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Honda Accord

Posted on: June 19, 2009

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The Honda Accord is the series of mid-size automobiles manufactured by Honda since 1976, and sold in most automotive markets throughout the world. The Accord became the first Japanese car to be produced in the U.S in 1982, when production commenced in Marysville, Ohio at Honda’s Marysville Auto Plant. It is also produced in Guangzhou, China since the 1999 inception of the Guangzhou Honda Joint Venture. The Accord has achieved considerable success, especially in the United States, where it was the best-selling Japanese car for nearly 20 years (1982-97) topping its class in sales in 1991 and 2001, with around ten million vehicles sold.[1] Numerous tests, past and present count the Accord as one of the world’s most reliable vehicles.[2]

Over the years, Honda has offered several different body styles and versions of the Accord, and often vehicles marketed under the Accord nameplate concurrently in different regions differ quite substantially. It debuted in 1976 as a compact hatchback, though this style was dropped in the 1980s, as the lineup was expanded to include a sedan, coupe, and wagon. By the Accord’s sixth generation in the 1990s, it evolved into a intermediate vehicle, with one basic platform but with different bodies and proportions to increase its competitiveness against its rivals in different international markets. For the current generation of the Accord released for the North American market in 2008, Honda again has chosen to move the model further upscale and increase its size. This pushed the Accord sedan from the upper limit of what the U.S. Environmental Protection Agency (EPA) defines as a mid-size car to just above the lower limit of a full-size car,[3] with the coupe still rated as a mid-size car.

Concept

Honda chose the name Accord, reflecting “Honda’s desire for accord and harmony between people, society and the automobile.”[4] The initial design was changed to a fuel efficient, low emission vehicle since it was introduced during the fuel crises of the 1970s. In the United States and Japan, a version was produced using Honda’s CVCC technology, meeting emission standards of the 1970s and early 1980s without a catalytic converter.

Like the smaller Honda Civic, the Accord used front-wheel drive and a transverse engine layout.

First generation (1976–1981)

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The first generation Honda Accord was launched in 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 larger than the tiny Honda Civic at 162 inches (4,115 mm) long. The Accord sold well, due to its moderate size and great fuel economy. It was the first Japanese small car with features like cloth seats, a tachometer, intermittent wipers, and an AM/FM radio as standard equipment. In 1978 an LX version of the coupe was added which came with air conditioning, digital clock, and power steering. In 1979 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)[5] EL1 engine was supplemented and in certain markets replaced replaced by the 1,751 cc (106.9 cu in) EK-1 unit. In 1980 the optional two-speed automatic of previous years became a three-speed automatic. Slightly redesigned bumper trim, new grilles and taillamps, and remote mirrors on the 4-door (chrome) and the LX (black plastic) models. The CVCC badges were deleted. In 1981 an SE model was added for the first time, with novio-leather seats and power windows. Base model hatchbacks received the same smaller black plastic remote mirror that the 4-door, LX, and SE 4-door received at the same time. Instrument cluster revised with mostly pictograms, instead of the worded warning lights and gauge markings. Nivorno Beige (code #Y-39) replaced with Oslo Beige (#YR-43). Dark brown was discontinued, as was the bronze metallic. Shifter redesigned to have a stronger spring to prevent unintentional engagement of reverse, instead of the spring-loaded shift knob of the 1976 through 1980 model cars.

The Accord competed with Japanese competitors Toyota Corona, Nissan Stanza, Mazda Capella, and the Mitsubishi Galant.

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1979-1981 Honda Accord hatchback (North America)

Second generation (1982–1985)

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Debuting in 1981 in Japan and Europe, and as a 1982 model in North America, in addition to being produced in Japan, this generation of the Accord became the first to be built in the USA, 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 US, holding that position for about 15 years. In Japan, a sister model called Honda Vigor was launched simultaneously with the new Accord.

Modernizing both the interior and exterior, the second generation Accord was mechanically very similar to the original, using the same 75 hp (56 kW), 1,751 cc (106.9 cu in) EK1 CVCC engine. Fuel economy increased by nearly 15%. Vastly improved quality control, however, made this one of the most reliable cars on the US market, a position it still holds today. 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.[6] 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. Department of Transportation had stringent lighting requirements which prevented Honda from including the aerodynamic molded headlight units which were used on Australian, European and Japanese Accords. The U.S. D.O.T. required the use of rectangular 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. German Accords included additional reflectors which were embedded into the rear bumper as well as washer sprayers for front and rear lamps. The Japanese Accords were unique from all other markets in that they included adjustable ride height control and were unique in that their side view mirrors were installed on the mid forward fenders.

