1979 energy crisis

src: www.macleans.ca

The 1979 (or second) oil crisis or oil shock occurred in the world due to decreased oil output in the wake of the Iranian Revolution. Despite the fact that global oil supply decreased by only ~4%, widespread panic resulted, driving the price far higher. The price of crude oil more than doubled to $39.50 per barrel over the next 12 months, and long lines once again appeared at gas stations, as they had in the 1973 oil crisis.

In 1980, following the outbreak of the Iran-Iraq War, oil production in Iran nearly stopped, and Iraq's oil production was severely cut as well. Economic recessions were triggered in the United States and other countries. Oil prices did not subside to pre-crisis levels until the mid-1980s.

After 1980, oil prices began a 20-year decline, except for a brief rebound during the Gulf War, eventually reaching a 60 percent fall-off during the 1990s. As with the 1973 crisis, global politics and power balance were impacted. Oil exporters such as Mexico, Nigeria, and Venezuela expanded production; the Soviet Union became the top world producer; North Sea and Alaskan oil flooded the market. It seemed that the United States of America and Norway had much more oil reserves than forecasted in the 1970s. OPEC lost influence.

Video 1979 energy crisis

Iran

Amid massive protests, the Shah of Iran, Mohammad Reza Pahlavi, fled his country in early 1979 and the Ayatollah Khomeini soon became the new leader of Iran. Protests severely disrupted the Iranian oil sector, with production being greatly curtailed and exports suspended. In November 1978, a strike by 37,000 workers at Iran's nationalized oil refineries initially reduced production from 6 million barrels (950,000 m³) per day to about 1.5 million barrels (240,000 m³). Foreign workers (including skilled oil workers) fled the country. On January 16, 1979, the Shah and his wife left Iran at the behest of Prime Minister Shapour Bakhtiar (a longtime opposition leader himself), who sought to calm the situation.

Maps 1979 energy crisis

Effects

Other OPEC members

The rise in oil price benefited other OPEC members, which made record profits. When oil exports were later resumed under the new Iranian government, they were inconsistent and at a lower volume, pushing prices up. Saudi Arabia and other OPEC nations, under the presidency of Mana Al Otaiba, increased production to offset most of the decline, and in early 1979 the overall loss in worldwide production was about 4 percent.

OPEC failed to hold on to its preeminent position, especially after Iran and Iraq went to war in 1980 and caused a further 10% drop in worldwide production - and by 1981, OPEC production was surpassed by other exporters. Additionally, its own member nations were divided among themselves. Saudi Arabia, a "swing producer" trying to gain back market share after 1985, increased production and caused downward pressure on prices, making high-cost oil production facilities less profitable or even unprofitable.

United States

The oil crisis had mixed effects in the United States, due to some parts of the country being oil-producing regions and other parts being oil-consuming regions. Richard Nixon had imposed price controls on domestic oil. Gasoline controls were repealed, but controls on domestic US oil remained.

The Jimmy Carter administration began a phased deregulation of oil prices on April 5, 1979, when the average price of crude oil was US$15.85 per barrel (42 US gallons (160 L)). Starting with the Iranian revolution, the price of crude oil rose to $39.50 per barrel over the next 12 months (its all-time highest real price until March 3, 2008.) Deregulating domestic oil price controls allowed U.S. oil output to rise sharply from the large Prudhoe Bay fields, while oil imports fell sharply.

And although not directly related, the near-disaster at Three Mile Island on March 28, 1979, also increased anxiety about energy policy and availability.

Due to memories of oil shortage in 1973, motorists soon began panic buying, and long lines appeared at gas stations, as they had six years earlier during the 1973 oil crisis.

As the average vehicle of the time consumed between two and three liters (about 0.5-0.8 gallons) of gasoline (petrol) an hour while idling, it was estimated that Americans wasted up to 150,000 barrels (24,000 m³) of oil per day idling their engines in the lines at gas stations.

During the period, many people believed the oil companies artificially created oil shortages to drive up prices, rather than factors beyond human control or the US's own price controls. The amount of oil sold in the United States in 1979 was only 3.5 percent less than the record set for oil sold the year previously. A telephone poll of 1,600 American adults conducted by the Associated Press and NBC News and released in early May 1979 found that only 37% of Americans thought the energy shortages were real, 9% were not sure, and 54% thought the energy shortages were a hoax.

Many politicians proposed gas rationing; one such proponent was Harry Hughes, Governor of Maryland, who proposed odd-even rationing (only people with an odd-numbered license plate could purchase gas on an odd-numbered day), as was used during the 1973 Oil Crisis. Several states actually implemented odd-even gas rationing, including California, Pennsylvania, New York, New Jersey, Oregon, and Texas. Coupons for gasoline rationing were printed but were never actually used during the 1979 crisis.

On July 15, 1979, President Carter outlined his plans to reduce oil imports and improve energy efficiency in his "Crisis of Confidence" speech (sometimes known as the "malaise" speech). It is often said that during the speech, Carter wore a cardigan (he actually wore a blue suit) and encouraged citizens to do what they could to reduce their use of energy. He had already installed solar hot water panels on the roof of the White House and a wood-burning stove in the living quarters. However, the panels were removed in 1986, reportedly for roof maintenance, during the administration of his successor, Ronald Reagan.

Carter's speech argued the oil crisis was "the moral equivalent of war". Critics, then and now, argued that his varied proposals would make the situation worse, not better. In November 1979, Iranian revolutionaries seized the American Embassy, and Carter imposed an embargo against Iranian oil. In January 1980, he issued the Carter Doctrine, declaring: "An attempt by any outside force to gain control of the Persian Gulf region will be regarded as an assault on the vital interests of the United States." Additionally, as part of his administration's efforts at deregulation, Carter proposed removing price controls that had been imposed by the administration of Richard Nixon before the 1973 crisis. Carter agreed to remove price controls in phases; they were finally dismantled in 1981 under Reagan. Carter also said he would impose a windfall profit tax on oil companies. While the regulated price of domestic oil was kept to $6 a barrel, the world market price was $30.

In 1980, the U.S. Government established the Synthetic Fuels Corporation to produce an alternative to imported fossil fuels.

When the price of West Texas Intermediate crude oil increased 250 percent between 1978 and 1980, the oil-producing areas of Texas, Oklahoma, Louisiana, Colorado, Wyoming, and Alaska began experiencing an economic boom and population inflows.

Other oil-consuming nations

In response to the high oil prices of the 1970s, industrial nations took steps to reduce their dependence on OPEC oil. Electric utilities worldwide switched from oil to coal, natural gas, or nuclear power; national governments initiated multibillion-dollar research programs to develop alternatives to oil; and commercial exploration developed major non-OPEC oilfields in Siberia, Alaska, North Sea, and Gulf of Mexico. By 1986, daily worldwide demand for oil dropped by 5 million barrels, non-OPEC production rose by an even-larger amount, and OPEC's market share sank from 50% in 1979 to just 29% in 1985.

Automobile fuel economy

At the time, Detroit's "Big Three" automakers (Ford, Chrysler, GM) were marketing downsized full-sized automobiles like the Chevrolet Caprice, the Ford LTD Crown Victoria and the Dodge St. Regis which met the CAFE fuel economy mandates passed in 1978. Detroit's response to the growing popularity of imported compacts like the Toyota Corolla and the Volkswagen Rabbit were the Chevrolet Citation, and the Ford Fairmont; Ford replaced the Ford Pinto with the Ford Escort and Chrysler, on the verge of bankruptcy, introduced the Dodge Aries K. GM was having unfavorable market reactions to the Citation, and introduced the Chevrolet Corsica and Chevrolet Beretta in 1987 which did sell better. GM also replaced the Chevrolet Monza, introducing the 1982 Chevrolet Cavalier which was better received. Ford experienced a similar market rejection of the Fairmont, and introduced the front wheel drive Ford Tempo in 1984.

Checker Motors, known for its iconic Marathon sedans used for the taxicab livery, ceased its automotive production in 1982 transitioning to stamping sheetmetal for GM. American Motors, the final independent manufacturer outside of Detroit's Big Three, entered into a joint venture with Renault where its mass market automobiles were sold alongside the remaining AMC product lineup which have declined in sales while AMC's Jeep division was profiting, especially with the introduction of its downsized XJ sport utilities which led to the company's demise (its homegrown compacts dating back to 1970 - they were phased out in 1983 (with the exception of the Eagle 4WD wagon making it the final AMC designed product) and financial woes with the Renault partnership ended the reign of the final independent. Renault ended up owning 100% of AMC in 1982 (resulting in the divestment of AM General) until late 1986 where they sold AMC's shares to Chrysler Corporation. They later absorbed AMC in late 1987 where the Jeep division is now part of Chrysler (now FCA automobiles).

