We continue the story of the Honda Legend, a car that will soon be consigned to history.
The second-generation Legend was launched in October 1990 in both saloon and coupé form. Surprisingly, given the relative youthfulness of the superseded model, the new car was not a reskin, but an all-new design which shared nothing with either it or its Rover 800 sibling.
The new Legend was a significantly larger car. The saloon’s wheelbase grew by a substantial 150mm (6”) to 2,910mm(1) (114½”), while overall length grew by 140mm (5½”) to 4,950mm (195”). The growth in size negated the possibility of a smaller, more tax efficient JDM version(2). The new model was now a more direct competitor for the BMW 7 Series and Jaguar XJ saloon.
The most significant mechanical revision was that the engine was now mounted longitudinally rather than transversely. Honda indicated that this layout was more conducive to achieving the best levels of mechanical refinement and minimising noise in the cabin. To Continue reading “Lost Legend (Part Two)”
Honda recently announced that its flagship saloon will not be replaced when the current model is discontinued in March 2022. We remember the Legend.
The Honda Motor Company as we know it today was incorporated in 1948 and built its first complete motorcycle in the following year. Its rise thereafter was meteoric: just fifteen years later, Honda had become the largest manufacturer of motorcycles in the World. The company’s ambitious founder, Soichiro Honda, then turned his attention to automobiles and launched the T360 pick-up truck and S500 convertible sports car in 1963.
Although the diminutive S500 and 1970 Z360 / Z600 microcar achieved some export sales, it was the 1972 Civic that marked Honda’s arrival in the mainstream global passenger car market. This was a neatly styled front-wheel-drive B-segment model produced in three and five-door hatchback, saloon and estate versions(1). Its arrival coincided with the 1973 Middle-East Oil Crisis, which caused a huge increase in demand for small and economical cars, especially in the US. The Civic quickly acquired a reputation for excellent engineering, build quality and reliability(2). Continue reading “Lost Legend (Part One)”
In the final episode from six months of making the best of bad luck with cars (overshadowed by other events, of course), our correspondent reflects on his brief experience of the Mk3 Honda Jazz.
2020 will hold a particular memory for me (as well as the obvious): it brought with it a series of unfortunate events regarding the Robinson fleet. Unusually, this did not involve sir’s C6, but the FIAT 500 and the Škoda Octavia (twice).
The positive side was the opportunity to drive cars never sampled before. I’ve already covered the delights of Škoda’s Scala, which was with us for an extended period whilst the Octavia had its alternator sorted. On this occasion, I offer you another motoring benchmark; the Honda Jazz Mk3.
Honda’s 2010 CR-Z was not without precedent. Quite the contrary.
Of all the mainstream Japanese carmakers, Honda have perhaps the longest track record of going about things their own way. Yes, one can point to someone like Subaru and suggest an element of stand-alone behaviour, but while Fuji Heavy Industries has for the most part cleaved doggedly to one central idea, one never quite knows what Honda is likely to get up to next.
Take the 2010 Honda CR-Z: A compact 2+2 hybrid coupé was not the epicentre of automotive orthodoxy ten years ago, the intention being to create something of a halo model to help nudge customers towards Honda’s more prosaic range of Integrated Motor Assist (IMA) petrol-combustion hybrid drive models. But not only was the drivetrain shared with the concurrent Civic Hybrid and stand-alone Prius-baiting Insight model, so too was the platform, in this case with a sizeable chunk excised from the centre section.
DTW reader, Dave Fisher matches wits with a recently purchased (previous generation) Honda Civic and finds himself coming a distant second.
The question one asks on entering a car such as this – a 2016 Honda Civic Tourer – is whether it is more intelligent than its owner. The car can certainly do many things its owner cannot, but if that means it’s more intelligent is a moot point. Many a dog would agree with the car, especially because, with its rear seats down, the car could easily swallow three or four Great Danes. And if you want to give Mr. Honda another three hundred pounds for a wee gadget, you can mount two bicycles (front wheel off) inside. Very clever.
Separated by two decades, and a good deal of ideology, we trace the seemingly improbable; the similarities between Honda’s 1990 NSX and Citroën’s 1970 SM.
