine's "Ten Best Cars in the World" list repeatedly during its production. Car and Driver called it "the definitive entry-level sports car." The new CRX was basically the Civic chassis under a sporty body. Two models were offered: the base CRX and the CRX 1.5. The chief difference between the two was that the base CRX had a 1.3-liter engine (which allowed the car to score amazing fuel economy ratings of 51 in the city and on the 67 highway) and the CRX 1.5 had the 1.5-liter engine. All CRXs had a two-tone paint scheme, comprised of White, Blue or Red with a Silver lower bodyside and bumper treatment. Introduced in 1985, the hot-rod CRX Si came ready to run with a fuel-injected version of the 1.5-liter engine that pumped out 91 horsepower. Able to hit 60 mph in less than 9 seconds, the Si also boasted handling enhancements, such as 14-inch alloy wheels with 185/60R14 high-performance tires. A power sunroof was standard on the Si, as were a monotone paint scheme and sport seats. A CRX HF (High Fuel economy) model replaced the CRX with the 1.3-liter engine. The HF had an eight-valve version of the 1.5-liter engine that produced just 58 horsepower but offered more torque and thus better acceleration around town. Mileage figures for the HF stood at 52 in the city and 57 on the highway.
ModelGen YearsWeightPrice TrimHPEngine
CRX2 1988 - 1991 1967 - 2174 lbs

DX, HF, Si
62 @ 4500 - 108 @ 6000
1493 - 1590cc
Honda CRX A sleeker and more powerful Civic lineup debuted in 1988. The CRX's wheelbase was increased to 90.6 inches. The fuel-economy champ CRX HF had an eight-valve 62-horse version of the 1.5 that could go up to 56 miles on a gallon of gas. The standard CRX had the 92-horse engine. A high-performance 1.6-liter 16-valve engine that kicked out 105 horsepower was installed in the CRX Si and Civic 4WD wagon. All Civic engines were now fuel injected. Previously, only the "Si" models had the injection. A double-wishbone suspension system was used at all four wheels. Inspired by Formula One race cars, this design promoted agile handling and a comfortable ride by precisely controlling wheel travel and keeping the tire's contact patch square to the road surface. Four-wheel disc brakes appeared on the CRX as did a slightly revised dash-board (with softer corners and larger instruments) for all Civic models. 1991 was the last year for the sporty CRX model.
ModelGen YearsWeightPrice TrimHPEngine
Integra1 1986 - 1990 2326 - 2416

113 - 118
Honda Integra This model was named one of Car and Driver's 10Best Cars in 1987 and 1988. The Integra models were sophisticated sports sedans designed for spirited driving... sporty as well as practical. With their long wheelbase and wide track they offer outstanding stability, comfort and interior space. And their aerodynamic design is attractive, uncluttered and efficient. The Integra models have front-wheel drive, 4-wheel disc brakes, and a fuel-injected, l6-valve, DOHC engine. The Integra was available in either 3-door or 5-door configurations and in two trim levels, RS and high-line LS. The wedge shape of the Integra is clean and simple with no unnecessary decoration. Integra's structural integrity was computer analyzed using NASTRAN, a stress testing program developed by NASA, and aerodynamic efficiency was refined through extensive wind tunnel testing. The driver was an important consideration in the design of the Integra interior. The instrument panel is purposefully simple for minimum distraction and the instruments are large and easy to read. The dashboard is an uncluttered, wraparound expanse. All switches and controls are logically located, well within reach, and easy to use and understand. Concern for the driver's comfort and effectiveness was paramount. Consequently, the seats are ergonomically designed for support under all driving conditions. To assure that the seats are firm in the proper places, the cushions are made using a new technique which allows varying degrees of softness to be incorporated in a single foam-casting process. The seat cushion, for instance, is more yielding in the middle and firmer at the sides for better body retention during cornering and reduced fatigue on long trips. The front-seat backs are concave to provide more knee room for back seat passengers. Virtually all interior surfaces, including the headliner, are soft-surfaced. Details, like a foot rest for the driver's left foot, have not been overlooked The rear seat backs in both the Integra 3-door and 5-door models are split 50/50. They can be folded down individually or together to create a spacious cargo area. With the seats up, the cargo area is enclosed by a cover which folds up for access from inside the car. There are numerous storage areas throughout the interior of the Integra, including: compartments in all the doors; a coin box; a pocket in the center of the front console (LS models) which can be used to hold cassettes; and a storage area in the armrest. Elastic straps are provided in the corners of the rear cargo area for securing small items, and there's a molded tray for storing odds-and-ends next to the compact spare tire. In 3-door LS models, a storage case and tie-down straps are included to secure the removable sunroof in the luggage area.
ModelGen YearsWeightPrice TrimHPEngine
L7001 1965

