The Honda Inspire is a mid-size sedan introduced by Honda in 1990 derived from Honda Accord chassis. The first Inspire debuted in 1990 as the Accord Inspire, a sister nameplate to the Honda Vigor, but sold at different retail channels in Japan, known as Honda Verno for the Vigor/Saber, the Inspire at Honda Clio stores; the Inspire was developed during what was known in Japan as the Japanese asset price bubble or "bubble economy". In 1995 the Inspirs updated by the second generation model, on a platform it shared with the Honda Legend, exported to the US as the Acura 3.2 TL, while the Vigor nameplate was replaced with the Honda Saber. The longitudinal 2.5 L straight-5 engine layout and platform remained and was sold as the Acura 2.5 TL. In 1999 these cars were replaced by the third generation TL, based on the US-spec Accord platform, designed and engineered in the US by Honda R&D Americas, Inc. in Raymond, Ohio. Manufactured in the US, these were imported into Japan as Saber. In June 2003, the fourth generation Inspire was introduced in Japan derived from the North American Honda Accord V6.
This Inspire marks the first time. In October 2005, the fourth generation Inspire received a mild restyle, with new headlights, new taillights, revised interior and new colors; the Inspire targeted the Nissan Teana, the Toyota Mark X and numerous other entry level luxury cars from Japan. In October 2007, the fifth generation of the Inspire was previewed at the Tokyo Auto Show, it is a rebadged 2008 North American-market Accord with minor exterior and interior modifications. In September 2012, after 6 generations and the introduction of the ninth generation Accord, the Inspire ended production for a short period after 23 years before relaunching in 2018 as a China-only model based on the tenth generation Accord. On October 12, 1989, the Honda Accord Inspire was introduced; the platform was shared with the Honda Vigor, a JDM Honda Accord derived five-cylinder luxury sedan available only at Honda Verno dealerships. The Inspire was introduced before the recession developed in Japan in the early 1990s, Honda wanted a car that would compete with the Toyota Cresta and Nissan Laurel, with the unique inline 5-cylinder Honda G engine, in a front-wheel-drive configuration.
This 5-cylinder engine was used in the JDM Honda Rafaga, a shorter sedan shared with the second generation Honda Ascot. In Japan, the smaller G20A engine used regular grade fuel, while the larger G25A engine used premium grade fuel; the bodystyle was a 4-door hardtop, but it wasn't a true hardtop, using a "B" pillar between the front and rear passenger compartments, instead it used frameless doors. The Inspire was available in two versions; the CB5 Inspire was offered in 3 trim levels, the base AZ-I with manual transmission, AG-I with fog lamps and optional sunroof as well as central locking, the top spec luxury AX-I with leather upholstery, more safety features and full cruise control as well as power seats. A longer and wider version with the 5 cylinder G25A 2.5L engine debuted in early 1992, similar in dimensions to the first generation Legend. The larger CC2-CC3 Inspire was a mild refresh of the first CB5 Inspire, featuring updated full-width boot lamps with less chrome, larger bumpers with new wrap-around cornering lamp design and mesh alloy wheels.
Following the 1992 refresh, the Inspire offered fewer trim levels and the inline-5 received upgrades. The CC2 Inspire shared more features with the Acura Vigor under a'wide-body' marketing campaign with minor differences; the Inspire offered a luxurious approach to the interior as a lower price alternative to the top level Legend, both vehicles were sold at Honda Clio dealerships. Interior appearance was provided by the Japanese furniture company, Tendo Mokko, offering unique leather interior and a choice of genuine wood inserts for the dashboard and center console; the SOHC 4-valve-per-cylinder G20A Straight-5 cylinder was all new, with a choice of 2.0 L or 2.5 L engine displacement. Japanese buyers had a choice of two engine displacements, a consideration as to how much annual road tax they were willing to pay; the car with the larger engine had a much higher level of standard and luxury equipment to justify the expense. The transmission is attached behind the engine, with a driveshaft that sends power to the front of the car to an asymmetrically installed limited-slip differential which supplies power to the front wheels using half shafts.