Detroit was not well prepared for the sudden rise in fuel prices, and imported brands (primarily the Asian marques which were mass marketed and had a lower manufacturing cost as opposed to British and West German brands - the rising value of the Deutsche Mark and English Pound resulted in the transition to the rise of Japanese manufacturers where exporting their product from Japan at a lower cost would yield profitable gains despite accusations of price dumping) were now more widely available in North America and had developed a loyal customer base - the Japanese Big Three launched their respective advertisement campaigns (Honda with its 'We Make It Simple' tagline, Datsun (Nissan after 1984) with the tagline 'We Are Driven', and Toyota with 'Oh What A Feeling' (they ran a previous ad campaign prior to 1979 where the company mocked the Plymouth Volare with the tagline 'You Asked For It - You Got It') - luring away traditional Big Three consumers (Subaru in the late 1970s ran an ad campaign where former owners of a Big Three automobile drove their products - one TV ad started with the tagline 'Ford drives Subaru').

A year after the 1979 Iranian Revolution, Japanese manufacturers surpassed Detroit's production totals becoming first in the world. Japanese exports would later displace the automotive market once dominated by lowered tier European manufacturers (Alfa Romeo, Fiat, Opel, Peugeot, MG, Triumph, Citroen). Some would declare bankruptcy (e.g. Triumph, Simca) or withdraw from the U.S. market, especially in the wake of grey market automobiles or the inability of the vehicle to meet DOT requirements (from emission requirements to automotive lighting). Many imported brands utilized fuel saving technologies such as fuel injection and multi-valve engines over the common use of carburetors. Also, the imported brands used their innovative business ethic e.g. a just-in-time inventory system but the U.S. Government imposed import quotas where the Japanese brands (later extended to South Korean and European marques) began outsourcing their operations by opening assembly plants in the United States (especially the Southern U.S. where import automakers were not on friendly terms with labor unions from the Rust Belt states), Canada, and Mexico to produce their mass market automobiles and light trucks. The Japanese (and later South Korean) brands which assembled its automobiles on U.S. soil had exterior dimensions which were sized to its domestic counterparts and engine displacement over 2.0 liters for the USA market (Japanese regulations on vehicle sizing and engine displacement determines the road tax paid on an annual basis which is not practiced in the USA and Canada).

Import brands also complied with local content laws where an import automobile must have a percentage of automotive components (in the United States automobiles with 70 percent local content manufacture is considered a domestic build regardless of manufacturer) sourced from the United States, Canada, or Mexico (prior to the establishment of NAFTA) and the American Automobile Labeling Act of 1994 which mandated the percentage of automotive parts content printed on the Monroney sticker of an automobile sold through a dealership. The import quota resulted in the Japanese automakers importing a limited amount of automobiles but to comply with the U.S. Government imposition of the 1981 Voluntary Export Restraints, the automakers established their respective luxury marques (Acura, Lexus, Infiniti) but run respectively by their parent manufacturers (Honda, Toyota, Nissan). GM's Cadillac division experimented with their V8-6-4 power plant (the ancestor of the modern-day Active Fuel Management and/or variable displacement), which was a market failure. Nonetheless, overall fuel economy increased, which was one factor leading to the subsequent 1980s oil glut.

src: www.sociologydiscussion.com

See also

• Energy crisis
• Iran hostage crisis
• 1979 world oil market chronology
• 1980s oil glut
• 1990 spike in the price of oil
• 2000s energy crisis
• Hubbert peak theory
• Japan bashing

src: img.haikudeck.com

Further reading

• Ammann, Daniel (2009). The King of Oil: The Secret Lives of Marc Rich. New York: St. Martin's Press. ISBN 0-312-57074-0. 
• Yergin, Daniel (1991). The Prize: The Epic Quest for Oil, Money, and Power. Simon & Schuster. ISBN 0-671-50248-4. 

src: upload.wikimedia.org

References

Source of article : Wikipedia

Honda Super Cub

src: www.pipeburn.com

The Honda Super Cub is a Honda underbone motorcycle with a four stroke single cylinder engine ranging in displacement from 49 to 124 cc (3.0 to 7.6 cu in).

In continuous manufacture since 1958 with production surpassing 60 million in 2008, 87 million in 2014, and 100 million in 2017, the Super Cub is the most produced motor vehicle^* in history. Variants include the C100, C50, C70, C90, C100EX and C70 Passport.

The Super Cub's US advertising campaign, You meet the nicest people on a Honda, had a lasting impact on Honda's image and on American attitudes to motorcycling, and is often used as a marketing case study.

Video Honda Super Cub

Development

The idea for a new 50-cubic-centimetre (3.1 cu in) motorcycle was conceived in 1956, when Honda Motor's Soichiro Honda and Takeo Fujisawa toured Germany and witnessed the popularity of mopeds and lightweight motorcycles. Soichiro Honda was primarily the engineering and production leader of the company, always with an eye towards winning on the racetrack, while his close partner Fujisawa was the man of finance and business, heading up sales and formulating strategies intended to dominate markets and utterly destroy Honda Motor's competitors. Fujisawa had been thinking about a long term expansion strategy, and unlike other Japanese companies, they did not want to simply boost production to cash in on the recent economic boom in Japan. A small, high-performance motorcycle was central to his plans. Upwardly mobile consumers in postwar Europe typically went from a bicycle to a clip-on engine, then bought a scooter, then a bubble car, and then a small car and onwards. Fujisawa saw that a motorcycle did not fit in this pattern for the average person, and he saw an opportunity to change that. Soichiro Honda was at the time tired of listening to Fujisawa talk about his new motorcycle idea; Honda came to Europe to win the Isle of Man TT race and wanted to think about little else.

Fujisawa and Honda visited Kreidler and Lambretta showrooms, as well as others, researching the kind of motorcycle Fujisawa had in mind. Fujisawa said these designs had "no future" and would not sell well. His concept was a two wheeler for everyman, one that would appeal to both developed and developing countries, urban and rural. The new motorcycle needed to be technologically simple to survive in places without up-to-date know-how and access to advanced tools or reliable spare parts supplies. The common consumer complaints of noise, poor reliability, especially in the electrics, and general difficulty of use would have to be addressed. Because Honda was a large company growing larger, it needed a mass-appeal product that could be produced on an enormous scale. The design had to be sorted out before production began, because it would be too costly to fix problems in the vast numbers that were to be manufactured. The scooter type nearly fitted the bill, but was too complex for developing countries to maintain, and the small wheels did poorly on badly maintained or nonexistent roads. Another of Fujisawa's requirements was that it could be ridden with one hand while carrying a tray of soba noodles, saying to Honda, "If you can design a small motorcycle, say 50 cc with a cover to hide the engine and hoses and wires inside, I can sell it. I don't know how many soba noodle shops there are in Japan, but I bet you that every shop will want one for deliveries."

Once interested, Soichiro Honda began developing the Super Cub on his return to Japan. The following year Honda displayed a mockup to Fujisawa that finally matched what he had in mind, Fujisawa declaring the annual sales would be 30,000 per month, half again as many as the entire monthly two-wheeler market in Japan. His goal was to export motorcycles on a scale yet unseen in the economic disorder of postwar Japan, when most companies' halting trade efforts were handled through foreign trading companies. Honda would have to establish its own overseas subsidiary to provide the necessary service and spare parts distribution in a large country like the United States. To this end American Honda Motor Company was founded in 1959. In 1961 a sales network was established in Germany, then in Belgium and the UK in 1962, and then France in 1964.