Honda L700 The L700 was introduced in October 1965 and was a commercial vehicle. Like the T series, it was based on the S series driveline. The engines were basically enlarged 687cc S600 engines that were fed by two side-draft carburetors and produced 52 horsepower. This model utilized a four speed, manual transmission with a steering column mounted shifter. The L700 station wagon (Honda referred to it as a "light van") was available in two trim levels; the basic LA700, and the better appointed LM700.
ModelGen YearsWeightPrice TrimHPEngine
L8001 1965 - 1967

Honda L800 The L800 was first shown at the 12th Tokyo Motor Show in 1965, and was virtually a carbon copy of its 700 siblings. Available for sale starting in 1966, their main difference was their powerplant. They borrowed a detuned S800 engine with a single side-draft carburetor that produced 58 horsepower. Like the L700, the L800 was available in the same two trim levels. There were 20,044 L series produced over their three year run (1965-1967).
ModelGen YearsWeightPrice TrimHPEngine
Legend1 1986 - 1990 1396 5spd - 1410 auto

151 @ 5800 rpm
Honda Legend The Acura Legend was Motor Trends car of the year in 1987. An interesting fact most people don't know about is that the Sterling (made in the late 80's) was actually an Acura Legend. The Sterling had the same engine and the design had minor differences. The Legend is a performance luxury touring sedan with refined front-wheel-drive, a fuel injected, 24-valve, 2.5-liter V-6 engine and a choice of 5-speed manual or 4-speed automatic transmissions. The overall concept of the Legend was as a functional driver's car that did not depend on unnecessary gimmicks and gadgets. This concept carried into styling where function and taste form the bases of the Legend's design. Its identity is clear and defined by simple yet elegant lines, and the design process itself was carefully coordinated from concept to production to make sure the car was correct in all respects. Special emphasis was put on ergonomics to minimize driver stress and fatigue. The Legend was aerodynamically efficient with a low drag coefficient a 0.32. Its body is wedge shaped with a low hoodline and angled windshield, flush headlights and bodywork, and minimal overhangs. Its interior is spacious, tastefully appointed, and specifically designed for a high degree of comfort at all road speeds. The Legend's fenders are gently curved outward to form aerodynamic "blisters". This sculpturing gives the Legend a more aggressive, purposeful look and also accommodates the Michelin MXV 205/60x15 tires. Drive components are isolated from the body by mounting them on a sub-frame which is connected to the body at eight points. In addition, there's acoustical insulation under the hood and along the firewall; doors and three-and four-layer sealed; and sandwich construction is used on the front floor and lower dashboard. To keep noise and vibration levels low, the engine is also cradled on a pair of hydraulic mounts. Corrosion resistance is achieved by using a variety of special steels and treatments: zinc coated steel; electrolytic duplex alloy coated steel; hot-dip iron-zinc alloy steel; and surface treated sheet steel. For further corrosion protection, the under-body is chemically treated and plastic inner-panels are used in the front fenders. Extra attention was given to detail finish and quality control. Copper sheet welding, rather than spot welding, is used in visible areas and all major body components are compound jig welded; computer monitor dimensional accuracy throughout assembly. A special painting method was developed for the Legend; it's a 4-coat, 4-bake process which cures each successive layer of paint at a lower temperature for a longer period of time. Ordinarily, paint is baked at 180 degrees for: 20 minutes; with the new technique, it's 140 degrees for 40 minutes. This results in a smoother, flatter surface. On metallic colors, the last coat is clear for a high luster finish. Before painting, the front end of the Legend is coated with a special elastic material to prevent chipping; the rocker panels are also given a protective coating. The interior of the Legend is designed for comfortable and secure cruising for long periods at highway speeds. Particular attention has been devoted to making the driver's