This gave the car a 60:40 front to rear weight distribution. The turning radius of the Inspire was not as tight as its competitors due to the use of Constant-velocity joint installed on the front axle half shafts, but the Inspire did have an advantage in adverse traction conditions; the second generation Inspire was identical in its dimensions to the first generation 1986 Honda Legend, with that vehicle having been updated and enlarged to better fit the role of flagship for the Honda and Acura brands. The second generation Inspire was available with the Type I 3.2 L V6 offered in the Legend on July 6, 1995, while still offering the straight 5 in both 2.0 L and 2.5 L versions. The profile of this vehicle was reduced somewhat to 1,405 mm; the luxury approach was enhanced. A carryover from the previous generation saw marginal increases in length
The Honda Clarity is a nameplate used by Honda on alternative fuel vehicles. It was used only on hydrogen fuel-cell electric vehicles such as the 2008 Honda FCX Clarity, but in 2017 the nameplate was expanded to include the battery-electric Honda Clarity Electric and the plug-in hybrid electric Honda Clarity Plug-in Hybrid, in addition to the next generation Honda Clarity Fuel Cell; the Honda FCX Clarity is based on the 2006 Honda FCX Concept and only available as a hydrogen fuel-cell electric vehicle. The FCX Clarity had electric car qualities such as zero emissions while offering five minute refueling times and long range in a full function large sedan, it was the first hydrogen fuel cell vehicle available to retail customers. Production began in June 2008 with leasing in the U. S. commenced in July 2008. It was introduced in Japan in November 2008; the FCX Clarity was available for lease in the U. S. Japan and Europe. In the U. S. it was only available to customers who live in Southern California where several hydrogen fuel stations are available.
As of July 2010, a total of 20 FCX Clarity cars were leased for US$600 a month, including collision coverage, roadside assistance and hydrogen fuel. There were around 10 others on another 10 in Europe. One of the reasons for such a low number of cars in the U. S. was a lack of hydrogen filling stations. In 2014 Honda announced to phase out the FCX Clarity. From 2008 to 2014, Honda leased a total of 46 FCX units in the US; the FCX Clarity electrical power comes from a 100 kW Honda Vertical Flow hydrogen fuel cell stack whereby electricity is supplied on demand. In common with many electric vehicles, the car has regenerative braking and uses a separate battery to store energy recovered during braking; the electric motor is based on the motor used in the EV Plus, rated at 134 horsepower and 189 lb⋅ft torque @0-3056 rpm. The range on a full hydrogen tank is EPA certified at 240 miles; the vehicle is estimated to get about 77 miles per kilogram hydrogen in the city, 67 miles per kilogram highway and 72 miles per kilogram in combined driving.
The FCX Clarity is about 4 inches shorter than a 2008 Honda Accord. It comes with an innovative cockpit: the display in the dashboard includes a dot that changes color and size as hydrogen consumption grows, to make it easier for the driver to monitor their driving efficiency. A separate display shows another shows motor output. A speedometer is placed above the cockpit display, to make it easy for the driver to keep eyes on the road. In the interior, upholstery on the seats and door linings are made with Honda's Bio-Fabric, derived from plants which cuts CO2; the FCX Clarity was produced in Japan at a dedicated fuel-cell-vehicle assembly line in the Honda Automobile New Model Center. The fuel cell stack. Ltd.. It is reported that Honda plans to offer hydrogen fuel cell vehicle at costs competitive with gasoline mid-size cars by 2020 although its 2005 hand-built predecessor to the Clarity cost about $1 million. In July 2014 Honda announced the FCX Clarity would be discontinued and replaced by a new and higher-volume hydrogen fuel-cell vehicle to be introduced.
It is reported in 2009 that hydrogen made from natural gas cost about $5 to $10 per kilogram in California, after compression cost and transportation cost, retails for $12-$14 per kilogram. Although it was more than double the equivalent amount of gasoline during the summer of 2009, fuel-cell cars have double the efficiency of similar models with a gasoline engine; the FCX Clarity averaged 60 miles per kilogram of hydrogen. The FCX Clarity's features include an AM-FM car radio with CD player, integration for iPod and iPhone, a USB port, auxiliary input, a voice-activated GPS navigation system, XM satellite radio, cloth seating surfaces and digital instrumentation. Since the car's unveil at the 2007 Los Angeles Auto Show, it was reported in May 2008 there were 50,000 people inquiring about the car through its Web site. Retail deliveries of the 2017 Honda Clarity Fuel Cell began in Southern California in December 2016; the Clarity is available in 12 approved Honda dealerships located in select California markets, including six dealerships in Southern California, five in the San Francisco Bay Area, one in Sacramento.