The Honda Juno had been the first scooter to use polyester resin, or fiberglass reinforced plastic (FRP), bodywork, and even though production of the Juno had stopped in 1954 as a result of Honda Motor's financial and labor problems at the time, Fujisawa continued to encourage research in polyester resin casting techniques, and these efforts bore fruit for the Super Cub. The new motorcycle's fairing would be polyethylene, the most widely used plastic, which reduced weight over FRP, but Honda's supplier had never made such a large die cast before, so the die had to be provided by Honda. The Super Cub was the first motorcycle ever to use a plastic fairing. Motorcycling historian Clement Salvadori wrote that the plastic front fender and leg shields were, "perhaps the Cub's greatest contribution; plastic did the job just as well as metal at considerably lower cost." The technology developed in the Isle of Man TT racing program was equally vital to the new lightweight motorcycle, making possible 3.4 kilowatts (4.5 hp) from a 50 cc four-stroke Honda engine, where the first engine the company built a decade earlier, a "fairly exact copy" of the 50 cc two stroke war-surplus Tohatsu engine Honda had been selling as motorized bicycle auxiliary engine, had only a 0.37-0.75 kilowatts (0.5-1 hp) output. Honda's first four stroke, the 1951 E-type, had just a little more power than the Super Cub, 3.7 kilowatts (5 bhp), with nearly triple the displacement, 146 cc (8.9 cu in).

To make the new motorcycle, Honda built a new ¥10 billion factory in Suzuka, Mie to manufacture 30,000, and with two shifts, 50,000, Super Cubs per month. The factory was modeled on the Volkswagen Beetle production line in Wolfsburg, Germany. Until then, Honda's top models had sold only 2,000 to 3,000 per month, and observers thought the cost of the new plant too risky an expenditure. Edward Turner of BSA went to Japan to see the motorcycle industry in September 1960, and said that investments the size of the Suzuka plant were "extremely dangerous" because the US motorcycle market was already saturated. When completed in 1960, the Suzuka Factory was the largest motorcycle factory in the world, and was a model for Honda's mass production facilities of the future. The economies of scale achieved at Suzuka cut 18% from the cost of producing each Super Cub when Suzuka could be run at full capacity, but in the short term Honda faced excess inventory problems when the new factory went into operation before the full sales and distribution network was in place.

Maps Honda Super Cub

Design

The Super Cub has been compared to the Ford Model T, Volkswagen Beetle and the Jeep as an icon of 20th century industry and transport. The C100 used a pressed steel monocoque chassis, with the horizontal engine placed below the central spine, a configuration now called the 'step through' or 'underbone' motorcycle. By some criteria, the type of motorcycle the Super Cub falls into is difficult to classify, landing somewhere between a scooter and a motorcycle, and sometimes it was called a moped, "step-thru", or scooterette.

The plastic fairing ran from below the handlebars and under the footpegs, protecting the rider's legs from wind and road debris, as well as hiding the engine from view. This design was like the full enclosure of a scooter, but unlike a scooter the engine and gearbox unit was not fixed to the rear axle. This had several benefits. It moved the engine down and away from the seat, detaching the rear swingarm motion from the drivetrain for lower unsprung weight. It also made engine cooling air flow more direct, and made it possible to fit larger wheels. Placing the engine in the center of the frame, rather than close to the rear wheel, greatly improved front-rear balance. The fuel tank was located under the hinged seat, which opened to reveal the fuel filler inlet. The 17 inch wheels, in comparison to the typical 10 inch wheels of a scooter, were more stable, particularly on rough roads, and psychologically made the motorcycle more familiar, having an appearance closer to a bicycle than a small-wheel scooter.

The pushrod overhead valve (OHV) air-cooled four stroke single cylinder engine had a 40-by-39-millimetre (1.6 in × 1.5 in) bore × stroke, displacing 49 cubic centimetres (3.0 cu in), and could produce 3.4 kilowatts (4.5 hp) at 9,500 rpm, for maximum speed of 69 km/h (43 mph), under favorable conditions. The low compression ratio meant the engine could consume inexpensive and commonly available low octane fuel, as well as minimizing the effort to kick start the engine, making the extra weight and expense of an electric starter an unnecessary creature comfort. Though some of the many Super Cub variations came with both kick and electric start, the majority sold well without it. Even the latest 2011 model year Japanese domestic market (JDM) Super Cub 50 and Super Cub 110 versions, with modern technology and conveniences like fuel injection and a fuel gauge, were not offered with an electric start option.

The sequential shifting three speed gearbox was manually shifted, but clutchless, without the need for a clutch lever control, using instead a centrifugal clutch along with a plate clutch slaved to the footchange lever to engage and disengage the gearbox from the engine. While not intuitive to learn, once the rider got used to it, the semi-automatic transmission, "took the terror out of motorcycling" for novice riders. Unlike many scooter CVTs, the centrifugal clutch made it possible to push start the Super Cub, a useful advantage if the need arose.

The early Super Cubs used a 6 volt ignition magneto mounted on the flywheel, with a battery to help maintain power to the lights, while later ones were upgraded to capacitor discharge ignition (CDI) systems. The lubrication system did not use an oil pump or oil filter, but was a primitive splash-fed system for both the crankcase and gearbox, with a non-consumable screen strainer to collect debris in the engine oil. Both the front and rear brakes were drums. On both the front and rear wheels were 2.25" × 17" wire spoke wheels, with full-width hubs.

Honda recommended daily checks of the lights, horn, tire pressure, brakes, fuel and oil level, and a weekly check of the battery electrolyte level. The new engine break-in maintenance was done at 320 kilometres (200 mi), requiring adjustment of the valve tappets and contact breaker points, and an oil change, and the rider was advised to stay under 48 kilometres per hour (30 mph) for the first 800 kilometres (500 mi). Every 1,600 kilometres (1,000 mi) the spark plug needed cleaning, and the chain adjustment checked, and every 3,200 kilometres (2,000 mi) an oil change, breaker point check, and valve adjustment was due. At 8,000 kilometres (5,000 mi), major maintenance was due, requiring the removal and cleaning of the carburetor, drive chain, exhaust silencer, and wheel bearings. The rider closed a manual choke to aid in starting at cold temperatures. By the standards of the day, this was a simple motorcycle, with minimal maintenance demands, and it earned a reputation for high reliability.

src: www.pipeburn.com

You meet the nicest people on a Honda

In June 1963 in US media, Honda began the 12-year-long advertising campaign "You meet the nicest people on a Honda", created by Grey Advertising. Grey had bought the idea from a UCLA undergraduate student, who had created the concept for a class assignment. The event marked the beginning of the decline of domestic and British motorcycle brands in the US market, and the rise of Honda and the other Japanese companies. In December 1965, Edward Turner said the sale of small Japanese motorcycles was good for BSA, by attracting new riders who would graduate to larger machines, not anticipating that the Japanese would advance over the next 5 years to directly threaten British bikes with technically sophisticated models such as the Honda CB750, and the Kawasaki Z1. As a case study in business and marketing, the campaign is still remembered half a century later, with one strategic management textbook saying, "Honda and the Supercub is probably the best known and most debated case in business strategy." It was credited with having "invented the concept of lifestyle marketing."

Specific elements of the Super Cub's design were integral to the campaign, such as the enclosed chain that kept chain lubricant from being flung on the rider's clothing, and the leg shield that similarly blocked road debris and hid the engine, and the convenience of the semi-automatic transmission. Presenting the Super Cub as a consumer appliance not requiring mechanical aptitude and an identity change into "a motorcyclist", or worse, "a biker", differentiated Honda's offering, because, "the dedication required to maintain bikes of that era limited ownership to a relatively small demographic, often regarded as young men known for their black leather jackets and snarling demeanors."

Rather than remaining limited to trying to convince traditional downmarket male buyers to switch to Honda from other brands with the macho approach of most motorcycle advertising at the time, Honda broke new ground. The ad campaign sought to improve the image of motorcycling in general and expand the overall size of the motorcycle market by attracting new riders. In a stroke of good fortune for Honda, Brian Wilson and Mike Love composed the 1964 song "Little Honda", extolling the joys of riding the Honda 50, and even inviting the listener to visit their local Honda dealership, in language that sounded as if it could have been written, or at least paid for, by Honda's advertising copywriters, yet it was not a commercial jingle. The song was released by The Hondells in 1964, followed by the release of the original recording by The Beach Boys. In 1965 The Hondells released "You Meet the Nicest People on a Honda", another song promoting the Super Cub, which was actually used in Honda's TV spots, as a B side to their version of "Sea Cruise."