environment simple, efficient and to minimize fatigue. To minimize stress, an efficient environment was created for the driver by using large, clearly readable analog instruments and positioning the most commonly used controls within easy reach around the instrument pod. All switches are designed to give a positive response; the dashboard surface is smooth and uncluttered; the four-spoke steering wheel is thick for a solid feel, and is designed to accommodate the hands in a natural driver position. An integrated and seamless interior, which enhances the feeling of spaciousness, elegance and quality, was achieved by eliminating metal and plastic strips normally used to cover trim lines. Instead, the Legend uses soft cloth covered trim where the headliner meets the doors, on the pillars, and around much of the interior paneling. Front seats recline and are bolstered to counteract lateral forces; the driver's seat adjusts for thigh and lumbar support. The attachment point for the latch on the front seat belts in integral with the seat, making the belts easier to use regardless of seat position. The front center console is designed to accommodate a cellular phone. The rear seats have retractable and adjustable headrests as well as a fold-down center armrest. Both front and rear seats are fully sprung by horizontal springs. They're upholstered with molded, ergonomically shaped, urethane foam pads with the proper degree of firmness to provide support and comfort on long trips. The seats are covered with moquette, a luxurious rich, durable and free-breathing fabric. The ventilation ducts are large and distribute air, by means of an infinitely variable fan, from the heater or standard air conditioning system. Air exhaust vents near the taillights take advantage of a low pressure area to draw air through the car. The front side-window demisters may be used independently. The Legend is equipped with a tinted electric sunroof; it can either tilt at the rear or slide back, and has a manual sliding sunshade. The AM/FM cassette stereo radio delivers superior sound through a 20 watt per channel, 4 channel amplifier and programmable seven band graphic equalizer. It has dual function, push-button controls; easy-to-read digital display; four speakers; rear window laminated and rear-fender mounted dual diversity antennas (the reception of the two antennas is constantly monitored and the one receiving the best FM signal is automatically selected); and remote controls for volume and tuning on the instrument pod to minimize driver distraction. Legend standard equipment includes: cruise control; adjustable steering column; speed sensitive power assisted steering; power door locks; and windows; and air conditioning.
ModelGen YearsWeightPrice TrimHPEngine
Life Pickup1 1973 - 1974 1333

Std, Deluxe
30 hp @ 8,000 rpm
Honda Life Pickup The Honda Life Step Van was based on the Honda Life, a semi-front design with a rear rigid axle with leaf springs. A Honda Life Pickup was added in 1973. This is the only front-wheel-drive Kei class minivan/pickup ever made in Japan! The van remained available through 1975, the pickup was already deleted in October, 1974 with less than 1,500 made.
ModelGen YearsWeightPrice TrimHPEngine
Life Van1 1972 - 1974 1333

Std, Deluxe
30 hp @ 8,000 rpm
Honda Life Van The Honda Life Step Van was based on the Honda Life, a semi-front design with a rear rigid axle with leaf springs. A Honda Life Pickup was added in 1973. This is the only front-wheel-drive Kei class minivan/pickup ever made in Japan! The van remained available through 1975, the pickup was already deleted in October, 1974 with less than 1,500 made.
ModelGen YearsWeightPrice TrimHPEngine
N3601 1967 - 1970

354 cc
Honda N360 In March, 1967 the Honda N 360 arrived. A front-wheel-drive 2-door sedan with a wheelbase of 200 cm, and a light-alloy OHC air-cooled 2-cylinder 354 cc engine with 31 HP. The rear axle was rigid with leaf springs. In June, 1967 a 2-door wagon was added, called Honda LN 360. In October, 1968 the N 360 T (later called Touring) was released with a 36 HP twin carburettor engine (9000 rpm). In 1969 a version with a 402 cc engine was produced and called the Honda N 400. By January, 1970 the cars were renamed Honda N III 360 and Honda LN III 360.
ModelGen YearsWeightPrice TrimHPEngine
N6001 1969 - 1972

