autopartswarehouse

1988-1991

A sleeker and more powerful Civic lineup debuted in 1988. All Civics (except the CRX) rode on a longer 98.4-inch wheelbase. The CRX's wheelbase was increased to 90.6 inches. Those were just some of the obvious changes in this model. Let’s discuss these changes in detail.

A lower hoodline, increased glass area and lower wind drag were functional advantages of the sleeker body styles. A family of new engines complemented the stylish Civics. Power for the DX hatchback/sedan, new LX sedan and the wagon came from a 1.5-liter 16-valve engine that produced 92 horsepower. The base hatchback had a less powerful 70-horsepower version of that engine. The fuel-economy champ CRX HF had an eight-valve 62-horse version of the 1.5 that could go up to 56 miles on a gallon of gas. The standard CRX had the 92-horse engine. A high-performance 1.6-liter 16-valve engine that kicked out 105 horsepower was installed in the CRX Si and Civic 4WD wagon. All Civic engines were now fuel injected. Previously, only the "Si" models had the injection.

A double-wishbone suspension system was used at all four wheels. Inspired by Formula One race cars, this design promoted agile handling and a comfortable ride by precisely controlling wheel travel and keeping the tire's contact patch square to the road surface.

One model departed (the Civic Si hatchback), as a new one, the Civic LX sedan, was introduced. The LX loaded up a Civic sedan with features such as power windows, locks and mirrors; a tachometer; and intermittent wipers. U.S. production for the Civic began this year in Ohio, making it easier for Honda to satisfy America's appetite for its gem of a small car.

The Civic Si hatchback returned for 1989, now with a power moonroof and once again with the same potent engine (increased to 108 horsepower for this year) installed in the CRX Si and the 4WD wagon.

Revised bumpers and taillights identified the 1990 Civic. Hatchbacks received larger reverse (white) lights, and sedans adopted a horizontal taillight theme. An EX sedan joined the Civic family and took its place at the top of the sedan lineup. The EX had the Si's engine, 14-inch wheels and all the features of the LX (which now included cruise control). Four-wheel disc brakes appeared on the CRX as did a slightly revised dash-board (with softer corners and larger instruments) for all Civic models.

The 1991 Civics were virtually unchanged, and this was the last year for the spunky CRX.

1984-1987

The Civic grew up in 1984, not only in size, but also in terms of design sophistication. This was a big step because it was during this time that the Civic was preparing to cement its reputation. A new wheelbase of 96.5 inches represented an increase of 5 inches, making Civic four-doors and wagons identical to the Accord in this dimension. A new 1.5 liter-engine (formerly referred to as 1,500cc) with 12 valves (three valves per cylinder) and 76 horsepower was found underhood, except on the base hatchback, which had a new 1.3-liter 60-horse unit. Transmission choices were the same as previously: four- and five-speed manuals and a three-speed automatic. A revamped suspension, though no longer with an independent rear setup, offered a space-efficient design along with fine ride and handling characteristics.

The lineup consisted of three hatchbacks (base, DX and S), a sedan, a tall wagon and a new two-seater called the CRX. As before, the base car was fairly spartan. The DX came with the five-speed manual, bodyside moldings, a split/folding rear seat, rear window defroster/wiper/washer and tilting steering wheel. The S had sport seats, reclining rear seats and the same hardware upgrades, such as a rear stabilizer bar, as before. The sedan and wagon were again equipped similarly to the DX hatchback.

The new CRX was basically the Civic chassis under a sporty body. Two models were offered: the base CRX and the CRX 1.5. The chief difference between the two was that the base CRX had a 1.3-liter engine (which allowed the car to score amazing fuel economy ratings of 51 in the city and on the 67 highway) and the CRX 1.5 had the 1.5-liter engine. All CRXs had a two-tone paint scheme, comprised of White, Blue or Red with a Silver lower bodyside and bumper treatment. The Honda Civic CRX also proved to be the car of choice for many tuners and street racers during this time. This is because of its small and agile design. The availability of various aftermarket performance parts also helped in cementing the reputation of the Honda Civic CRX

A neatly chiseled exterior devoid of gimmickry, an intelligent interior design with supportive seats, large gauges and high-quality fit and finish made the 1984 Civic line attractive and an immediate success. Dealers would routinely have slim pickings on their lots, and, as a result, they didn't have to discount the cars too much, if at all.