In 1983, Honda upgraded the automatic transmission to a four speed, a major improvement over the three speed Hondamatic. The manual, five speed transmission remained unchanged. A 120 mph (193 km/h) speedometer replaced the earlier 85 mph (137 km/h) unit. The Special Edition (SE) featured, novio-leather seating, power windows, power sunroof and locks. Gray was added as a color option.

By 1984, 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, and 1984 in the US, the Accord body was restyled with a slightly downward beveled nose; and, the slightly more powerful ES2 1,829 cc (111.6 cu in) CVCC powerplant was used, bringing 86 hp (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 locks (sedan only), a digital clock, and roof pillar antenna, along with thick black belt moldings and integrated bumpers. Flush plastic mock-alloy wheels covers instead of caps on steel wheels 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. These models were on U.S. roads well past the turn of the century.

In 1985, the Special Edition returned as the SE-i, capitalizing on the final year of the second generation’s production. A fuel-injected, 101 hp (75 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 (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 novio-leather seating, power moonroof, bronze tinted glass, a premium sound system with cassette, and 13″ alloy wheels.

Overseas versions of the Accord and available options differed from market to market, with the Japan generally receiving 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 A.L.B) 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 Japanese market with the earlier introduction of the ES3 engine in the SE-i, taking a year to arrive in the North American and European Markets.

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

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Second Generation, Second Series European ‘Three door’ Honda Accord coupé.

The U.S. Department of Transportation had stringent lighting requirements which prevented Honda from including the aerodynamic molded headlight units which were used on Australian, European and Japanese Accords. The U.S. D.O.T. required the use of rectangular 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. German Accords included additional reflectors which were embedded into the rear bumper as well as washer sprayers for front and rear lamps. The Japanese Accords were unique from all other markets in that they included adjustable ride height control and were unique in that their side view mirrors were installed on the mid forward fenders.

In 1983, Honda upgraded the automatic transmission to a four speed, a major improvement over the three speed Hondamatic. The manual, five speed transmission remained unchanged. A 120 mph (193 km/h) speedometer replaced the earlier 85 mph (137 km/h) unit. The Special Edition (SE) featured, novio-leather seating, power windows, power sunroof and locks. Gray was added as a color option.

By 1984, 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, and 1984 in the US, the Accord body was restyled with a slightly downward beveled nose; and, the slightly more powerful ES2 1,829 cc (111.6 cu in) CVCC powerplant was used, bringing 86 hp (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 locks (sedan only), a digital clock, and roof pillar antenna, along with thick black belt moldings and integrated bumpers. Flush plastic mock-alloy wheels covers instead of caps on steel wheels 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. These models were on U.S. roads well past the turn of the century.

In 1985, the Special Edition returned as the SE-i, capitalizing on the final year of the second generation’s production. A fuel-injected, 101 hp (75 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 (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 novio-leather seating, power moonroof, bronze tinted glass, a premium sound system with cassette, and 13″ alloy wheels.

Overseas versions of the Accord and available options differed from market to market, with the Japan generally receiving 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 A.L.B) 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 Japanese market with the earlier introduction of the ES3 engine in the SE-i, taking a year to arrive in the North American and European Markets.

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The Restyled, Second Series (US 84-85) Honda Accord LX sedan

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1982-83 US Honda Accord Dashboard

Third generation (1986–1989)

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The third generation Accord was introduced in Japan and Europe in 1985 and North America in 1986. It had a very striking shape, bearing a resemblance to the second and third generation Preludes. One notable feature was the flip-up headlights, unusual for a sedan. Sedan models sold on the European market featured fixed headlights and a different taillight cluster.

This Accord became the first Honda to employ double-wishbones at both the front and rear ends—a layout that spread to the Civic and Prelude in 1988 and the Integra in 1990. While more expensive than competitors’ Macpherson strut systems, this setup provided better stability and sharper handling for the vehicle. All have front and rear stabilizer bars as well. Brakes were either large 4-wheel discs with twin-piston calipers (as in the JDM Si model), smaller 4-wheel discs with single piston calipers, or a front disc/rear drum system. ABS was also 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 included the following: In Japan, the A18A, B18A, and B20A; in Europe, the A16A1, A20A4, B20A2 and B20A8; in North America: the A20A1, A20A2, A20A3 and A20A4 (in Japanese and European models).

The Accord’s interior ranged from spartan to luxurious. In the Japanese home market, the Accord was available with a full power package, leather upholstery, heated seats, heated mirrors, a digital instrument cluster, and even climate control. The Accord Aerodeck (a three-door hatchback Accord made for Japanese and European consumers) had Recaro seats. Export Accords were not available with most of these options, presumably (and in the USA in particular) because Honda was seen as a builder of economy cars, and not to cannibalize sales from the recently introduced Acura line.