Honda N600 These were all two door with a trunk, and first sold in Hawaii in 1969. In 1970 they were imported to California and elsewhere. Sticker price was $1295.00 or so. Early cars up to mid year 1971 were all non synchromesh transmission. When the new features were added so was a fully synchromesh transmission. New features for sedan included: chrome outer body strips, deluxe interior with chrome trim, retractable seat belts, and seat belt buzzer.
ModelGen YearsWeightPrice TrimHPEngine
N8001 1965

Honda N800 The N800 (not to be confused with the N600, with which it shared absolutely nothing in common) was only a prototype. It shared the L800 / P800 driveline, was also shown along with its S, L, and P sisters and brothers at the 1965 Tokyo Motor Show, but was never produced.
ModelGen YearsWeightPrice TrimHPEngine
NSX1 1986 - 1990

Honda N800 1990 Birth of the NSX. Mid-weight, mid-ship, rear-wheel drive Forward canopy design; All-aluminum body results in 200kg weight reduction vs. steel body; V6 DOHC VTEC engine delivers linear acceleration; All-aluminum 4-wheel double-wishbone suspension; Dif't. diameter front and rear tires TCS, 4ch ABS Electronic power steering; Driver-side SRS airbag standard. 1991 Inauguration of owners' meetings. Lessons on basic sports driving skills held at Suzuka circuit; opportunity provided for owners to mix and converse with Honda staff. 1992 Birth of the NSX-R. Further lightened by approx. 120kg Hard suspension tuning; Custom Recaro full-bucket seats; Custom Momo steering wheel; Sculpted titanium shift knob Limited production to 1995. 1993 Manual transmission car equipped with electronic power steering; Equipped with security system; Equipped with passenger-side SRS airbag. NSX racing activities begin. Participation in German touring car race (ADAC); Driving academy established; Refresh plan established: Maintenance plan for previously-raced NSX's.
ModelGen YearsWeightPrice TrimHPEngine
P7001 1965

Honda P700 The P700 was introduced in November 1965 and was a commercial vehicle. Like the T series, it was based on the S series driveline. The engines were basically enlarged 687cc S600 engines that were fed by two side-draft carburetors and produced 52 horsepower. This model utilized a four speed, manual transmission with a steering column mounted shifter. The P700 light truck was slightly more conventional in body style than the cab-over-engine T series, with both models using coil springs and shocks for their front suspension while keeping with leaf springs and a solid axle in the rear.
ModelGen YearsWeightPrice TrimHPEngine
P8001 1965 - 1967

Honda P800 The P800 was first shown at the 12th Tokyo Motor Show in 1965, and was virtually a carbon copy of its 700 siblings. Available for sale starting in 1966, their main difference was their powerplant. They borrowed a detuned S800 engine with a single side-draft carburetor that produced 58 horsepower. There were only 2,402 P series produced over their three year run (1965-1967)
ModelGen YearsWeightPrice TrimHPEngine
Prelude1 1979 - 1982 2130 5spd 2146 auto

72 @ 4500 5spd 68 @ 4500 auto
Honda P700 The first generation Honda Prelude was introduced as a 1979 model and was developed as a better-equipped, more stylish step up from the Accord. The 4 cylinder, SOHC, 1751 cc CVCC engine offered 72 horsepower at 4,500 rpm. The car was available with either a two speed automatic or a five speed manual transmission. The five speed delivered 72 HP and the auto 68, both at 4500 RPMs. The automatic started with only two gears, but by October 1979, Honda added a 3 speed model with the final gear as an overdrive. The car made use of an engine oil cooler and transistor-controlled ignition system. Four wheel independent struts, brakes and floorpans were all borrowed from the second generation Civic. The new larger 1.8 liter engine was the same as the first generation Accord sedan, giving the car adequate power compared to it's competitors. Inside, the Prelude featured a wealth of standard equipment, including a power glass moonroof that became a Prelude trademark. Other features included an a combination tach and speedo, intermittent wipers, tinted glass, remote and trunk release. Leather seats were also an available option as was the AM/FM Cassette stereo. The external styling introduced many details that were seen on future Civic and Accord models. For 1981 and 1982 Honda developed a few extra horsepower from the EK engine by raising the compression ratio from 8.0:1 to 8.8:1. Total first-generation production for the U.S. market was 171,829 vehicles.
ModelGen YearsWeightPrice TrimHPEngine
Prelude2 1983 - 1987