Introduced in 1985, the hot-rod CRX Si came ready to run with a fuel-injected version of the 1.5-liter engine that pumped out 91 horsepower. Able to hit 60 mph in less than 9 seconds, the Si also boasted handling enhancements, such as 14-inch alloy wheels with 185/60R14 high-performance tires. A power sunroof was standard on the Si, as were a monotone paint scheme and sport seats.

A CRX HF (High Fuel economy) model replaced the CRX with the 1.3-liter engine. The HF had an eight-valve version of the 1.5-liter engine that produced just 58 horsepower but offered more torque and thus better acceleration around town. Mileage figures for the HF stood at 52 in the city and 57 on the highway.

The other Civics continued unchanged for this year, with the exception of the wagon, which, later in the model year, became available with four-wheel drive and a six-speed manual gearbox. As the Civic's reputation for quality, clever engineering and steadfast reliability continued to grow, so did the little Honda's popularity, as sales figures that topped 200,000 annually attested.

Flush-mounted headlights made it easy to tell the 1986 Civics from the older models. Other changes included a four-speed automatic and an Si version of the Civic hatchback, the latter geared toward those who wanted the performance of the CRX Si but needed a four-seat vehicle. Other perks for the Civic Si hatchback included a removable glass sunroof, a full-width taillight panel and color-keyed front airdam and roof spoiler. The CRXs received the same updates as the other Civics, including the flush headlights.

For 1987, the four-wheel-drive (4WD) system for the Civic wagon was revised. "Real Time" 4WD automatically channeled power to the wheels that had optimum grip and did away with the driver having to decide (and then move a lever) if four-wheel drive was needed.

1980-1983

A new, sleeker body and increases in wheelbase and base-model engine size marked the 1980 Civic. The wheelbase now measured 88.6 inches for the hatchback (the two-door "sedan" was dropped) and 91.3 inches for the wagon. All Civic engines now used the CVCC design; the base 1,335cc ("1300") engine made 55 horsepower, while the 1,488 ("1500") produced 67 horsepower. Three transmissions were offered: a four-speed manual (on base models), a five-speed manual and a two-speed automatic.

The Civic 1300 and 1500 came in base and DX versions, and the latter featured a five-speed manual, rear window defroster, intermittent wipers and a cigar lighter. The 1500 GL added radial tires, a rear window wiper/washer, tachometer, clock and bodyside moldings. The Civic wagon came in a single version that was tantamount to the DX trim level.

A four-door sedan debuted for 1981, as did a three-speed automatic transmission that replaced the primitive two-speed unit.

Rectangular headlamps and black bumpers appeared on the 1982 Civic. A new gas-sipping model, the five-speed "FE" (Fuel Economy) was introduced and was rated at 41 mpg in the city and 55 mpg on the highway.

The sporty new Civic "S" replaced the 1500 GL in 1983 and was fitted with a firmer suspension (with rear stabilizer bar) and 165/70R13 Michelin tires. A red accent encircled the S and set it apart from the other Civics. This Civic model proved to be popular among car tuners and everyday street racers.

1973-1979

Prior to 1973, Honda was a company known more for its motorcycles than for its cars, which were tiny two-cylinder 600cc runabouts. This changed when the Civic debuted for 1973. The Civic offered amazing space efficiency in a fun little car that achieved more than 40 mpg on the highway. Room for four passengers was quite a feat for a car that possessed such diminutive dimensions as an 86.6-inch wheelbase and 139.8-inch overall length. A small transversely mounted engine and front-wheel-drive layout (an arrangement that was something of a novelty to the American car market) and 12-inch wheels maximized interior room. Indeed, early ads for the Civic boasted that it had more passenger room than many larger cars. Two similar body styles were available, a hatchback and a "sedan." These Civics were identical, even the rear of the cars looked the same, except that one had a hatchback and the other had a small vertical panel that opened to allow access to the "trunk." The early Civic had a few style quirks, such as turn signal lights that looked as if they were added on after the car was already built and a bulging center divider in the grille. Standard equipment included power front disc brakes, vinyl seating, reclining bucket seats and a woodgrain-accented dashboard. The hatchback added a fold-down rear seat, an AM radio and cloth upholstery. Options were minimal, consisting of air conditioning, an automatic transmission, radial tires and a rear wiper for the hatchback.