The long-running campaign, including the slogan, the music, and the upbeat images of respectable, middle and upper-class people, particularly women, riding Hondas became closely associated with the Honda brand ever since. The image Honda created was contrasted with the one percenter "bad boy" biker and became a focal point of Japan bashing boosterism of US-made Harley-Davidson motorcycles.

Aside from Harley-Davidson fans, the company itself had a more conflicted reaction to the successful Honda "You meet the nicest people" campaign. At first they were offended at the suggestion that Harley-Davidson riders were not "nice people." Harley-Davidson had, since its founding in 1903, scrupulously cultivated an image of staid respectability, and would not begin to tentatively embrace the "outlaw" demographic of their customer base for at least another ten years. In 1964 they denied any association with one-percenter bikers, and so distanced themselves from the implications of Honda's campaign. But they also "tried to have it both ways", and soon joined Vespa and Yamaha in producing ads that were "suspiciously similar" to "You meet the nicest people." Whether they were being offended by or imitating Honda, at the time Harley-Davidson did not share the interpretation that Honda's advertisements, "added to the macho Harley image."

src: upload.wikimedia.org

Model history

The Honda Super Cub debuted in 1958, ten years after the establishment of Honda Motor Co. Ltd. The original 1952 Honda Cub F had been a clip-on bicycle engine. Honda kept the name but added the prefix 'Super' for the all-new lightweight machine. The Super Cub sold poorly at first, owing mainly to the recession in Japan, and then three months after the 1958 launch, when customer complaints began rolling in about slipping clutches. Honda salesmen and factory workers gave up holidays to repair the affected Super Cubs, visiting each customer in person. When it was imported to the US, the name was changed to Honda 50, and later Honda Passport C70, and C90, because the Piper Super Cub airplane trademark had precedence. Similarly, in Britain they were only badged 'Honda 50', 'Honda 90' etc. as the Triumph Tiger Cub preceded.

The Society of Automotive Engineers of Japan (in Japanese), included the 1958 Honda Super Cub C100 as one of their 240 Landmarks of Japanese Automotive Technology.

Super Cub line

The first Super Cub variation was the C102, launched in April 1960. The C102 had electric start in addition to kick starting, and battery & coil ignition instead of magneto, but was otherwise the same as the C100.

The enlarged 86.7 cc (5.29 cu in) OHV engine of the 1963 C200 was used on the 1965 CM90 step-through. New in 1965 was a 63 cc (3.8 cu in) engine with a chain-driven overhead camshaft (OHC). This was used in two new models: the C65, a step-through with 4.1 kW (5.5 bhp), and the S65, with a frame like the C110/C200 and 4.6 kW (6.2 bhp) @ 10,000 rpm.

In 1966 the C50 appeared and remained in production through the mid 80s, becoming one of the most widespread and familiar versions of the Super Cub. Honda replaced the C100's 40 mm × 39 mm (1.6 in × 1.5 in) 50 cc OHV engine with the 39 mm × 41.4 mm (1.54 in × 1.63 in) OHC alloy head and iron cylinder engine from the CS50 and C65, which increased power from 3.4 to 3.6 kW (4.5 to 4.8 bhp). Similarly the CM90 was replaced in 1966 with the 89.5 cc (5.46 cu in) 5.6 kW (7.5 bhp) OHC CM91, which a year later on 1967, got restyled forks and headlamp like the C50, to become the familiar C90. Though the basic design of Cub remained unchanged, new styling and improvements included enclosed front forks. The C100 stayed in production alongside the newer versions one more year, until 1967. After 1980 the USA C70 was called the C70 Passport.

In 1982, for most markets, Honda fitted a new capacitor discharge ignition (CDI) system to replace the earlier contact points ignition, thereby helping to meet emission standards in markets such as the US. At the same time the electrical system was changed from 6 volt to 12 volt.

In 1984, Honda released restyled versions of the Cubs on some markets, with square lamps and plastic-covered handlebars and rear mudguard. On the domestic Japanese market the square style was optional, but in some places such as the UK they replaced imports of the traditionally styled round lamp Cub.

In 1986, a larger 100 cc HA05E engine model was introduced especially for Asian markets. The newer 100 cc model was developed exclusively for Southeast Asian market, especially in Thailand, Malaysia and Vietnam, where underbones were very popular, with new features such as a telescopic front suspension to replace the older leading link suspension, and a four-speed transmission to replace the older three-speed transmission used in older Cub variants. The 100 cc model was initially known as the Honda Dream in Thailand and Honda EX5 in Malaysia, before being standardised as the Honda EX5 Dream in 2003. In addition, Honda Japan began importing the made-in-Thailand Dream as the Super Cub C100EX in 1988. The Japanese C100EX was later being facelifted in 1993, while the Southeast Asian EX5 Dream retains the 1986 design until the present day, with only minor cosmetic changes. In 2011, the carbureted EX5 Dream was phased out in Thailand and being replaced with the fuel-injected Honda Dream 110i, with the powertrain being derived from the fuel-injected Honda Wave 110i.

In the late 1990s, Honda introduced their newer NF series motorcycles, known as Honda Wave series, called the Honda Innova in some markets, which use steel tube frames, front disc brake and plastic cover sets in various displacement options: 100 cc, 110 cc and 125 cc. Though not Cubs, these bikes sold consistently well particularly in European countries, where the production of Honda Cub models had been previously discontinued. However, the production of Honda Cubs in Asia, Africa and South America still continues today, even though the newer Honda Wave Series and other designs have been introduced alongside the Cub.

In 2007, Honda began installing their PGM-FI fuel injection system for the Honda Cubs in the Japanese market for lower smog-forming emission.

Sports Cub

The C110 Sports Cub debuted in October 1960. The C110 was more like a traditional motorcycle that the rider had to straddle, not a step-through. It had a different frame, with the fuel tank on top of the frame and in front of the seat, and the frame's steel tube spine ran horizontally from the head tube to the seat. It also had a bit more power, increased from 3.4 to 3.7 kW (4.5 to 5 bhp) @ 9,500 rpm. Sub-variants of the Sports Cub were the C111, absent the pillion seat, and C110D, also called C114, which had a low exhaust pipe. Early versions of the Sport Cub had a 3 speed gearbox but later this was changed to 4 speed. The C102 stayed in production for six model years, through 1965, and the C110 Sports Cub through 1966.

In 1963 came an enlarged OHV engine of 86.7 cc (5.29 cu in) and 4.8 kW (6.5 bhp). It was used first in the C200, which had a frame like the C110, with more upright handlebars.

The S65's last year of production was 1967, and the CD65 and CL65 took its place for only one year, 1968. These had the higher-revving 4.6 kW (6.2 bhp) 63 cc (3.8 cu in) engine of the CS65. Then the 4.6 kW (6.2 bhp) 71.8 cc (4.38 cu in) C70 replaced the C65 and CL65 in 1969. It had the same peak horsepower, but at 9,000 rpm instead of 10,000, and more torque, 0.53 kg?m (5.2 N?m; 3.8 lbf?ft) at 7,000 rpm instead of 0.48 kg?m (4.7 N?m; 3.5 lbf?ft) at 8,000 rpm. It was introduced in the USA, Canada and Asia at launch and in the UK in 1972.

Mini bikes

In 1960 the CZ100 arrived, using the same engine in a much smaller frame with only 5" wheels. First of the Honda Z series, the CZ100 was meant only as a short-distance novelty or paddock bike, but instead found popularity in the monkey bike niche.

Trail

An on- and off-road version of the Super Cub, what today would be classed as a dual-sport motorcycle but called a trail bike at the time, the CA100T Trail 50, came out in 1961. Jack McCormack, the first national sales manager of American Honda Motor Company, said the Trail 50, and even more so the later Honda CB77, was the result of Honda's willingness to listen to and respond customer demand. "When you talk about Japanese manufacturers, their strength (besides the quality of their equipment) was that they listened to the marketplace. People always suggest that it was about Japanese management, but, to be frank, I was never impressed with Japanese management. They did what no other motorcycle make did--they listened."