The Accord was available in several body styles throughout the world, including a 4-door sedan, 2-door coupe, 3-door liftback, and 3-door “Aerodeck” which resembled the third generation Civic hatchback subcompact and was not sold in US or Canada.

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Honda Accord hatchback (US)

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Euro-spec Accord “Aerodeck”

Fourth generation (1990–1993)

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A larger Honda Accord based on the “CB” chassis was launched in Japan. This generation was the first not to feature a three-door model, and the first one to be exclusively sold by the Honda Clio dealer network in Japan. A sister car, called Honda Ascot, differing only slightly from the JDM Accord sedan, was launched for sale in the Honda Primo stores that also carried previous-generation Accords. On the other hand, the Honda Vigor, previously closely related to the Accord, became a rather different model, fitted with longitudinally-mounted inline five-cylinder engines.

The more conservative Accord now bore a resemblance to the first-generation Acura Legend and the third generation Prelude. The Accord had matured into a larger car now approaching the likes of the midsize Ford Taurus, but was still given “compact” status.

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1990-1991 Honda Accord sedan (North America)

This was one of the first US 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 polycarbonate as is most common today.

For this fourth generation Accord Honda made significant engineering design improvements. All Accords sold in North America came with a completely new 2.2 liter 16 valve electronic fuel injected engine standard, replacing the previous 2.0 liter 12-valve model from the past generation. A first in the automotive industry for a non-luxury vehicle was its all aluminum power train (engine and transmission). 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 routed through the valve damping vibration. Above 850 rpm, fluid routed around the valve making the engine mount stiffer.

In the US, 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 US models with LX, EX and EX-R roughly corresponding to the American DX, LX, and EX, respectively. Fourth generation EXi Accords sold in Australia and New Zealand offered the same 4-wheel steering technology as was available optionally on the US Honda Prelude. US Accord Coupes were available in DX and EX trims (LX and EX-R in Canada).

A 125 horsepower (93 kW) 4-cylinder engine was offered the DX and LX models (F22A1), while the 1990 and 1991 EX received a 130 hp (97) version (F22A4) and the 1992 and 1993 received a 135 hp (100 kW) version (F22A6). 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, locks, and mirrors. The EX added 5 horsepower more due to different exhaust manifold and slightly bigger exhaust piping, 15 inch machined aluminum-alloy wheels, sunroof, upgraded upholstery, dual-outlet single exhaust, rear stabilizer bar and a high-power 4-speaker stereo cassette. The EX also had an optional anti-lock braking system (at the time abbreviated as ALB, now all automakers refer to it as ABS).

NOTE: The 1992-1996 Honda Prelude S also came with the same motor (F22A1) as the Honda Accord but because of a different slightly more aggressively tuned ECU (P12), the Prelude was rated at 10 hp more. The Prelude’s ECU (P12) can be installed in place of the Accord’s ECU (PT3) for a 10 hp gain in power on the F22A1 and F22A4 motors. This will not work in the Accord EX with the F22A6 motor because they use a IAB system on the intake that is computer controlled and the F22A6’s ECU (PT6) controls when the butterflies in the IAB system opens and closes.

Because of tightening auto safety regulations from the NHTSA, all North American 1990 and 1991 Accords 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 and reversed to release them when opened. The lap belts however, still required manual fastening.

For the 1992 and 1993 model years, the awkward motorized shoulder belt system were replaced with a standard driver-side airbag and conventional shoulder/seatbelt arrangement for all but the center rear passenger. A redesigned manual transmission with hydraulic clutch was standard equipment 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, fog lights, security system, rear wing spoiler, trunk lip spoiler, luggage rack, full and half nose mask, center armrest, equalizer, window visors, sunroof visor, car cover, and cockpit cover.

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Honda Accord wagon (US)

In 1991 Honda unveiled the Accord Wagon, manufactured at the Marysville, Ohio and Sayama, Japan plants. The Ohio plant exported right-hand drive wagons and coupes to Europe and Japan. European and Japanese vehicles had options not available within the US including automatic climate controls systems, powered seats and several other minor features. The Accord Wagons were available only in LX and EX models and unlike other US Accords included a driver’s side airbag as standard equipment. For the first time Honda chose to introduce the SE model prior to the end of its 4 year model cycle. It returned mid-term to the lineup without the traditional Honda-Bose high powered audio system but with an AM/FM Stereo Cassette 4x20watt EX audio system; leather-trimmed steering wheel, 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. 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 less distinctive EX model wheels.