A 1,169cc (or about 70-cubic-inch) inline four-cylinder engine motivated the first-year Civic and put out 50 horsepower. This was an impressive output when considered in terms of power per unit of displacement: The Civic had 0.71 horsepower per cubic inch. And with a weight of only around 1,500 pounds, a whole lot of power wasn't needed to propel the Civic. Transmissions offered included a four-speed manual or a two-speed "Hondamatic" automatic gearbox. An all-independent suspension made the Civic an agile econobox that could run circles around American-built competitors like the Ford Pinto and Chevrolet Vega.

The Civic's base price was around $2,200 and Honda's early slogan, "It will get you where you're going," emphasized the practical and economical mission of the Civic and made no pretenses otherwise.

For 1974, the Civic's engine size grew slightly, to 1,237 cc and power went up to 52 horsepower. In order to meet the new 5-mph bumper impact standard, the Civic's bumpers grew, as did its overall length, which was now 146.9 inches.

The CVCC (or Controlled Vortex Combustion Chamber) engine debuted in 1975. Offered alongside the standard Civic engine, the 53-horsepower CVCC engine displaced 1,488 cc and had a head design that promoted cleaner, more efficient combustion. The CVCC design eliminated a need for a catalytic converter or unleaded fuel to meet emissions standards. (Nearly every other U.S. market car for this year underwent the change to exhaust catalysts and the requirement to use only unleaded fuel.) Due to California's stricter emissions standards, only the Civic CVCC was available in that state. A five-speed manual gearbox became available this year, as did a Civic station wagon (only with the CVCC engine), which had a wheelbase of 89.9 inches and an overall length of 160 inches. Civic sales topped 100,000 units for this year.

1978 brought slight cosmetic changes, such as a black grille, rear-facing hood vents (that replaced the sideways versions) and new turn signals. The easiest way to tell a '78 from an earlier example is to look at the front signals: Prior to 1978, they looked like foglights mounted in the Civic's grille, whereas in 1978 they were smaller and mounted under the bumper. The CVCC engine was now rated at 60 horsepower.

Apart from a minor increase in horsepower that brought the base engine to 55 horsepower and the CVCC to 63 ponies, little changed for the 1979 Civic.

The first generation Honda Civic with a wheelbase of 220 cm arrived in July, 1972 as a shortbacked 2-door, accompanied in November, 1972 by a 3-door Hatchback. A 4-door came in December, 1973 with a wheelbase of 228 cm; it lasted until September, 1977 that the 5-door Hatchback was introduced. By November, 1974 a 5-door Wagon was released on the same 228 cm wheelbase, however with a rigid rear axle and leaf springs instead of the independent coil suspension.

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

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

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

The fifth generation Civic was released in September, 1991, the 3-door now on a 257 cm wheelbase, the 4-door (called Civic Ferio in Japan) on a 262 cm wheelbase, the CR-X (called del Sol in the USA), now a 2-door Targa-Top on a 237 cm wheelbase. The previous generation Shuttle remained available. A 2-door Coupe (257 cm wheelbase), developed in the USA, arrived for the 1993 model year. By November, 1992 the Honda Domani 4-door Sedan arrived with different body, also sold as Isuzu Gemini from August, 1993. This car was built in England as Rover 400 with different roof end from May, 1995, where a 5-door Hatchback was developed, which was also sold as Honda Civic in Europe. These cars were rebadged Rover 45 by January, 2000 when they received a nostalgic front. By Spring 1998 arrived a 5-door Wagon, as Honda Civic Aerodeck in Europe. The new Integra 3-door Coupe and 4-door Pillared Hardtop arrived in May, 1993 and rode on a 257 cm and 262 cm wheelbase respectively.