For a short period of time during the close of the 1980s, it did appear as though the Japanese auto industry were poised to, as the UK’s CarMagazine rather hysterically headlined in 1988, “tear the heart out the European industry.” The reality behind this seemingly overnight transformation was quite naturally, anything but; Japanese carmakers after all, have never been in the business of impulse.
By mid-decade, the land of the rising sun had learned about as much as they felt they needed from the established players and were confident enough of their abilities, particularly from a technical standpoint. Furthermore, it had dawned upon the leading Japanese carmakers that European and US lawmakers were unlikely to drop the punitive barriers to unfettered trade; not when the domestic producers were incapable of competing on quality, durability or increasingly, sophistication.
Leafing through the sales brochures of two great Hondas with a mere 25 years between their respective gestations.
During those times when CAR magazine was still led by an editorial team that did not shy away from ruffling a few corporate feathers, the June 1991 edition featured the provocative cover slogan: “Where’s the progress“? In four comparisons, similar cars from the same manufacturers offered in 1971 and 1991 were put to the test to find out how much progress and where, if any, had been realised in two decades. If you spot this issue at your local fleamarket, I recommend you Continue reading “Turn the Beat Around”
Good news for a change. Honda is switching back to rotary dials, Autocar reports.
It has been something of a Driven to Write hobbyhorse to not merely bemoan, but berate carmakers about the dereliction of responsibility they have for the people who variously operate their products. I speak of the wholesale refutation of years of ergonomic and haptic research into the user-functionality within vehicle cabins by the adoption of touch-screen interfaces.
There is little doubt (and even less evidence to the contrary) that the widespread and still-growing use of touchscreens is occurring primarily due to matters of fashion and cost – it now being both cheaper and easier to Continue reading “Limiting Screentime”
In 1995, Honda displayed two distinct and distinctive roadster concepts. Did they make the right choice?
In 1995, Pininfarina, in conjunction with Honda – who enjoyed a long-term relationship with the carrozzeria, presented Argento Vivo, a purely conceptual two-seater roadster. Designed very much in the classic idiom, Argento Vivo (as the name suggested) employed aluminium for its extruded substructure and its upper body cladding – the resultant weight loss intended to allow for the use of smaller-capacity engines than might otherwise be considered.
There was little meaningful correlation between them it seems, (although there were reports of Pininfarina putting Argento Vivo into small-scale production), but the very same year, Honda themselves debuted a two-seat concept at that year’s Tokyo motor show, dubbed the Honda Sports Study Model (SSM for short). A more determinably ‘Japanese’, modernist and conclusively less romantic shape than that that of the Italians, SSM was created at the carmaker’s Wako Design Centre near Tokyo; Honda stating that it showcased “the company at its innovative best applying state of art solutions to Continue reading “Quicksilver”
A municipal stroll through an Andalucían streetscape elicits a shameful case of neglect.
There’s something almost unbearably sad about a nice car being left to ruin that even a sun-dappled Costa del Sol setting cannot quite assuage. Initially somewhat thrilled by the now ultra-rare sighting of this 1988-1991 era second generation Honda Civic CRX, your (temporarily) Andalucían correspondent’s initial enthusiasm quickly gave way to dismay at the manner in which it’s been maltreated.
The CRX was one of those brief flowerings in coupédom which promised much but somehow fizzled out in the end. While Europe had put all that frivolity behind them during the 1980s, establishing that instead of expensively developed bespoke coupé bodystyles, they could Continue reading “Civic Minded”
A timely reminder of a fine but forgotten Honda concept leads your correspondent into a bout of fruitless hand-wringing.
Before continuing, I am impelled to point out that I deserve no credit for highlighting this vehicle once more. It was fellow scribe, R. Herriott (currently en vacances) who first brought the Honda Gear to our attention during DTW’s formative months in 2014. I should also make clear that it is purely coincidental (if convenient) that this piece appears the same week that Honda invited journalists to sample its forthcoming electric-drive E model.
A mad niche car or a CUV pathfinder? We examine the Honda HR-V.