Minor model update

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1992-1993 Honda Accord sedan (US)

Accords received a minor facelift for the 1992 model year. The SE version was dropped again and left behind its 140 hp (104 kW) engine for use in the EX model. The Accord lost its dubiously desirable automatic shoulder belt system used in 1990-1991 as all models now included a standard driver’s side airbag. Anti-Lock 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, restyled shortened taillights with inverted amber turn signal and backup light positions, slightly thinner body side molding, and updated wheel designs. The coupe’s taillights resembled those from the 1990-1991 Accord. 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.

In 1993 Honda released the “10th Anniversary Edition” sedan, marking the 10th year for the Accord’s US production. The 10th Anniversary Edition was essentially an Accord in LX trim with the addition of ABS, 4 wheel disc brakes, 15″ alloy wheels, and body colored side moldings. An automatic transmission was standard. Only three colors were offered on the 10th Anniversary Edition: Frost White, Granada Black Pearl, and Arcadia Green Pearl. The SE returned for 1993 as both a sedan and for the first time as a coupe. Another Accord first, dual airbags were standard, but only in the SE sedan. The 1993 SE is also equipped with body colored side molding. An 8-button, 4-speaker Honda-Bose music system, automatic transmission, leather trim and body colored bumper and body side moldings were standard. The SE coupe included a factory wing spoiler. In Canada, the SE came with heated front seats and heated side view mirrors. Both the sedan and coupe received distinctive 15″ alloy wheels as well. All SE sedans in 1991 and 1993 were manufactured in Japan, while all SE coupes were produced in the US. The 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 the SE designation intermittently as a “special-edition” model, combining an Accord LX with several EX features.

At the end of the model life of the CB Accord, a “pilarred 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 1991 Honda Prelude.

[2] CB7Tuner, a large online forum community, is based on the fourth generation Accord and contains owners of fourth generations from all over the world.

Fifth generation (1994–1997)

Japanese and North American Accord

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In 1994, the Honda Accord was moved to a yet larger “CD” chassis, primarily to better suit the requirements of the North American market. It grew in width but oddly 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 smaller second-generation Honda Ascot and Honda Rafaga.

DX, LX and EX remained the American trim lines while Canada retained the EX-R. The 5-speed manual remained mostly unchanged; the 4-speed automatic transmission, noted for its hard shifts, now included a “Grade-Logic” shift program. 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 a VTEC version of the 2.2-liter 4-cylinder (making 145 hp (108 kW) instead of 130), antilock brakes (now an option for the LX), 15″ alloy wheels (instead of 14″ steel), 4-wheel disc brakes, and a rear stabilizer bar; leather was an EX option. The Accord was named Motor Trend Import Car of the Year. The Accord coupe looked almost exactly like the sedan; this was the last generation of Accord to offer a wagon variant in America.

In 1995, the Accord debuted a V6 engine, the 2.7 L C27 from the Acura Legend, in the U.S. market. The V6 was offered in the LX and EX versions of the sedan. Both versions of the V6 received a dual-outlet exhaust, a 4-speed automatic transmission, 15″ wheels and a slightly updated front grille. The Accord saw very little other changes in 1995 with the exception of a few different exterior/interior color combinations. Some versions sold in New Zealand had a 2.4-litre 4-cylinder while the 2.7 V6 was offered in EX trim only.

In 1996, the Accord underwent the usual mid-generation facelift. More rounded bumpers, a slightly modified front fascia with new signal lights and rear taillights give 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 United States the 1996 model lineup included the 25th Anniversary Edition, a model between the DX and LX.

In 1997, 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.

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1994-1995 Accord wagon (US)

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1996-1997 Honda Accord coupe (US)

Sixth generation (1998–2002)

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The JDM Accord became narrower than the previous generation, returning to the favorable “size 5” tax bracket. A nearly identical sister car, the Honda Torneo, superseded the Honda Ascot and the Honda Rafaga in Japan. While the wagon was discontinued in North America, Honda developed a Aerodeck version of the JDM model, for sale mainly in Japan.