The sixth generation Civic appeared in September, 1995 as a 3-door Hatchback, a 4-door Sedan, and a 2-door Coupe, now all riding on the 262 cm wheelbase. The 4-door was still called Civic Ferio in Japan, by February, 1996 it came as Honda Integra SJ, by January, 1997 as Honda Domani, and by February, 1997 as Isuzu Gemini. A 5-door Wagon came in February 1996, called Honda Orthia, or in a more commercial version, as Honda Partner. In Canada the 4-door Sedan is also sold as Acura EL. In Thailand the car is known as Isuzu Vertex.

The seventh generation Civic came in September, 2000 now as a 5-door Hatchback and a 4-door Sedan (Civic Ferio) with different bodies and the 262 cm wheelbase for the Sedan and a 268 cm wheelbase for the Hatchback. In October, 2000 arrived the 7-seater Honda Stream with an even longer wheelbase of 272 cm. In late 2000 arrived the USA-built 2-door coupe on the 262 cm wheelbase. In 2001 a 3-door Hatchback was added on a wheelbase of 257.5 cm

Let’s discuss one of the most essential tools you’ll need in your car: the security system. A car’s security system functions by guarding your car from people with bad intentions for it. Old cars require you to stick the key to your door in order to lock it. When someone forces your door open, that person won’t have to worry about your car from reacting because older cars aren’t equipped with an able security system.

All car models nowadays are now equipped with a security system to help you guard your precious ride. Every time you leave your car, you just press a button on your car keys that activate the security system. Once it is activated, anyone who tries to open your doors will be greeted by a blaring noise emitted by the car. This will alert anyone close to your car that it is being tampered with by unknown forces.

Imagine this kind of situation. You leave your car at the parking lot and you stick your keys to lock the doors. You slowly walk away and spend your day at work. The moment you come back for your car, you see signs of forced entry all over it. You then discover all of your possessions are gone. You can avoid this situation from coming to reality by having a security system installed to your car rather than using your keys to lock it.

Such is the importance and value of a capable security system to you and your car. It helps you sleep better at night and helps you ease your concerns every time you leave your car. If you find yourself in a constant state of paranoia over your car, get a new security system and install it right away. Believe me, you’ll be saving a lot of trouble by getting one.

A Honda R&D Americas-designed and developed five-door Accord station wagon debuted in 1991, with a second-generation wagon debuting in 1994. As a derivative model, the wagon was based on the 1990 and 1994 Accord Sedans for North America and subsequently exported to Japan and Europe.

The Accord Hybrid was the world's first V-6-powered hybrid vehicle and Honda's third hybrid model when it was introduced in December, 2004 as a 2005 model. (The Accord Hybrid was preceded by the 1999 Insight and 2003 Civic Hybrid.) The third-generation of Honda's advanced Integrated Motor Assist (IMA) hybrid system in combination with new Variable Cylinder Management (VCM) cylinder deactivation technology, delivered the world's best V-6 fuel efficiency in 2005 - on par with a 4-cylinder, compact-class Civic - along with highly responsive and powerful V-6 performance. By 2005 standards, the Accord Hybrid was rated at 255 horsepower while it achieved a city/highway EPA fuel economy rating of 29/37 miles per gallon. Revisions to SAE horsepower ratings and a freshening in 2006 resulted in a horsepower rating of 253. The 2007 city/highway EPA fuel economy rating was 28/35 miles per gallon.

The Accord is currently sold in 160 countries and has always been a truly global model with cumulative manufacturing figures topping 15 million. Since 1998, Accord models in Japan and Europe have utilized a narrower version of the Accord platform to meet the preferences of local markets, which generally have narrower streets than North America. In China, the North American-width Accord is available. In Japan, a product similar to the North American-width Accord is sold as the Inspire. Worldwide, the Accord is produced in seven countries.

Europe:

European Accord powertrains include a 2.0-liter i-VTEC 4-cylinder engine, a 2.4-liter i-VTEC engine, and Honda's acclaimed 2.2-liter i-CTDi 4-cylinder diesel engine that debuted in 2004. A Saloon (sedan) and Tourer (wagon) are the available body styles. In 2006, Accord was the first vehicle in Europe to offer Lane Keeping Assist (LKAS) - a system that maintains the position of the car in a lane by providing steering input when necessary.