Had we realised how the mainstream motor vehicle would evolve over the intervening time, we might have paid a little more attention to the announcement of Honda’s HR-V, an event which occurred all of twenty years ago. As it was however, the automotive press were content to file it with all the other amusing, if slightly lightweight offerings from the more whimsical side of the Japanese automotive juggernaut.
The HR-V, which rather un-memorably stood for High Rider vehicle was previewed in mildly conceptual form at the 1998 Geneva motor show as the even more memorably coined J-WJ, where the positive reception was said at the time to have stiffened Honda’s resolve to Continue reading “Ode to Joy”
On the face of things, Honda’s Geneva e prototype – a thinly veiled (95% production-ready, we are told) version of the forthcoming production Urban EV, marks not only a refreshing change from the over-decorated norm but also a satisfyingly close approximation of the car Honda showed at Frankfurt 2017 to audible gasps of pleasure from the massed cohort of auto-commentators, this non-attending scribe included.
Because if indeed this broadly represents the form the production version will take (and informed speculation suggests it does), it presents a wildly divergent face to the one Honda currently presents to the world. Continue reading “Charges Will Apply”
The other day I gently placed a tiny gauntlet at the feet of the readers, a challenge concerning the set of boring parked cars. What had they in common, I inquired softly.
I received some jolly interesting replies ranging from observations about their grilles to their general banality. There was also a good guess about engine displacements. Alas, despite their ingenuity and their not being 100% wrong, none of the replies were precisely, exactly and perfectly what I was looking for. So, in order to lower people’s tension levels I will Continue reading “If Only Hope and Despair Did Not Live Side By Side”
In an anti-climax to the series on the Triumph Acclaim, we summarise the legendary LJKS’s first review of the car for Car Magazine.
“It is a delightful car to drive, but it is so ugly that too few people will ever discover that. Or so I thought when I was fresh from trying the Acclaim, lamenting the need to fetch customers into the showroom and put them into the car and onto the road before they closed their minds to the purchase. If only they could Continue reading “Selling England by the Pound”
In this fourth part of our look at the Triumph Acclaim, we dwell on what at times seemed to be a bitter-sweet truth for BL; everyone knew the latest car from Cowley had a heart made in Tokyo.
“We shouldn’t call this car British. When BL took over the standard of their cars went down. There’s no pride left in their work, only pride in opening their pay packets”; a quote in an article in Autocar from its survey of 200 members of the British public at the time of the launch of the Acclaim.
The best known and remembered aspect of the Triumph Acclaim was that it was originally designed, engineered and manufactured by Honda as the Ballade. Indeed practically every written reference to the Acclaim that can be researched from that time makes early, direct reference to the fact, for example: Continue reading “Cowley’s Japanese Boy”
In the previous instalment, we outlined how BL, under the driving ambition of Michael Edwardes, got in step with Honda, to collaborate on a new model. This time, we focus on the car itself and the choice of manufacturing plant, which took on almost as much significance.
“According to Ian Forster, the men from Honda, who have been worried by problems with ‘orange peel’ in the paintwork of their own cars, are learning to minimise it by adopting BL’s techniques.” Steve Cropley, Editor, Car Magazine.
The choice of model for Project Bounty, it seems, was largely determined by Honda. Hattori Yoshi (Car, November 1980) explains, “But why did BL pick the Ballade? Well, they didn’t. The fact is that BL picked Honda as being the Japanese company with the most compatible technology and went cap in hand in search for a car – any car – to help them keep going.
In the first of a series of articles about a car already surprisingly well (or not so well) referenced in Driven to Write, S.V. Robinson discusses the political and industrial shenanigans that presaged the Triumph Acclaim, sired by Project Bounty.
“Would the Government be prepared to throw away this pioneering agreement between a British and a Japanese motor company, which might encourage wider moves to transplant the benefit of Japanese technology and efficiency to Britain?” Sir Michael Edwardes, ‘Back from the Brink’.
As a car, the Triumph Acclaim can claim little of note that is ground breaking. It is a car that, infamously, was not conceived as a Triumph. More subtly, by the time Acclaim came to be, Triumph itself was a brand without a range of cars, just a single model, built in Morris’s Cowley factory to design, engineering and production specifications developed in Tokyo.