In 1960, McCormack noticed that one Honda dealer in Boise, Idaho was selling more Honda 50s than the combined total of all six dealers in Los Angeles. He found out that the Idaho dealer, Herb Uhl,⁺ was selling the CA100s as a trail bike by adding knobby tires for off-road traction and a "cheater sprocket," that is, increasing the final drive ratio by using a larger rear sprocket with more teeth, which increased the effective torque of the rear wheel, trading off lower top speed as a result. Uhl said the advantages of light weight and the automatic clutch allowed unskilled riders to enjoy off-road riding, in comparison to traditional big trail bikes that could be difficult to handle. McCormack shipped a version of Uhl's customized CA100 to Japan and requested Honda put it into production, and by March 1961 the Trail 50 was available to US dealers. Cycle World praised the simple pleasure of trail riding on the new bike, and it was a US sales success.

src: cdn.shopify.com

Specifications

src: cdn.hiconsumption.com

Current popularity

Sales for Super Cubs have increased in Japan with upgrades to the engine and the installation of fuel injection for Japanese domestic market models starting from 2007, making it more powerful, more economical and cleaner. With respect to newer, plastic body underbone designs, such as the Wave, the original Cub remains popular.

Cycle World magazine's Peter Egan and Steve Kimball entered a stock Honda C70 Passport in the 1981 Craig Vetter Fuel Economy Challenge, competing against specially designed high-mileage two wheelers built by teams of engineering students, and an entry from American Honda. The course was a 65-mile (105 km) loop near San Luis Obispo that had to be completed in 1 hour and 40 minutes, give or take 10 minutes, meaning an average speed of 35 mph (56 km/h). Kimball, riding the Passport, won the event through skillful and error-free riding, with 198 miles per US gallon (1.19 L/100 km; 238 mpg_-imp).

In Vietnam, Super Cubs are the predominant model of motorcycle taxi, so that "Honda" has become a genericized trademark or metonymy, equivalent to "xe ôm" referring to any motorcycle taxi. In the English speaking world as well, "Honda" was often a synonym for "motorcycle" as a result of the ubiquity of the Super Cub.

The Super Cub was included in The Guggenheim's 1998 The Art of the Motorcycle exhibition. In 2006, on the Discovery Channel's The Greatest Ever series, an episode on motorcycles placed the 1958 49 cc Super Cub in first place. James May, a co-presenter on the popular television series Top Gear, bought a Honda Super Cub for the 2008 Season 12 Vietnam special. Author Roland Brown wrote that, "of all the brilliant bikes Honda have built -- the CB750 superbike, Mike Hailwood's six-cylinder racers, the mighty Gold Wing, you name them -- the most important of all is the C100 Super Cub of 1958."

In 2014, the Super Cub became the first vehicle in Japan to be granted a three-dimensional trademark.

Licensed models

Chongqing Guangyu Motorcycle Manufacture Co, of China, known as Kamax, has a line of motorcycles based on the Super Cub Design, licensed from Honda, including the EEC Super Cub. This Super Cub 'remake' was developed solely for the European market in cooperation with Super Motor Company. Super Motor Company which is the sole European distributor of the EEC Super Cub sells 3 different variations; the Super 25, the Super 50 and the Super 100. Flyscooters imported a Yinxiang Super Cub variant to the US, under the name Fly Scout. Similarly, China Jialing Industrial Co., Ltd. has ten models based on Honda's Super Cub design, including the JL50Q-2 and JL90-1 which are faithful to the original 1958 styling, as well as several more modern restylings. Lifan Group exports a version to the UK, the 97 cc (5.9 cu in) LF100, which features telescopic forks, a four speed gearbox and a digital gear indicator.

SYM Motors of Taiwan licensed the Super Cub design as the Symba 100, previously called the Symba 110, which they exported to the US. While keeping the basic design, SYM increased the size of the front brake from 110 to 130 mm (4.3 to 5.1 in), and added an LED fuel gauge. Instead of leading link front forks, it uses telescopic forks. The Symba engine has a carbureted 101.4 cc (6.19 cu in) single claimed to produce 6.5 hp (4.8 kW) at 8500 rpm, with a four speed gearbox using a centrifugal clutch semi-automatic transmission.

EV-Cub

At the 2009 Tokyo Motor Show, Honda presented the EV-Cub concept vehicle, an electric motorcycle patterned after the venerable Super Cub, featuring two-wheel drive by means of electric motors mounted in the hubs of each of the wheels. Honda said they felt keeping the 1958 layout for their 21st century concept bike made sense because, "the human body has not changed in the past 50 years," and, "the size, shape and position of all the Super Cub parts had a kind of necessity to them, and that the design of the Super Cub was very rational and rider-centric." The additional space created by the absence of the engine in the center of the frame and the lack of a gas tank created room for underseat helmet storage, typical of a scooter. Integrated with the new electric motorcycle was an interactive communications system, to let riders converse while riding. Several other companies, including Christini, KTM, Öhlins, and Yamaha have done development on two-wheel drive motorcycles, and have found that the addition of power to the front as well as the rear wheel aids in stability, particularly in corners and in the hands of novice riders. At the time Honda hinted that they would bring the EV-Cub to market in 2010. In a 2016 speech, Honda's President and CEO Takahiro Hachigo said they planned to release the EV Cub in Japan in about two years, followed later in other ASEAN markets.

src: www.visordown.com

See also

• Yamaha v50
• Suzuki FR50
• Honda CT series

src: i.ytimg.com

Notes

*^ The Chinese Flying Pigeon bicycle, with on the order of 500 million in service as of 2007, is the most produced vehicle ever. See Koeppel, Dan (January-February 2007), "Flight of the Pigeon", Bicycling, Rodale, Inc., vol. 48 no. 1, pp. 60-66, ISSN 0006-2073, retrieved January 28, 2012 

+^ Herb Uhl's son, Billy Uhl, competed alongside his father in the International Six Days Enduro in 1969, won the Gold Medal five times in the 1970s, and was inducted into the American Motorcyclist Association Motorcycle Hall of Fame in 2007.

src: www.motorcyclespecs.co.za

References

src: i.ytimg.com

External links

• Official website
• Super Cub official site (in Japanese)
• "Nicest People" Campaign Causes a Sensation, Honda 

Source of article : Wikipedia

Lithia Motors

src: www.kiplinger.com

Lithia Motors, Inc. is an American nationwide automotive retailer headquartered in Medford, Oregon. It is the fourth largest automotive retailer in the United States. In 2015, Lithia Motors broke into the Fortune 500 list at #482, making it one of only three Oregon-based companies in the Fortune 500. This followed a year that saw the acquisition of the DCH Auto Group, one of the 10 largest dealer groups in the country, with 27 dealerships, before being purchased by Lithia Motors. In 2016, Lithia climbed to #346 and that same year made the Fortune 500 List of Top Ten Companies with the biggest jump in rank on the Fortune 500. Today, Lithia is ranked #318 on the Fortune 500. Lithia employs more than 14,150 people in stores across the nation including Alaska and Hawaii. Lithia operates 160 stores in 18 states.

Video Lithia Motors

History

Lithia Motors began in 1946 when Walt DeBoer opened a single car dealership in Ashland, Oregon. In the first year the five person company sold 14 cars. In 1968, Walt's son, Sidney DeBoer, took over the business and incorporated Lithia Motors Inc. Sidney reorganized the business and in 1970 purchased a Dodge dealership in Medford. With this, Lithia's base of operation moved to Medford and grew to a total of five stores with 19 franchises by 1990.

In December 1996, the company went public, trading on the New York Stock Exchange with an IPO of $11 per share. By 2003, Lithia had revenues of $2.5 billion from its 84 dealerships while employing just over 5,500 people. The company had increased dealerships to 88 by 2005. Lithia was fined $500,000 by the state of Alaska in 2006 for charging car buyers illegal document preparation fees at their Alaska dealerships. That year, they also settled with the Equal Employment Opportunity Commission for workplace discrimination. In early 2007, Lithia developed plans to build a 60-acre (240,000 m²) auto mall north of downtown Medford and to build a new corporate headquarters in downtown Medford. The Chrysler Jeep Dodge store moved to the auto mall in September 2007, but the project was put on hold for seven years because the recession hit shortly after. In late 2014, Lithia moved their Honda, Nissan, BMW, and Volkswagen stores to the auto mall. The group's Toyota store, which the group had planned to move to the auto mall, instead went through a $1.5 million renovation in 2013 and stayed on their 5-acre site in downtown Medford. In 2010, it was reported that with the backing of two lenders, "the Commons," a mixed-use building with Lithia Headquarters as the largest tenant, was a "go" and could proceed with construction. According to an article by The Mail Tribune, "Lithia partnered with the Medford Urban Renewal Agency to create The Commons, a revitalization project that includes the headquarters and another $14 million in infrastructure and three park blocks paid for with MURA dollars. Lithia employees moved into their new headquarters in late 2012. In January 2014, the Commons building was awarded Silver Leadership in Energy and Environmental Design (LEED) Certification by the U.S. Green Building Council. Lithia has been the recipient of numerous awards, including Sports Illustrated's All-Star Dealer Award in 1990 and Time's Quality Dealer Award in 1997, 2016 Top Workplace-Oregon Award, 2016 Automotive News Best Dealerships to Work For and 2016 Fortune 500-40th Fastest Growing Company.