Japan:

Similar to the European Accord, the Japanese Accord is available with a 2.0-liter i-VTEC 4-cylinder engine or a 2.4-liter i-VTEC engine. SThere's another Accord variant available in Japan called the Inspire. Its main difference is in its body styling and running gear. The Honda Inspire exclusively features a 3.0-liter i-VTEC V-6 engine with Variable Cylinder Management (VCM) that can switch between 3-cylinder and 6-cylinder modes.

Honda is giving its bestseller a new look with updated styling and a couple of new trim levels to satisfy car owners everywhere. And with fuel costs rising, Honda is ready to receive them with its fuel-efficient 2009 Civic lineup.

The Civic DX was always at the lowest end of the Civic lineup but not with the DX-VP (VP means “Value Package”). This new model allows even the most frugal Civic users to get a radio and air conditioning. On the other end, the new Civic LX-S is basically a mid-grade LX with a sportier interior theme. This new theme includes black fabric with silver stitching, a leather-wrapped wheel, faux-suede bolsters, a rear spoiler and alloy wheels.

With the new updates, this new Civic aims to project a conservative image. You don’t need to tweak anything anymore since the car itself is already complete for any car buyer. This isn’t surprising since the Civic outsold the Accord as Honda’s bestseller in their vehicle lineup. Plus, you’ll be enjoying new bumpers, new chrome swaths between the lights, and a turn-signal color swap. While on the other end of the Civic range, a fresh set of wheels will be what you’re getting. The sporty Civic Si coupe and sedan get standard fog lamps.

Elsewhere within the Civic lineup, interior improvements come in the form of new fabrics and Bluetooth connectivity on Civics equipped with Honda’s excellent navigation system. This will help make your driving experience easier and more convenient.

On the other hand, the Civic hybrid model gets options that were previously non-existent. These include a new leather upholstery, heated seats and mirrors.

For its powertrain, Honda decided to not to offer the 2009 Civic with an upgraded powertrain. You’ll still have the same powertrain from 2008 version, including the 140-hp, 1.8-liter four-cylinder gasoline engine, a natural-gas-powered version of same (Civic GX), and the hybrid that combines battery power with a puny 1.3-liter engine, and a zesty, 197-hp Civic Si. The best of the lineup is the Civic Si but expect the hybrid and GX models to be increasingly popular if gas prices continue to rise.

The Honda Civic is currently the third most popular car in the country behind the Toyota Camry and Toyota Corolla. And after the launch of its newest version you can expect the Civic to make its way to the top of the list.

A totally-redesigned Accord debuted in 1994 with new dimensions, resulting in a larger interior. The wheelbase grew to 106.9 inches and the overall length increased slightly to 185.6 inches. The Accord featured a 2.2-liter 4-cylinder engine with Variable Valve Timing and Lift Electronic Control (VTEC). A significant milestone for the Accord and for this class of vehicle, the Accord received a V-6 engine in 1995 for the first time. The 24-valve, 2.7-liter engine produced 170 horsepower and 165 lbs-ft. of torque. The V-6-powered Accords featured a different, longer nose and a different grille.

A totally new Accord debuted with a new body and completely redesigned chassis and engine. A 2.3-liter 4-cylinder VTEC engine and a 3.0-liter V-6 engine were offered. Unique coupe and sedan body styles were used - the Coupe styled in the U.S. and the Sedan receiving styling from Japanese design studios. The wheelbase for the 2-door Coupe was 105.1 inches, while the Sedan rode on a 106.9-inch wheelbase. The Sedan and Coupe variations were the most different visually and mechanically of any Accord at the time, with the Coupe being designed, developed and engineered by Honda R&D Americas. Dual front airbags were standard along with available side airbags (standard on EX). Prices: DX 4-Door Sedan, $15,400; LX Sedan and Coupe (4-cylinder), $18,790; EX Sedan and Coupe (4-cylinder), $22,550; LX Sedan and Coupe (V-6), $22,400; EX Sedan and Coupe (V-6), $25,100. In 2000, the first Super Ultra Low Emissions Vehicle (SULEV) Accord was offered in California on EX Sedan 4-cylinder models with an automatic transmission. It was the first internal-combustion, gasoline-powered vehicle to achieve SULEV status, which is the most stringent emission standard in the world.