Sometimes you have to go in search of news. It won’t come looking for you. Read on to learn which of their cars Ford UK considers “large”.
Let’s get going! Honda UK announced that the four-door Civic is going to be sold in the UK and that it is made in Turkey. Eager customers must wait until August to get their hands on their own example. A single petrol version with 1.0 litre i-VTEC will vie with the 1.6 litre diesel for sales. The gear ratio race is now up to nine cogs at Honda and you can have such a set-up in either manual or CVT automatic form.
Because the saloon is wider, longer and lower it can take up the demand unsatisfied by the gaping Accord-shaped hole in Honda’s line-up. The payoff is a lot of room inside: “class leading,” claim Honda modestly.
In another time and another place the founding authors of Driven to write discussed forgotten cars (if we can remember them). To first forget a car you have to have known about it in the first place. So, that’s why this car wasn’t mentioned first-time around.
The 2002-2007 Honda Accord estate might be a car I knew about for a few minutes in 2002. After being informed of its existence, I must have promptly forgotten all about it. I can’t really be said to have known about it in the way I know about/forgot about the Honda Legend, the Mazda Demio or Porche Cayenne. The estate version must have been a slow seller as I have not seen enough of them to register its existence (or re-register its existence) until a week or so back.
Forgive me for insisting on writing about cars I have either driven or owned – I think it’s some kind of automotive catharsis. You may have noticed a taste for what could be described as the slightly offbeat, leftfield, or maybe just unloved. So, humour me as I bore you with the Honda Integra.
Being precise for a moment, Wiki informs that the version to which I am referring is the AV Series which was built between 1985 and 1989. It was known in other territories as the Quint Integra and also, in Australia, was sold as a Rover 416 (all these years I have thought myself to be a bit of a BL/ ARG/ Rover Group/ MGR officianado and I never knew that until now).
In a post-script to today’s reprint of Archie Vicar’s review of the 1981 Triumph Acclaim, I present a few notes on Car magazine’s impressions of the 1980 Honda Ballade.
“Were it not for the Honda-BL deal, the introduction of the Honda Ballade would have passed almost unnoticed in Japan,” wrote Hattori Yoshi. “The Ballade is an unexceptional car: it offers nothing new to jaded Japanese motornoters who are used to new models being introduced just about as often as someone, somewhere is complaining about unfair Japanese imports”.
Hattori explained that the Ballade differed from previous Hondas in that it was a product they felt customers wanted rather than needed; it also joined the lone vehicle in their then-new Verno dealer network – set up to sell the Prelude. Apparently cars in the Verno network were supposed to be a bit more upmarket than those in the Honda chain. Continue reading “Put Forth The Fifth”
We recently explored the matter of how long it takes to align two ranges of cars when one company takes over another or there is a merger. In the cases of Ford and GM, covered earlier, the process seems to take under a decade. Are there counter examples?
Today I will take a look at the case of Rover, which marque came under the control of BMW in 1994. Rover (when under BL) had already been part of a co-operative venture with Honda.
Whilom a two-door coupe often featured in a manufacturer’s line-up, they are now something of a rarity as we have already discussed.
Honda beforetime sold quite a few different versions of their Civic and Accord cars. This vehicle is from the tail end of the last part of the final bit of the glory days of sub-model variation Golden Age.
Honda, Honda, Honda. The 2016 Honda Civic has only started to appear on the streets of my ‘hood. Goodness.
This is not that, if that is a clean-surfaced, reserved and neat hatchback. This is a vehicle inspired by science-fiction films and military chic. And maybe Lamborghini.
If you were weaned on received wisdom, as I was, Alfa Romeo was making a come back any minute now and Honda had pensioners propping up the customer base. As of 2005´s model, the eighth generation, Honda showed they did not want coffin dodgers in their showrooms. I liked that car – it did mad with a bit of restraint and had a Citroen-loony interior. Thereafter Honda has kept on pouring more and more Red Bull and LSD in the designers’ cappucinos so that they would Continue reading “Beyond Butch”
Look at that. It has simple, distinct forms and great proportions.