With the acquisition of the DCH Auto Group in late 2014, Lithia expanded to 139 stores in 14 states across the US, Hawaii, and Alaska.

In September 2016, Lithia Motors partnered with Carbone Auto Group in New York and Vermont, bringing the Lithia Motors store count to 152.

In May 2017, Lithia Motors announced that they had acquired Baierl Auto Group in Pittsburgh, increasing their total store count to 160 and collision center count to 22.

Maps Lithia Motors

Product

Lithia sells new cars from General Motors, Chrysler, Toyota, Honda, BMW, Volkswagen, Mazda, and Porsche among others. New cars make up 58% of auto sales, with used cars making up the other 42%. Additional revenues come from auto repair at the dealerships, financing, and insurance sales.

In 2013 Lithia was named No. 9 on Automotive News' list of the 125 largest U.S. dealership groups, with retail new-vehicle sales of 56,960 units in 2012. In used-vehicle sales it also ranks No. 9, with retail used-vehicle sales of 49,067 in 2012.

The company received a Global Automotive Shareholder Value Awards presented by PwC and Automotive News in 2015 the sixth consecutive year for Lithia, followed by a three-year award in 2016. The awards are given to companies to recognize the highest shareholder returns within one-year and three-year periods among Global Vehicle Manufacturers, Global Automotive Suppliers and U.S. Automotive Retailers categories.

src: media.bizj.us

Recent financials

Revenue in millions of US dollars.

Annual Income Statement Annual Income Statements through 2017.

2016 New Vehicle Revenue: $4,938,436, Used Vehicle Revenue: $2,226,951

In April 2008, Lithia posts $1.9 million loss in 1Q. 2010 data is 1Q only SEC filings.

In Q1 2015, the company had a net income of $36.9 million.

src: pro2-bar-s3-cdn-cf1.myportfolio.com

Community programs

Since 1946, Lithia has been dedicated to making the communities they serve better places to live, work and play. Through Lithia 4Kids, they create strategic partnerships with select not-for-profit organizations. The Lithia 4Kids program believes the children within their communities are key to the future. "Educate, Advocate, Support and Strength" are the pillars of the Lithia 4Kids initiative. Lithia, DCH Auto Group, Carbone Auto Group and their stores support multiple organizations. Collaborating with their vendor partners, Lithia Motors, Inc. has contributed more than $1.4 million to the Southern Oregon University Raider Scholarship Fund.

In 2015, Lithia hosted its first Women in Leadership Conference as a way to help empower female staff members and further their professional skills in a field that has been predominantly male. Lithia flew in female managers from across the country with the goal to pursue higher advancement within the company and to inspire more females to seek careers in the industry. The conference was such a success that it became an annual event.

src: missedconnectionsmusical.com

See also

• List of companies based in Oregon

src: media.oregonlive.com

References

Source of article : Wikipedia

Richard Grasso

src: www.famousbaldpeople.com

Richard A. "Dick" Grasso (born July 26, 1946 in Jackson Heights, Queens, New York) was chairman and chief executive of the New York Stock Exchange from 1995 to 2003. He started in 1968 when he was hired by the Exchange as a floor clerk. After the September 11, 2001 terrorist attacks, Grasso became the public face of the Exchange and was praised for his role in helping restart operations.

He later became embroiled in controversies and lawsuits about his allegedly excessive pay package and $140 million golden parachute, but on July 1, 2008, the New York State Court of Appeals dismissed all claims against Grasso.

Video Richard Grasso

Background

Grasso was raised by his mother and two aunts in Jackson Heights, New York City since his father left the family when Richard was an infant. He graduated from Newtown High School, and attended Pace University for two years before enlisting in the Army. Two weeks after leaving the Army in 1968, Grasso became a clerk at the New York Stock Exchange.

Richard moved up in the ranks, becoming president of the exchange and then CEO in the early 1990s. As CEO, he was widely credited with cementing the NYSE's position as the preeminent U.S. stock market. Grasso also served as an advisory board member for the Yale School of Management.

Maps Richard Grasso

FARC visit

On June 26, 1999, Reuters reported that Grasso met with Colombian rebels, the FARC, in an article entitled "NYSE Chief Meets Top Colombia Rebel Leader". The FARC is considered a terrorist organization by the U.S. State Department (on its list of Foreign Terrorist Organizations since 1997) and is allegedly responsible for kidnappings and narcotics trafficking in order to bankroll their revolutionary activities (see: narcoterrorism).

The article quoted Grasso as saying, "I invite members of the FARC to visit the New York Stock Exchange so that they can get to know the market personally". Some found the meeting inexplicable, considering the FARC supports anti-capitalist ideals and has no officially recognized financial clout. Grasso told reporters that he was bringing "a message of cooperation from U.S. financial services".

src: fm.cnbc.com

NYSE compensation controversy

Compensation controversy

On August 27, 2003, it was revealed that Grasso had been given a deferred compensation pay package worth almost $140 million. This caused immediate controversy, as the hand-picked compensation committee consisted mainly of representatives from NYSE-listed companies over which Grasso had regulatory authority as its CEO.

Following criticism of the deal from U.S. Securities and Exchange Commission chairman William H. Donaldson, who preceded Grasso as Chairman of the NYSE, and several pension fund heads (who control some of the largest pools of equity investment capital in the United States), the NYSE board asked Grasso to leave in a 13-7 vote. He stepped down on September 17, 2003, and several senior officials followed in the same month. Law firm Winston & Strawn carried out an investigation, on behalf of the NYSE, and a comprehensive report analyzing Grasso's alleged excessive compensation and benefits, and the governance failures behind it, was completed in December.

Lawsuit

On May 24, 2004, Grasso was sued by New York State Attorney General Eliot Spitzer demanding repayment of the majority of the $140 million pay package. Prior to being dismissed Grasso had been in line to receive an additional $48 million over the $139.5 million he had already received; he was not paid the additional funds. Grasso has sued to be awarded those funds. According to the suit, Grasso, along with former NYSE director Kenneth Langone, misled the NYSE board about the details of his pay package. It was allegedly well beyond that of comparable chief executives. The NYSE was a non-profit institution during Richard Grasso's reign, and as such was governed by State of New York rules governing executive compensation for same. That the NYSE was NON-profit goes to the heart of the matter of Grasso's compensation. This is because FOR-profit companies have traditionally received much greater leeway in executive compensation matters, even when the compensation might appear to be excessive to stockholders. In addition, there were issues concerning premature withdrawals of Grasso's retirement compensation. Retirement packages often have strict timetables as to when withdrawals can be made.

On May 26, 2004, Grasso responded with a counter-suit against the Exchange and its chairman John Reed. The counterclaim was twofold; It sought restitution of unpaid portions of his retirement package and further accused certain individuals at the Exchange of "besmirching his name". Grasso went on to place a 1,500-word op-ed article in the Wall Street Journal detailing this counter-suit as well as his grievances against Spitzer.

The lawsuit against Grasso continued to move toward trial in 2006 with neither side showing any interest in settling.

On October 19, 2006, it was reported that the New York State Supreme Court issued a summary decision ordering Grasso to repay a significant amount of excess compensation in an article entitled "Ex-NYSE chief ordered to return part of $188M". Although Grasso will appeal, the same article reports that Spitzer's office has disclosed the amount of restitution to be in the tens of millions of dollars. In his ruling Judge Ramos wrote that Grasso's failure to disclose the true extent of his total compensation prevented the compensation committee from exercising its fiduciary duties. The above CNN article also reported that Grasso's counterclaim of defamation was dismissed.