100 - 110
1800 - 2000cc
Honda P700 The second generation Prelude was totally redesigned. It was made to have a lower profile and smother lines to look more like a true sports car. The new Prelude was a much stronger car that its predecessor. It had totally redesigned suspension as well as a new four-cylinder engine that put out 100 Horsepower at 5,500 RPM. The 1983 Prelude was wider, lower and longer than its predecessor, and the 1.8-liter CVCC, SOHC engine, fed through two sidedraft carburetors, generated 25 additional horsepower than the old Accord. To accommodate the low hood line and improve camber control, Honda replaced the MacPherson strut front end with a double A-arm front suspension. The rear suspension still employed Chapman struts, and anti-roll bars were mounted on both ends. In 1984, a conventional 12-valve head replaced the CVCC unit, the optional variable-power assist steering became standard, and the disk/drum braking layout was replaced a four-wheel disk system. Road & Track declared the 1984 Prelude as the best sports coupe under $12,000, and the same year, Car and Driver rated the Prelude?fs handling second only to the Porsche 944. In mid-1985, Honda added the Prelude Si to the lineup, boring the 1.8-liter ET2 (A18A) engine out to 2 liters and replacing the carburetors with the PGM-FI fuel injection used on the Accord and Civic. This BT (A20A) engine produced an extra 10 horsepower (now 110), but the additional weight of standard power windows, air conditioning, and revised bodywork held performance to just a small improvement over the 1.8-liter version, which also continued to be sold. Another new feature that was added on to the second generation was the addition of disk brakes in the rear. Total second-generation production for the U.S. market was 336,599.
ModelGen YearsWeightPrice TrimHPEngine
Prelude3 1988 - 1991 2315 - 2646 lbs

108@5,800 - 143@6,000
1958 cc
Honda Prelude The third generation Prelude was a refinement of the second generation. Two versions were offered: the Prelude S, equipped with a 105 hp, 12-valve, SOHC, twin-carb B20A3, and the Si, which substituted a 16-valve, DOHC head and fuel-injection to produce 135 hp B20A5. This time, both front and rear suspension employed a double A-arm front layout. Brakes, wheels and tires grew to cope with the larger car. An optional active four-wheel steering system was a first in production passenger cars; the system counter-steered the rear wheels at low speeds to decrease turning radius, and at higher speeds, steered them in parallel with the front to increase high-speed stability in rapid maneuvers such as lane-changes. Weight grew along with power though, and the Si was only slightly faster than the second-generation car. In 1990, Honda upgraded the Prelude Si with a 2.1-liter engine, basically a bored-out B20A5, which also marked an early production application of the fiber-reinforced aluminum cylinder wall Honda had developed for racing engines, and produced an extra 10 horsepower over the smaller engine. Both versions of the 2-liter engine continued to be offered as well. Total third-generation production for the U.S. market was 160,909.
ModelGen YearsWeightPrice TrimHPEngine
Prelude4 1992 - 1996