The Clarity Fuel Cell, with range of 366 mi, has the highest EPA driving range rating of any zero-emissions vehicle in the U. S, including fuel cell and battery electric vehicles; the 2017 Clarity has the highest combined and city fuel economy ratings among all hydrogen fuel cell cars rated by the EPA, with a combined city/highway rating of 67 miles per gallon gasoline equivalent, 68 MPGe in city driving. In April 2016, Honda announced that in addition to the new generation Clarity Fuel Cell there are two additional variants - the Clarity Electric and Clarity Plug-in Hybrid, which were both released in 2017; the all-electric Clarity EV with a 25.5 KWh battery has 89 miles of range, is only available for a three-year lease for residents of California or Oregon. For the US market, the Clarity Electric is equipped with SAE J1772-2009 receptacle for 120-240 V Level 1 and 2 AC charging, associated Combined Charging System for DC fast charging. Approximate charging time at 240V is 3.5 hours and 19 hours at 120V.
The plug-in hybrid model was launched December 1, 2017 with a starting MSRP of $34,290. S. along with other incentives for plug-ins in certain states. The plug-in hybrid has an E
Honda in Formula One
Honda has participated in Formula One, as an entrant and engine supplier, for various periods since 1964. Honda's involvement in Formula One began with the 1964 season, they returned in 1983 as an engine supplier, a role that ended in 1992. They returned again in 2000. By the end of 2005 they had bought out the BAR team, based at Brackley, United Kingdom, renamed their new subsidiary Honda Racing, it was announced on 5 December 2008 that Honda would be exiting Formula One with immediate effect due to the global financial crisis and were looking to sell their team. On 27 February 2009 it was announced that team principal Ross Brawn had led a management buyout of the Brackley team; the team raced as Brawn GP in 2009. On 17 May 2013, Honda announced their intention to return to the sport in the 2015 season under a works agreement with McLaren to supply V6 engines and kinetic energy recovery system units; the Honda engines proved to be unreliable, fuel thirsty, underpowered, with Honda head calling the engine's reliability problems a "disaster".
McLaren split with Honda after three years, with Toro Rosso agreeing to use Honda engines in 2018. Following a successful season with Toro Rosso, the parent team Red Bull Racing agreed to take on Honda engines for the 2019 season. Honda entered Formula One Grand Prix racing in 1964 just four years after producing their first road car, they began development of the RA271 in 1962 and startled the European-dominated Formula One garages with their all-Japanese factory team. More startling was the fact that Honda built their own engine and chassis, something only Ferrari and BRM – of the other teams still running in 1962 – had done. In only their second year of competition, Honda reached the coveted top step of the podium with Ginther's win in the RA272 at the 1965 Mexican Grand Prix. For the new 3.0L rules from 1966, Honda introduced the Honda RA273. Although the RA273's engine was a well-designed, ~360 bhp V12, the car was let down by a heavy and unwieldy in-house chassis. Honda returned to the winner's circle in 1967 with the new Honda RA300, driven by John Surtees.
This won the 1967 Italian Grand Prix in only its first Formula One race. The RA300 chassis was designed by Lola in the UK, this resulted in the car being nicknamed the Hondola by the motoring press; this was the last competitive car. The following year's Honda RA301 only reached the podium twice; the team's new Honda RA302 appeared in only a single race at Rouen-Les-Essarts, lasting only a few laps before its fiery crash resulted in the death of driver Jo Schlesser. The death prompted Honda to withdraw from Formula One at the end of the 1968 season. From 1993 to 1998, Honda's only presence in Formula One was as an engine supplier through its related but independent partner, Mugen Motorsports, who supplied engines to Footwork, Ligier and Jordan. Mugen-powered cars had won 4 Grands Prix by the end of the 1999 season. In 1998, Honda was considering entry in Formula One as a constructor, going as far as producing an engine and hiring Harvey Postlethwaite as technical director and designer. In addition, Honda pulled engineer Kyle Petryshen from HRC to help with the design and management of the new engine in the new chassis.
A test car, RA099, designed by Postlethwaite and built by Dallara, was made and tested during 1999, driven by Jos Verstappen. The team impressed at test sessions, beating some more experienced and better financed teams if they were in the midfield. At a test of this car, Postlethwaite suffered a fatal heart attack, the project was shelved and Honda decided to recommit as a full works engine supplier to BAR, starting in 2000. In September 2005 Honda purchased the remaining 55% share of BAR to become the sole owner. BAT continued as title sponsor with the Lucky Strike brand in 2006, but withdrew from Formula 1 for 2007, it was decided that the team would race under the name Honda Racing F1 Team from 2006. Despite showing promise pre-season, Honda demonstrated mediocre performance at the start of the 2006 season despite a pole position at Australia. Prior to their win at Hungary, they had only accumulated a single podium finish, a third place from Jenson Button at Malaysia; the main reason for lack of form was down to reliability, with the team dropping out of contention for race victories many times.