Decision

On July 1, 2008, the New York State Court of Appeals dismissed all claims against Grasso. The majority opinion stated that since the NYSE was now a subsidiary of a for-profit multinational corporation, the State of New York had no oversight over the affairs of the company in this matter and that prosecution was "not in the public interest". Current Attorney General Andrew Cuomo stated that he had no intention to appeal this decision any further and that the case was effectively over. The court ruled that Grasso was entitled to the entirety of his compensation. The court also dismissed Grasso's actions against the NYSE and other parties as related to this matter.

During a SEC investigation Grasso invoked his Fifth Amendment right against self-incrimination in refusing to answer questions regarding his conduct during an NYSE investigation into possibly improper activities by Exchange specialist firms. The specialist firms paid $242 million in settlements with the SEC, and the NYSE itself was censured for failing to properly supervise the specialist firms.

The suit against Grasso came under criticism, with journalist Charles Gasparino lambasting it in the epilogue to his book Blood on the Street. He is the subject of a book by Gasparino, King of the Club.

src: assets.bwbx.io

References

• Ackman, Dan (May 7, 2003). "Dick Grasso And The Company He Keeps". Forbes. 
• Weiss, Gary (September 15, 2003). "The $140,000,000 Man". BusinessWeek. 
• White, Ben (September 18, 2003). "NYSE Ousts Grasso as Chairman: Size of Pay Package Drew Wide Criticism". The Washington Post. p. A01. 
• Surowiecki, James (2004). The Wisdom of Crowds: Why the Many Are Smarter Than the Few and How Collective Wisdom Shapes Business, Economies, Societies and Nations. Doubleday. ISBN 0-385-50386-5. 
• Albrecht, Karl (2005). Social Intelligence: The New Science of Success, Economies, Societies and Nations. Pfeiffer Publishing. ISBN 0-7879-7938-4. 
• Gasparino, Charles (2007). King of the Club: Richard Grasso and the Survival of the New York Stock Exchange. HarperCollins.

src: www.famousbaldpeople.com

External links

• Richard Grasso's federal campaign contributions
• Richard Grasso on IMDb
• Appearances on C-SPAN

Source of article : Wikipedia

Hinds County, Mississippi

src: www.farmsusa.com

Hinds County is a county located in the U.S. state of Mississippi. As of the 2010 census, the population was 245,285, making it the most populous county in Mississippi. Its county seats are Raymond and Jackson, the state capital. The county is named for General Thomas Hinds, a hero of the Battle of New Orleans during the War of 1812.

Hinds County is part of the Jackson, MS Metropolitan Statistical Area. It is a center of professional, educational, business and industrial elites in the state. It is bordered on the northwest by the Big Black River and on the east by the Pearl River. It is one county width away from the Yazoo River and the southern border of the Mississippi Delta.

In the 19th century, the rural areas of the county were devoted to cotton plantations worked by enslaved African Americans and depended on agriculture well into the 20th century. From 1877 to 1950, this county had 22 lynchings, the highest number in the state. Mississippi has the highest total number of lynchings of any state.

Video Hinds County, Mississippi

Geography

According to the U.S. Census Bureau, the county has a total area of 877 square miles (2,270 km²), of which 870 square miles (2,300 km²) is land and 7.6 square miles (20 km²) (0.9%) is water. It is the third-largest county in Mississippi by land area and fifth-largest by total area.

Adjacent counties

• Madison County (northeast)
• Rankin County (east)
• Copiah County (south)
• Claiborne County (southwest)
• Warren County (west)
• Yazoo County (northwest)

National protected area

• Natchez Trace Parkway (part)

Maps Hinds County, Mississippi

Transportation

Major highways

• I-20
• I-55
• I-220
• US 49
• US 51
• US 80
• MS 18
• MS 22
• MS 25
• MS 27
• MS 467
• Natchez Trace Parkway

Airports

The following public-use airports are located in Hinds County:

• Hawkins Field (HKS) in Jackson
• John Bell Williams Airport (JVW) in Raymond

src: www.4cplandandhomes.com

Demographics

As of the 2010 United States Census, there were 245,285 people residing in the county. 69.1% were Black or African American, 28.4% White, 0.8% Asian, 0.2% Native American, 0.7% of some other race and 0.9% of two or more races. 1.5% were Hispanic or Latino (of any race).

As of the census of 2000, there were 250,800 people, 91,030 households, and 62,355 families residing in the county. The population density was 288 people per square mile (111/km²). There were 100,287 housing units at an average density of 115 per square mile (45/km²). The racial makeup of the county was 61.12% Black or African American, 37.31% White, 0.12% Native American, 0.60% Asian, 0.01% Pacific Islander, 0.20% from other races, and 0.63% from two or more races. 0.79% of the population were Hispanic or Latino of any race.

There were 91,030 households out of which 34.40% had children under the age of 18 living with them, 41.10% were married couples living together, 22.70% had a female householder with no husband present, and 31.50% were non-families. 26.70% of all households were made up of individuals and 8.70% had someone living alone who was 65 years of age or older. The average household size was 2.64 and the average family size was 3.22.

In the county, the population was spread out with 27.90% under the age of 18, 12.10% from 18 to 24, 28.90% from 25 to 44, 20.10% from 45 to 64, and 11.00% who were 65 years of age or older. The median age was 32 years. For every 100 females, there were 88.80 males. For every 100 females age 18 and over, there were 83.50 males.

The median income for a household in the county was $33,991, and the median income for a family was $40,525. Males had a median income of $30,930 versus $24,593 for females. The per capita income for the county was $17,785. About 16.10% of families and 19.90% of the population were below the poverty line, including 28.60% of those under age 18 and 15.10% of those age 65 or over.

Hinds County has the seventh highest per capita income in the State of Mississippi.

src: ricerealtygroupinc.com

Government

Hinds County is governed via a five-member board of supervisors, each elected from single-member districts. The county is led by a county administrator, who is appointed.

The Mississippi Department of Human Services (MDHS) has its headquarters in Jackson and in Hinds County. The Division of Youth Services operates the Oakley Training School (OTS) in an unincorporated area of Hinds County.

The Mississippi Department of Corrections has its headquarters in Jackson and in Hinds County. It operates the Jackson Probation & Parole Office in the city.

src: hchra.org

Education

Public school districts

• Clinton Public School District
• Hinds County School District (Raymond)
• Jackson Public School District

Private schools

• Clinton Christian Academy (Clinton)
• Hillcrest Christian School (Jackson)
• Jackson Academy (Jackson)
• Mt. Salus Christian School (Clinton)
• Rebul Academy (Learned)
• Central Hinds Academy(Raymond)

Colleges and universities

• Belhaven University (Jackson)
• Hinds Community College (Raymond)
• Jackson State University (Jackson)
• Millsaps College (Jackson)
• Mississippi College (Clinton)
  • Mississippi College School of Law (Jackson)
• Reformed Theological Seminary (Jackson)
• Tougaloo College (Tougaloo)
• University of Mississippi Medical Center (Jackson)
• Wesley Biblical Seminary (Jackson)

src: images-na.ssl-images-amazon.com

Communities

Cities

• Byram
• Clinton
• Jackson (county seat; partly in Madison and Rankin Counties)
• Raymond (county seat)

Towns

• Bolton
• Edwards
• Learned
• Terry
• Utica

Unincorporated communities

• Brownsville
• Dabney Crossroads
• Midway
• Oakley
• Pocahontas
• Turkey Creek

src: www.4cplandandhomes.com

See also

• National Register of Historic Places listings in Hinds County, Mississippi

src: www.thenandchange.org

References

src: cdn9.dissolve.com

External links

• Hinds County - Official site.
• Hinds County Courthouse Pictures

Source of article : Wikipedia

Honda Accord

src: shop.honda.com

The Honda Accord (Japanese: ????????, Honda Ak?do) is a series of automobiles manufactured by Honda since 1976, best known for its four-door sedan variant, which has been 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, wagons, hatchbacks and a crossover.

Video Honda Accord

Background

Since initiation, Honda has offered several different car 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 only lasted through 1989, as the line-up was expanded to include a sedan, coupé, and wagon. By the Accord's sixth generation in the 1990s, 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 (EPA) 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. The current tenth generation Accord for the North America market is again classified as a mid-size car, falls just short of full-size car classification with the combined interior space of 119 cubic feet (3.4 m³).