Honda Prelude The fourth generation Prelude was a radical break from the traditional Prelude shape -- the rectangular, notchback body was replaced by a shorter, lower, wider fastback. Under the hood, the top-of-the-line Prelude Si received a new, 160 hp, 2.3-liter, fuel-injected, DOHC engine. Combined with a well-matched 5-speed gearbox, the new car accelerated to 60 miles per hour nearly two seconds faster than the third-generation cars. A new, electronically controlled four-wheel steering system returned as an option. The Prelude S shared the same chassis and underpinnings, but used the 135 hp, SOHC engine from the Accord and rode on smaller, 14-inch wheels. In 1993, Honda added the Prelude Si VTEC (later, simply Prelude VTEC) to the U.S. market, giving Prelude fans 190 hp H22A engine that Japanese-market Preludes introduced the year before. In addition to the more powerful engine, these cars had upgraded interiors and slightly larger front brakes, but were otherwise identical to 2.3-liter Si. In 1994, Honda made minor interior changes to interior lighting and the center console. The 1995-only Prelude SE was simply a 2.3-liter Si with the leather interior and improved stereo from the VTEC. The four-wheel steer option proved unpopular in the U.S., and was no longer offered after 1994. The fourth generation cars made Car and Driver's 10-Best list every year of production, and it placed highly in several sport coupe comparison tests. Total fourth-generation production for the U.S. market was 98,627.
ModelGen YearsWeightPrice TrimHPEngine
S3601 1962

33 @ 9,000rpm
Honda S360 This was a predecessor to Honda?s first true production-ready, prototype auto, which made its public debut at the 1962 Tokyo Motor Show. Powered by an all new, DOHC, water-cooled, in-line 4 cylinder engine with four carburetors, it produced 33 horsepower from 356cc at an unheard of 9,000 rpm. The car also featured a steel body, a five speed manual transmission, and for an automobile, a very unusual chain final drive utilizing aluminum swing arms which served double duty as chain cases, and also acted as trailing arms for independent rear suspension. The S360 never actually went into production because of conflicts with the contemporary Japanese Government?s size and displacement rules, and restrictive tax laws.
ModelGen YearsWeightPrice TrimHPEngine
S5001 1963 - 1964

44 @ 8,000rpm
Honda S500 The S500 followed the T360 into production in October of 1963, earning itself the title of the first production Honda car. Initially introduced with a 492cc engine, the specifications read like those from a Formula 1 race car; double overhead camshafts, four carburetors, a needle roller bearing crankshaft, and a 9,500 rpm redline. The car produced 44 horsepower at 8,000 rpm from its later, production displacement of 531cc, weighed approximately 1,500 pounds, and could achieve a top speed of 80 miles per hour. A four speed transmission (with synchromesh on the top three gears) was utilized. Final drive was by oil bath chains to the rear wheels. Four wheel independent suspension was achieved using torsion bars in the front, and diagonally attaching coil-over-shock strut units to the rear of each chain case. Brand new, it sold for the equivalent of $1,275. A fiberglass hardtop was offered as an optional accessory. There were 1,363 S500s produced between October 1963 and September 1964 (136 in 1963, and 1,227 in 1964), when it was supplanted by the larger-engined S600.
ModelGen YearsWeightPrice TrimHPEngine
S6001 1964 - 1966 1576 conv, 1609 coupe

Std, SM
57 @ 8,500rpm
Honda S600 The S600, launched in March of 1964, was the first Honda car to be offered in two versions; a convertible almost identical to its S500 sibling, and a fastback coupe, introduced in March of 1965. Styling would remain pretty much the same, with the most noteworthy changes coming to the front grille, bumper, and headlights. For this model, the engine capacity was increased to 606 cc. The engine produced 57 hp at 8,500 rpm and had a top speed of 90 mph. With the convertible weighing in at 1576 pounds, the extra sheet metal of the coupe only added 33 pounds to the overall weight. The S600 was the first "mass marketed" Honda car. First offered with right hand steering only, it soon became available in left hand steering so as to be appealing to the export market. (There were a few pre-production S500s manufactured with left hand steering, two or three even being shown in some early sales brochures, but all production S500s were right hand drive.) Both the S600 roadster and coupe were available in standard trim and a special, upgraded package called the SM600 which included, among other items, special paint colors, exclusive badging, a standard radio and speaker, a special antenna in the passenger side sun visor, standard reversing lights, a standard cigarette lighter, a standard heater, better cushioned seats, and a detachable seat track for quick removal of the passenger seat. Production of the S600 was much greater than that of the S500. In fact, of the three production engine sizes for the sports cars, the S600 had the highest figures. Honda built 3,912 roadsters in 1964, with production climbing to 7,261 convertibles and 1,519 coupes in 1965. Production dropped off in 1966 (as they were shifting to the S800) with only 111 roadsters and 281 coupes, giving tallies of 11,284 convertibles and 1,800 coupes for the 3 year span.
ModelGen YearsWeightPrice TrimHPEngine
S8001 1966 - 1970