Pit-stop problems hampered the team early on, in one case ruining Jenson Button's chances for a good result and possible podium at Imola. Rubens Barrichello did not have a good season for the team, down to the fact that he had to get used to the new brakes and traction control, after moving from a successful six-year stint at Ferrari. Rubens had out-qualified his teammate in two of the final four races. Honda had a poor showing at the British Grand Prix in 2006. In particular, Jenson Button was eliminated after the first portion of qualifying after the team failed to get him out for a second run; this resulted in his qualifying 19th. He retired with an oil leak. In light of this poor form, it was announced that Geoff Willis would be adopting a factory-based role to concentrate on aerodynamics. Following the appointment of Senior Technical Director Shuhei Nakamoto over Willis' head and Mariano Alperin-Bruvera as Chief Aerodynamicist Willis' positi
The Honda Accord is a series of automobiles manufactured by Honda since 1976, best known for its four-door sedan variant, one of the best-selling cars in the United States since 1989. The Accord nameplate has been applied to a variety of vehicles worldwide, including coupes, hatchbacks, a crossover. Since initiation, Honda has offered several different car body styles and versions of the Accord, vehicles marketed under the Accord nameplate concurrently in different regions differ quite substantially, it debuted in 1976 as a compact hatchback, though this style only lasted through 1989, as the line-up was expanded to include a sedan and wagon. By the Accord's sixth generation at the end of the 1980s, it evolved into an 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 eighth generation of the Accord released for the North America market in 2007, Honda had again chosen to move the model further up-scale and increase its size.
This pushed the Accord sedan from the upper limit of what the U. S. Environmental Protection Agency defines as a mid-size car to just above the lower limit of a full-size car, with the coupe still rated as a mid-size car. In 2012, the ninth-generation Accord sedan, with smaller exterior dimensions, was once again classified as a mid-size car at 119 cubic feet, falling just shy of the "Large Car" classification. However, the current 10th-generation Accord, with similar exterior dimensions, returned to full-size car status with its combined interior space of 123 cubic feet; the coupe has since been discontinued. After a period of developing idiosyncratic automobiles such as the Honda 1300 that met a lukewarm response in both Japan and North America, Honda considered pulling out of automobile manufacturing altogether by the early 1970s. However, Honda released a more conventional automobile in 1972 called the "Civic" which reversed their flagging fortunes due to its economy and low cost in an era of rising fuel prices.
The Civic utilized Honda's CVCC technology used in the Accord, to help Honda meet emission standards of the 1970s and early 1980s without the added expense of a catalytic converter. Buoyed by their success with the Civic, Honda turned their sights to developing a larger companion model. For the new model, Honda chose the name "Accord", reflecting "Honda's desire for accord and harmony between people and the automobile."Soichiro Honda was the owner of a 1969 Pontiac Firebird, to which the Accord's predecessor, the Honda 1300, bore a striking frontal resemblance. Initial planning done by Honda for what would become the Accord was for a sporty competitor in the pony car market, at the size of a contemporary Ford Mustang, powered by a six-cylinder engine. With the continuing fuel crisis and tighter emissions regulations surrounding the automotive market, Honda engineers changed their focus on the Accord as a Mustang competitor, built upon the Civic's successful formula of economy, fuel efficiency and a front-wheel drive layout in a larger package.
A December 1975 issue of Motor Trend Magazine had a drawing of a new Honda automobile, similar in shape to the Volkswagen Scirocco but powered with a CVCC engine used in the Civic. In reality, the design of the Accord was finalized in the fall of 1973 weeks prior to the debut of the Scirocco, which debuted in January 1974. In 1982, the Accord became the first car from a Japanese manufacturer to be produced in the United States when production commenced in Marysville, Ohio at Honda's Marysville Auto Plant; the Accord has achieved considerable success in the United States, where it was the best-selling Japanese car for sixteen years, topping its class in sales in 1991 and 2001, with around ten million vehicles sold. Numerous road tests and present, rate the Accord as one of the world's most reliable vehicles; the Accord has been on the Driver 10Best list a record 30 times. In 1989, the Accord was the first vehicle sold under an import brand to become the best-selling vehicle in the United States.