Honda revealed to the world the S2000 as a present to itself, celebrating the firm’s 50th birthday. It belongs in a class of cars that motoring journalists ask for, receive with mixed feelings and then fade away with little fanfare. On paper, the car is one for serious drivers: it had a technically interesting engine (four cylinders, VTEC, 2.0 litres), rear-wheel drive, a rifle bolt gearchange, fine balance, excellent steering and outstanding looks.
There’s no fat on the car visually or actually. One would have thought that on looks alone it could have done for Honda what the MX-5 did and still does for Mazda. Yet it didn’t do much at all apart from Continue reading “A Photo for Sunday: Honda S2000”
For reasons unrelated to cars, I had reason to visit a Honda showroom.
While I waited to talk to the salesman who busily spoke to a real customer, I had had a short look at the interiors of all the cars on display. I discovered that Honda don’t fit rear central armrests to any of their cars: the Jazz, the Civic, the HRV or CRV. Those cars that might have had them, the Accord and Civic saloon are not on sale in Denmark. Their range is still unbalanced: the Civics, two CUVs, a city car and a billion euro supercar. That last one sits very uneasily in a range devoid of a cheaper roadster, a saloon and an MPV.
There aren´t so many Acuras on sale in Europe at the moment.
If you are interested Acura provides an avenue into a more exclusive form of Honda ownership, with prices ranging from €2,550 for a year 2000 TL to €124,000 for a 2011 TL. Some mistake, surely? The first one with a photo is this charmer, a 2000 Acura TL with a 3.2 litre V6. Continue reading “Far From the Mainstream: Acura”
The 1300 was a hugely significant car for Honda, but not in the way it was intended to be.
Since it was never properly sold in Western markets, the Honda 1300 is rather an unknown in Europe. Introduced in 1969, it looks pretty generic; it might be any ordinary European saloon of the time, maybe a Fiat. Though, if you think that the front hints at a Vauxhall Viva HB, that’s because they both took a cue from a common source – in Honda’s case the link being Soichiro Honda’s own Pontiac Firebird. But, beneath the skin, the 1300 couldn’t have been more different from the mediocre and ultra-conventional Vauxhall. Honda has never been like other Japanese manufacturers, because Soichiro Honda was never like other Japanese car company bosses. Continue reading “Theme : Japan – When Failure Breeds Success”
The Beat was an early nineties sensation – a Kei car NSX. Its concept and execution were admirable. Whatever happened to Honda’s genius for creating cars which got so much so right?
The Beat was introduced in 1991 and was much admired by the press and public alike. It recalled the fabulous Suzuki “Whizz-Kid”, but Honda seemed to go one better by achieving daintiness alongside purpose and robust-looking proportions. The stance is balanced, the zebrano-clothed interior daring yet cheery, and the alloys just lovely. It was another grey import into the UK, and a very rare sight these days, more is the pity. Continue reading “Theme: Japan – 1991 Honda Beat”
To illustrate a discussion elsewhere here I have annotated a 1999 Honda Prelude, or the bits I am referring to.
The very first thing one might notice about the Prelude is its wanton simplicity. There are no bump strips on the body side. The lamps are oblongs. There is no feature-line at the c-pillar to rear wing. The grille is a slat. And then you Continue reading “1999 Honda Prelude Design Analysis”
Whilst enjoying a genteel weekend away on the Suffolk coast, I spotted one of these:
I was very much interested and taken by it as an overtly practical piece of design. Closer inspection revealed it to be a Mobilio, a name I recognised, but could not for the life of me place …. Continue reading “Spotted – Honda Mobilio”
…includes the Stream and the Legend. And it has space for a few more cars too.
What was supposed to be a bit of sleuthing in search of news that didn’t come courtesy of secondary sources led me to Honda UK’s hall of fame, “Previous Models”. I will come to the news part eventually. The image above is Honda UK’s own suggestion of its favourite cars. There is no commentary: I checked that twice to be sure (to be sure).
This is also conveniently part of my Looking Back series.