  • The (CL1)Accord/Torneo Euro R was released in 2000, featuring a 220 hp (164 kW) H-series (H22a7) engine, close ratio 5-speed gearbox and ‘R’ features such as Recaro seats, helical-torsen LSD, sports suspension, sports exhaust (including 4-2-1 headers) and titanium gearknob. It was also fitted with a unique factory bodykit that included flares and was available in some colours not available to other accords(such as Milano Red).
  • The (CF4) Accord SiR-T featured in 1998, was powered by a rare 2.0 liter F-Series (F20B), which has 200 hp (150 kW)/144.5 lb·ft (196 N·m),11.0.1 compression, & revs to 8500 rpm unlike H-series V-tec engines that from factory is limited to 7800 rpms. The F20B uses a unique blue valve cover. Like all the larger displacement Honda engines, the F20B is mounted with a tilt towards the driver. The manual CF4 is coded as Accord SiR-T and uses a 200ps F20B while the auto CF4 is coded as Accord SiR and uses a re-tuned F20B giving a lower 180ps but with better midrange characteristics. While the delivering specific outputs of 90 to 100ps per litre, the F20B is also qualified as a low emissions engine. Both the 180ps and 200ps versions uses the blue valve cover.

Honda fitted the CF4 SiR with the S-Matic transmission. Moving the gear-stick over to the right allows 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, that gear stays at all rpm. When pushed against the rev-limiter, the engine will happily bounce against it just like a manual. However the gear ratios for each gear are the same as the normal mode and the transmission still works like a normal automatic transmission in all other operating characteristics.

North American Accord

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The American Accord was only available in sedan and coupe form, becoming the largest Accord to date, sharing a platform with the Acura TL and the JDM Honda Inspire. 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, 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.[7]

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1998-2000 Accord sedan (US)

For the 1998 model year, the sedan was offered DX, LX, EX, and EX-V6 trims while the Accord Coupe was offered only in LX, EX, and EX trims. The DX model was fitted with a 2.3 liter, 130 hp (97 kW) 4 cylinder engine carried over from the past generation Accord, while the LX and EX trims included a more spirited 2.3 litre, 150 hp (112 kW) 4-cylinder VTEC engine. All 4-cylinder models came with a 5-speed manual transmission standard with a 4-speed automatic optional. The DX remained the value-oriented trim with no audio system, manual windows, manual locks, no cruise control, rear drum brakes, and 14″ 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″ steel wheels; an SE (special edition) package available since 1999 added ABS and 15 inch alloy wheels. The EX trim added a power sunroof, a single-disc radio/CD player, alloy wheels, keyless entry, rear disc brakes, ABS and upgraded cloth. Leather seating was a factory installed option for the EX. All V6 sedan and coupe models received the new 3.0 litre, 200 hp (150 kW)/195 lb·ft (264 N·m) torque SOHC VTEC engine, previously used in the Acura 3.0 CL. The EX-V6 received standard leather trim, ABS, automatic transmission, and fully automatic climate control. 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.

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2001-2002 Accord EX coupe (US)

In 2001, both the American-market Accord sedan and coupe underwent 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 and EX-V6 now included a 6-disc in-dash CD changer with cassette player and automatic climate control. EX-V6 models also included a traction control system that could be disabled by a switch, the first Accord to have such a system included. The Special Edition returned to the coupe and sedan models. It included all the features of the LX, but adds exclusive alloy wheels, ABS, keyless entry and a single CD/cassette radio.

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, and Accord sales remained steady despite the additional year.

Despite the Accord’s reputation for reliability, the V6 models were plagued by transmission failures and were even included in class action law suits against the company (4 cylinder models were also affected, but not to the same extent). This caused the Honda Corporation to extend the warranties for the 1998 through 2002 models to seven years or 100,000 miles (160,000 km). Yet 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 7 years 11 months in length.

Beginning in 1998, Honda Accord keys were equipped with immobilizer microchips. In 1999, the Accord was given foldable mirrors. In 2002, the Special Edition was dropped and the DX Value-Package was re-introduced.

The 1998 Accord was also assembled in New Zealand at the very end of overall New Zealand CKD car production (due to changes in tariffs for car importation in that country). 1200 examples of the car (using the mid-sized U.S. sedan bodyshell) were produced before the Honda New Zealand factory was closed (the very first Honda owned factory operation to be closed down), production thereafter being imported from Thailand.

Seventh generation (2003–2007)

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The European and JDM Accords were integrated on the previous Japanese Accord’s chassis, but with a new body. No longer made in Swindon, those Accords are all made in Japan, and come in both saloon and estate form. Although retaining the old chassis and wheelbase, the Accord grew in outside dimensions slightly, falling out of the size 5 tax band, and the Torneo version was discontinued. In some markets where both versions of the Accord are sold, such as in New Zealand and Australia, the JDM Accord is called “Accord Euro” to distinguish it from its U.S. counterpart. The JDM Accord is also exported to North America, where it is sold as the Acura TSX, alongside the third-generation Acura TL which is based on the U.S. Accord.


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