The first generation Honda Accord was launched on 7 May 1976 as a three-door hatchback with 68 hp, a 93.7-inch wheelbase, a weight of about 2,000 pounds. Japanese market cars claimed 80 PS JIS, while European and other export markets received a model without emissions control equipment, it was a platform expansion of the earlier Honda Civic at 4,125 mm long. To comply with enacted emission regulations enacted in Japan, the engine was fitted with Honda's CVCC technology; the Accord sold well due to great fuel economy. It was one of the first Japanese sedans with features like cloth seats, a tachometer, intermittent wipers, 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, power steering; until the Accord, the related Prelude, power steering had not been available to cars under two liters. Japanese buyers were liable for more annual road tax over the smaller Civic, which had a smaller engine. On 14 October 1977, a four-door sedan was added to the lineup, power went to 72 hp when the 1,599 cc EF1 engine was supplemented and in certain markets replaced by the 1,751 cc an EK-1 unit.
In 1980 the optional two-speed semi-automatic transmission of previous years became a three-speed automatic gearbox (a four-speed automatic transaxle was not used in the Accord un
Everus is a car marque of Guangqi Honda, a joint venture between Honda and Guangzhou Automobile Group. Li Nian was the name of a concept car that Guangqi Honda debuted in Auto China 2008, coinciding with the reveal of the brand. Honda became the first foreign automaker to develop vehicles under a brand owned by its local joint venture automaker in China. Li Nian launched its first car, the S1 at the Shanghai Auto Show in April 2011. Everus S1 The S1 is the first Everus car available for sale, it is a badge-engineered fourth-generation Honda City/Jazz saloon and went on sale in April 2011. Everus VE-1An electric badge-engineered Honda Vezel subcompact CUV, previewed by the Everus EV concept and went on sale in November 2018. To announce the Everus marque in 2008, Li Nian, a compact SUV concept car was revealed at the Beijing International Automobile Exhibition Auto China; the Li Nian Roadster concept was shown by Guangqi Honda in 2009 Shanghai Auto Show. The Li Nian Sedan concept was debuted at Auto China 2010 in Beijing.
The EV SUV concept was debuted at Auto China 2018 in Beijing
The Honda Brio is a city car a subcompact car produced by Honda and sold in the Philippines, South Africa and India. The car was introduced in 2011; the name Brio means verve in Italian. In Indonesia, Brio has an additional Indonesia-inspired name for the country's LCGC program; the name Satya is used, with added local distributor's name combined as "Honda Prospect Motor Brio Satya" as its official LCGC name. The Honda New Small Concept was first shown at the 2010 Thailand International Motor Show; the car was developed to be positioned in a class below the Fit/Jazz for emerging markets such as Thailand and India. The Brio is powered by either a four-cylinder, 1.2 L L12B i-VTEC gasoline engine delivering 88 PS or 1.3 L L13A i-VTEC delivering 100 PS for the Indonesian market until 2016. It is available with either a 5-speed manual, 5-speed automatic or a continuously variable transmission; the car is certified to deliver a combined mileage of 19.4 km/L and 16.5 km/L with manual and automatic transmission on the Indian cycle.
Safety equipment includes dual front airbags, anti-lock braking system, electronic brakeforce distribution and front pretensioner seat belts. The driver's side airbag feature multi-stage inflation; the front body is designed to absorb impact energy for better pedestrian protection. The cars's front wheels have disc brakes and the rear wheels have drum type brakes; the progressive braking prevents sudden jerks. In Thailand, the Brio was launched in March 2011. In India, the Brio is assembled for the South Asian market by the company's subsidiary, Honda Siel Cars India, at its production facilities in Greater Noida. Over 80% of its parts are sourced from Indian suppliers; the Rajasthan factory exports Brio parts to Thailand. The Brio in India is offered in VX and VX BL trims. Following depleting sales of Brio with only 2 units of Brio sold in January 2019, effective February 2019 Honda Cars India Limited has eliminated Brio from their product line in India. While Brio is discontinued, now Honda Amaze becomes the entry level offering from Honda Cars India Limited for Indian market.