A completely-redesigned Accord debuted with entirely new styling inside and out in 2003. Larger and more powerful, a 160-horsepower, 2.4-liter DOHC i-VTEC 4-cylinder engine was introduced and was available with either a 5-speed manual or 5-speed automatic transmission. A 240-horsepower 3.0-liter VTEC V-6 engine was introduced, and the Accord Coupe could be had with a 6-speed manual transmission for the first time. At the top of the model range was the Accord EX V-6 Sedan with a leather interior. Additionally, a navigation system became available. Side-curtain airbags and driver- and front-passenger front-side airbags were standard on the Accord EX V-6 Sedan for 2003, and became standard equipment on every Accord model by 2005 as part of the company's "Safety for Everyone" initiative. A powerful Accord Hybrid debuted for the 2005 model year, powered by a 3.0-liter i-VTEC V-6 with Variable Cylinder Management (VCM) and Integrated Motor Assist (IMA) hybrid technology.

In 2006, the entire Accord lineup received a facelift with new front and rear styling and changes to the entire line. Horsepower increased across the board with the 2.4-liter i-VTEC 4-cylinder engine producing 166 horsepower, the 3.0-liter VTEC V-6 engine increasing to 244 horsepower, and the Accord Hybrid producing 253 horsepower.

Compared to the first Accord in 1976, the 2008 sedan's wheelbase is 16.5 inches longer, the width has increased by 8.9 inches, and the overall length has increased by 31.3 inches. What has not changed in that time is how the Accord embodies the same fundamental values of dependability, quality, reliability and a fun driving experience. Some might have left a good car alone, opting for a restyle and some evolutionary tweaks after sales of close to 1.9 million vehicles in the life cycle of the seventh-generation model. The seventh generation Accord continued to win awards and comparisons, all while maintaining the highest resale value in a highly competitive landscape.

Unwilling to settle for anything less than leadership, the new Accord again pushes the limits of its segment with the goal of resetting the industry benchmark. Engineered to lead in the areas of value, quality and reliability, the 2008 Accord innovates with new levels of standard safety equipment, including Honda's revolutionary Advanced Compatibility Engineering™ ACE™ body structure and Accord's first 100-percent application of Vehicle Stability Assist™ (VSA™) on every model and trim level. Environmental leadership is demonstrated by offering the industry's first 4-cylinder and 6-cylinder engine lineup that meets strict PZEV emissions standards as well as offering a new version of Honda's VCM technology that allows more powerful performance to exist with increased fuel economy. The end result is a package that is roomier, more advanced and fun to drive.

The 2008 Accord features a 2.4-liter, i-VTEC 4-cylinder engine that produces 177 horsepower on LX models and 190 horsepower on all coupe and EX sedan models. A 268-horsepower, 3.5-liter i-VTEC V-6 engine is available, featuring Variable Cylinder Management (VCM) for enhanced fuel efficiency. In short, the eighth-generation Accord is more powerful, refined and efficient than ever.

To Be Concluded

The fourth-generation Accord debuted in the fall of 1989. Featuring a longer 107.1-inch wheelbase and an overall length of 184.8 inches, the larger dimensions positioned the new Accord squarely in the midsize class. A new wagon model, designed and developed by Honda R&D Americas, was added to the lineup to join the Coupe and Sedan. The new 2.2-liter, 4-cylinder engine provided up to 130 horsepower (EX). Transmission choices were a 5-speed manual or a 4-speed automatic with sport-shift mode. Prices: DX 4-Door Sedan, $12,345; DX Coupe, $12,145; LX 4-Door Sedan, $14,895; LX Coupe, $14,695; LX Wagon (1991), EX 4-Door Sedan, $16,595; EX Coupe, $16,595 and EX Wagon (1991).

To Be Continued