Std, SM
70 @ 8,000rpm
Honda S800 The S800 was introduced to the world at the 1965 Tokyo Motor Show, and offered for sale in 1966. For this displacement increase, there would be some significant styling changes to both the front and rear of the car, while again being available in either roadster or coupe form. The early S800 would also be sold in standard and "SM" trim levels. The displacement was increased to 791cc which resulted in 70 hp at 8000 rpm. The S800 reached 100 mph and still boasted 35 mpg. The first 752 convertibles and 242 coupes continued the chain rear drive and independent rear suspension of its predecessors. For the next 604 roadsters and 69 coupes, Honda replaced the rear chain / suspension configuration with a more conventional live rear axle located by four radius rods and a panhard rod, while retaining four wheel drum brakes. Thereafter, front disk brakes replaced the four-wheel drum setup, while continuing the live rear axle for the remainder of the production run. The next significant change came in 1968 with the introduction of the S800M version. Aimed at the American market, Honda made changes to include flush door handles, side marker lights, dual circuit brakes, varied taillight configurations to suit different markets, safety glass, leaner carburetion, and more. (They went so far as to show a "USA Model" in the parts catalogues and owner's manuals, but no S800s, or for that matter any S series cars, were ever officially imported into the US for retail distribution.) All the changes were in vain, however, as the high revving engine produced too many hydrocarbons. New safety and emissions regulations were being introduced and the S800 did not measure up. Without the support of the American market, Honda ceased production of the S800 in May 1970. A total of 11,536 S800s were produced between 1966 and 1970.
ModelGen YearsWeightPrice TrimHPEngine
T3601 1963 - 1967

Pickup, flat bed, folding side, panel van
30 @ 8,500rpm
Honda T360 The first Honda automotive product to actually go into production was the T360 truck in June of 1963. With a slightly detuned version of the S360 engine, it produced 30 horsepower at 8,500 rpm. Between June 1963 and August 1967, Honda produced 108,920 of these "sports trucks" in four different versions; a T360 with a conventional pick up truck bed (pictured); a T360F flat bed with wooden slats; a T360H with a flat pick up truck bed and sides that fold in addition to the tailgate; and a T360V "panel van" with an enclosed, hard cap over the bed.
ModelGen YearsWeightPrice TrimHPEngine
T5001 1964 - 1967

Pickup, folding side
38 @ 7,500rpm
Honda T500 The T360's big brother, the T500, was produced from September1964 to November1967. It was available in two body styles; a conventional pick up bed, and the T500F, shown here, with the flatbed and sides that fold down in addition to the tailgate. Engine displacement was increased to 531cc, increasing the horsepower to 38 at 7,500 rpm. Total production over the four year span was 10,226.
ModelGen YearsWeightPrice TrimHPEngine
Vamos1 1970 - 1973

Honda Vamos The Vamos was an open doorless cabover truck, with various seat and canvas top variations. It was based on the TN360 and 2,500 were built until 1973.
ModelGen YearsWeightPrice TrimHPEngine
Z6001 1971 - 1972

Honda Z600 This model was 2 doors with hatchback, from 1971-1972. Colors were Orange, Yellow, Olive Green, and Blue. 1971 cars had a five piece rear bumper (flat with 2 little over riders), and the hood prop was hinged in the middle. 1972 cars were modified to meet more DOT specs and these upgrades included retractable seat belts, dash board warning device "Fasten Seat Belt", 3 piece rear bumper, 1 piece hood stick.

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