We can begin by looking at this little film by Doug de Muro. I have to say I like the chap’s presentation mode. It is very cheerful in a way the Americans do very well. It avoids Hammond’s cheeky chappy style and Clarkson’s tucked in chin. The Honda Insight and Toyota Prius both went on sale in 2000, showcasing the idea that you could mix an electric and petrol system to Continue reading “Theme: Hybrids – 2000 Honda Insight”
Honda’s styling has gone off the rails in a big way, to judge by the interior and exterior appearance of this MPV which is on sale in India.
The rear view is especially confused, with a modish and rather useless faux semi-glazed D-pillar. What more is there to the car? The Mobilio is short, just 4.3 metres and is judged to be well packaged. Two engines, a 1.5 litre petrol unit (119 PS) and a 1.5 litre diesel (100 PS) are the only power plant available. It is based on the Brio platform from 2010 and competes with a swarm of small MPVs in the Asian and sub-Continental market. Continue reading “Not On Sale Around Here: 2015 Honda Mobilio”
Having sniffed the exhaust pipes of the French and German marques within Europe’s D-segment, we make one last visit to wave a fond adieu to our friends from Japan.
A facelifted Toyota Avensis bowed in at Geneva, featuring front-end styling eerily familiar to current Auris and Corolla owners. It probably represents the last opportunity to purchase one of these while they’re still warm because Toyota has broadly hinted that they may not replace the model once it breathes its last in a couple of year’s time. Continue reading “The European D-Sector – So Long, Farewell…Sayonara”
「N」シリーズ5機種の累計販売が100万台を突破, is what it says at the Honda website.
You can find a nice review here. And there is a more general description of the Kei-car phenomenon here along with some more thoughts on the N/. Autoblog writes: “Technical details remain scarce, but power likely comes from the same 600cc three-cylinder engine – turbocharged or not, driving the front wheels or all four – as the rest of the N series, which already includes the N-One, N-Box, N-Box+ and N-WGN. Feel free to read the original Japanese or Google-translated press releases below, just don’t expect it or any of its stablemates to Continue reading “Japanese Car of the Day: 2015 Honda N/”
Recently DTW reminded readers of the overlooked Honda Legend. And the resultant discussion brought up the fact that Car magazine ran both a C6 and a Legend on their long term fleet in 2007.
Car magazine asked at the end of their introductory comparison whether the two cars were “viable executive choices or pointless follies, vanity projects for their respective makers?” The general tone of the article was that even though they had chosen to run both these cars, Car itself didn’t really know why it was bothering. Continue reading “Honda Legend Versus the Citroen C6”
Honda has launched a new H-RV, but where’s the joy?
Honda will shortly launch its new compact crossover contender to rival the likes of the Nissan Juke and its all-conquering Renault Captur sibling. It is, as one can reasonably expect, spectacularly unadventurous in appearance and technical specification. In fact, there is a very good chance that the HR-V (as Honda has named it) will prove to be a virtually invisible piece of street furniture when it lands in a town near you later this year. Continue reading “Renewed Joy for Honda?”
Honda came within touching distance of premium status only to let it slip through their fingers. What happened?
Honda Europe has made a profit just once since 2007, when sales in the region peaked at 313,400 cars. In 2013 sales collapsed to a mere 139,700 cars. What on earth is going on at Japan’s number three motor manufacturer?
During the latter years of the 1980’s Honda appeared poised to make a significant breakthrough in the European market. Perhaps the most engineering-led of mainstream Japanese manufacturers, Honda achieved what its better selling rivals had hitherto failed to manage – credibility. Continue reading “Dream On, Honda”
In 2013 Honda showed their highly aerodynamic FCev concept car. The production version has been revealed and is surprisingly close in feel to the ’13 car.
The objectives with the FCev are for a vehicle to produce 100kW from its fuel-cell stack and carry four adults. The aerodynamically creased body shell reduces the cD in an overt way we have not seen for two decades. This promises 300 miles of range, which is not so bad if you recall that the Citroen CX GTi got by with a 280 mile range. If you drive an Aston Martin hard you can get considerably less. Continue reading “2016 Honda FCev Design Analysis”