In Indonesia, the Brio was launched on 2 August 2012, was built in and imported from Thailand. Honda has started the assembly of Brio in Indonesia since August 2013 to fulfill the local demand. Before the Indonesian LCGC program was launched, the Brio used a 1.3 L L13Z i-VTEC engine instead of 1.2 L L12B i-VTEC one. This engine was used until 2016. In September 2013, when the LCGC program had launched, the Brio was offered in 6 trims: Satya A, Satya S, Satya E, S, E, which were made locally and available with a 1.2-liter engine, Sports, imported from Thailand and available with a 1.3-liter engine. All Satya variants were only available with a manual transmission, while S and E were only available with an automatic transmission; the Sports trim was available in both manual and automatic transmissions, but discontinued in December 2013. The Satya E is available with CVT. In 2015, Honda Brio Satya was the third best selling LCGC; the Brio was launched in the Philippines at the Philippine International Motor Show in September 2014.
The Brio was launched in South Africa in December 2012. The Indonesian-spec Brio was facelifted on 7 April 2016 at the 24th Indonesia International Motor Show; this facelift includes a new front fascia, tail lamps, dashboard design, the use of continuous variable transmission, replacing the 5-speed automatic one, introduced the new trim line, RS, which replaced Sports as the top-level trim. The facelifted Brio was launched in Thailand in May 2016 and in India on 4 October 2016. Sales of the facelifted Brio in Indonesia began on 2 June 2016; as of April 2016, the Indonesian market Brio is available in three trim levels, which are all now powered by a 1.2-liter engine. The current trim levels consist of Satya S, Satya E, RS; the Satya S trim is only available with a manual transmission. The second generation Brio was unveiled on 2 August 2018 at the 26th Gaikindo Indonesia International Auto Show, it was previewed by the Small RS Concept, displayed at the 26th Indonesia International Motor Show in April 2018.
Unlike the second generation Amaze, the second generation Brio still uses the same platform as the first generation model. While retaining the front side doors from the first generation model, front bumper and dashboard from the facelifted model, the grille, rear side doors and taillamps were redesigned and the front headlamps were taken from the facelifted second generation Mobilio; the rear glass hatch is now replaced by a conventional liftgate. The export of the car from Indonesia commenced in March 2019. For the Indonesian market, the second generation Brio is available in the same trim levels as the facelifted first generation model; the prices of the second generation Brio were announced on 12 September 2018, starts from IDR 139 million to IDR 190 million. The first 200 units of the second generation Brio was delivered to customers in Jakarta on 13 October 2018. Sales of the second generation Brio began nationwide in the same month; the second generation Brio will be launched in the Philippines in April 2019, it is imported from Indonesia.
The second generation Brio RS was displayed as a prototype model in October 2018 at the Vietnam Motorshow. Sales in Vietnam will begin in April 2019; as with the Philip
Sections of this article are translated from Japanese Wikipedia. The Honda Legend is a V6-engined executive car produced by the Japanese automaker Honda since 1985 that serves as its flagship vehicle, provides the basis for the Acura Legend, RL and RLX — the flagship vehicle of Honda's luxury Acura division in North America; 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 coincided with the launch of a new dealership sales channel in Japan, called Honda Clio; the Legend was the 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, 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, Honda wanted to introduce a luxury car for the Japanese and North American markets.
Rover wanted to return to the American market when they had sold only 1,500 cars in 1971, a brief return in 1980, selling 800 Rover SD1s by offering the Sterling, a result of the ARG-Honda partnership. 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. However, few UK built Legends passed Honda's quality control standards, many ended up being used as in-plant transport. In the end, only 4,409 Legends were built in the UK, from 1986 until 1988. All US-market Legends were built in Japan. Honda wanted to expand its model range above the Honda Accord, offer a premium level sedan that would appeal to wealthy middle-aged customers who were the traditional buyers of the Toyota Crown, Mazda Luce, 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 and Gloria.
When the Legend was introduced worldwide, the optional equipment list was minimal as 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 and Nissan sedans was that the Legend was front wheel drive, which Honda stated was "quite the most logical means to the ends the engineers desired: a true luxury car with a low, aerodynamic hood; this provided the Legend with a front-end heavy 63/37 front to rear weight distribution ratio, similar to the NSU Ro 80. The ride was engineered to appeal towards the luxury car market and not towards the performance market, 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 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, 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 shorter and narrower for Japanese buyers by reducing the extension of the front and rear bumper covers, reducing the overall width to 1,695 mm.
This 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, the same amount of interior space due to the front wheel drive powertrain, with a wheelbase advantage of 30 mm over the Cedric / Gloria and Crown. To address the issue of durability, the Legend was manufactured as a pillared 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 smaller bodystyle 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, a choice of 100% wool or cloth moquette upholstery, "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