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 immediately reversed their flagging fortunes due to its economy, reliability and low cost in an era of rising fuel prices. The Civic utilized Honda's CVCC technology, later 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, society 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 roughly 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, and 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 which was similar in shape to the Volkswagen Scirocco but powered with a CVCC engine used in the Civic.

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, especially in the United States, where it was the best-selling Japanese car for sixteen years (1982-97), topping its class in sales in 1991 and 2001, with around ten million vehicles sold. Numerous road tests, past and present, rate the Accord as one of the world's most reliable vehicles. The Accord has been on the Car and 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.

Maps Honda Accord

First generation (1976-1981)

The first generation Honda Accord was launched on 7 May 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. Japanese market cars claimed 80 PS (59 kW) JIS (similar to SAE Gross), while European and other export markets received a model without emissions control equipment; it claimed 80 PS as well but according to the stricter DIN norm. It was a platform expansion of the earlier Honda Civic at 4,125 mm (162 in) long. To comply with recently enacted emission regulations enacted in Japan, the engine was fitted with Honda's CVCC technology. The Accord sold well due to its moderate size and great fuel economy. It was one of the first Japanese sedans with features like cloth seats, a tachometer, intermittent wipers, and 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, and power steering. Until the Accord, and the closely related Prelude, power steering had not been available to cars under two litres. Japanese buyers were liable for slightly more annual road tax over the smaller Civic, which had a smaller engine.

On 14 October 1977 (a year later in the US market), 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) EF1 engine was supplemented and in certain markets replaced by the 1,751 cc (106.9 cu in) an EK-1 unit. In 1980 the optional two-speed semi-automatic transmission of previous years became a three-speed fully automatic gearbox (a four-speed automatic transaxle was not used in the Accord until the 1983 model year). The North American versions had slightly redesigned bumper trim. Other changes included new grilles and taillamps and remote mirrors added on the four-door (chrome) and the LX (black plastic) models. The CVCC badges were deleted, but the CVCC induction system remained.

In North America, the 1981 model year only brought detail changes such as new fabrics and some new color combinations. Nivorno Beige (code No. Y-39) was replaced by Oslo Ivory (No. YR-43). Dark brown was discontinued, as was the bronze metallic. A bit later in 1981 an SE model was added for the first time, with Novillo leather seats and power windows. Base model hatchbacks, along with the four-door, LX, and SE four-door, all received the same smaller black plastic remote mirror. The instrument cluster was revised with mostly pictograms which replaced worded warning lights and gauge markings. The shifter was redesigned to have a stronger spring to prevent unintentional engagement of reverse, replacing the spring-loaded shift knob of the 1976 to 1980 model year cars. By 1981 power for the 1.8 was down to a claimed 68 hp (51 kW) in North America.

src: www.caranddriver.com

Second generation (1981-1985)

Debuting on 22 September 1981 in Japan, Europe, and in North America, this generation of the Accord being produced in Japan, became the first to also be built in the U.S., 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 U.S., holding that position for about 15 years. In Japan, a sister model called the Honda Vigor was launched simultaneously with the new Accord. This allowed Honda to sell the product at different sales channels called Honda Clio, which sold the Accord, and Honda Verno, that sold the Vigor.

Modernizing both the interior and exterior, the second generation Accord was mechanically very similar to the original, using the same 1,751 cc (1.751 L; 106.9 cu in) EK-1 CVCC engine. Vehicles with a manual transmission and the CVCC carburator earned 13.6 km/L (38 mpg_-imp; 32 mpg_-US) based on Japanese Government emissions tests using 10 different modes of scenario standards, and 110 PS (80.9 kW; 108.5 bhp), and 23 km/L (65 mpg_-imp; 54 mpg_-US) with consistently maintained speeds at 60 km/h.

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. 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).

In the United States, Federal lighting regulations required headlamps of sealed beam construction and standard size and shape on all vehicles, so Accords in North America were equipped with four rectangular headlamp units rather than the aerodynamic composite replaceable-bulb units used on Accords sold outside North America (note European specification imagery). Other Automotive lighting variations included amber front and red rear side marker lights and reflectors in North America, and headlamp washers and a red rear fog lamp for European markets. Japanese-market Accords were unique from all other markets in that they offered adjustable ride height control and side view mirrors installed on the mid-forward fenders.

In 1983, Honda upgraded the automatic transmission to a four-speed, a major improvement over the earlier, three-speed transmission. The manual five-speed transmission remained unchanged. A new 192 km/h speedometer replaced the earlier 136 km/h unit. The Special Edition (SE) featured Novillo leather seating, power windows, power sunroof and door locks. Gray was added as a color option. A slightly modified EK-2 engine was introduced, replacing the earlier EK-1, albeit still carbureted.

Refresh-1983 (1984 model year)

By 1983, the Accords sold in the eastern U.S. were produced at the new Marysville plant, with quality considered equal to those produced in Japan. In June 1983, for the 1984 model year, the Accord body was restyled with a slightly downward beveled nose and a new series of 12-valve CVCC powerplants. Globally there was a 1.6 (EY) and also the slightly more powerful ES2 1,829 cc (1.829 L; 111.6 cu in), yielding 86 bhp (64 kW) in federal trim. Honda integrated rear side marker lights and reflectors into the side of the tail light units. European Accords now included a side turn signal repeater just behind each front wheel well. The U.S. requirement for standardized headlamps was rescinded in late 1983, but North American Accords continued to use sealed beams until the 1989 fourth-generation models were released.

The LX offered velour upholstery, auto-reverse cassette stereo, air conditioning, cruise control, power brakes, power steering, power windows & power door locks (sedan only), a digital clock, roof pillar antenna, along with thick black belt moldings, integrated bumpers and flush plastic mock-alloy style wheels covers 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 1984 LX hatchback came in three metallic colors only: Graphite Gray, Regency Red, and Copper Brown.

It was one of the first Japanese engineered vehicles to offer computer controlled, fuel-injection with one injector per cylinder, also known as multiple port fuel injection. This arrived on 24 May 1984 on the ES series 1.8 L engine, and was known as Honda's Programmed Fuel Injection, or PGM-FI. This option was not offered until 1985 in the USA market. Vehicles with PGM-FI (ES3 series engine) earned 13.2 km/L (37 mpg_-imp; 31 mpg_-US) based on Japanese Government emissions tests using 10 different modes of scenario standards, with 130 PS (95.6 kW; 128.2 bhp), and 22 km/L (62 mpg_-imp; 52 mpg_-US) with consistently maintained speeds at 60 km/h (37.3 mph).

In 1985, the Special Edition returned as the SE-i, capitalizing on the final year of the second generation's production. A fuel-injected, 110 bhp (82 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 (1.829 L; 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 Novillo leather seating, power moonroof, bronze tinted glass, a premium sound system with cassette, and 13-inch alloy wheels. The level of luxury equipment on the SE-i was essentially items that were installed on the Honda Vigor VTL-i, that was only sold in Japan.

Available options differed from market to market. The 1.8-liter engine, updated four-speed automatic transmission, and 'EX' trim level options were first made available in New Zealand during the 1984 model year refresh alongside the 1.6-liter 'LX' model.

Japan generally received 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 ALB) 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 Japan market with the earlier introduction of the ES3 engine in the SE-i. Models took a year to arrive in North American and European markets with less stringent emissions laws continuing, using carburetors throughout second generation production.

src: shop.honda.com

Third generation (1986-1989)

The third generation Accord was introduced in Japan on 4 June 1985 and in Europe and North America later that year. It had a very striking exterior design styled by Toshi Oshika in 1983, that resonated well with buyers internationally. One notable feature was the hidden headlamps. Because this generation was also sold as the Honda Vigor, the Accord received the hidden headlamps. Honda's Japanese dealership channel called Honda Verno all had styling elements that helped identify products only available at Honda Verno. As a result, Japanese market Accords had a Honda Verno styling feature, but were sold at newly established Japanese dealerships Honda Clio with the all-new, luxury Honda Legend sedan, and international Accords were now visually aligned with the Prelude, the CR-X, and the new Integra.

The retractable headlights of the third generation Accord sedan were in Japan, USA, Canada, Australia, New Zealand, KY region (Arabian countries) and on cars in Taiwan that were imported from the USA. In other countries, the Accord sedan had conventional headlights, including in Japan from July 1987 on "Accord CA", with CA standing for "Continental Accord". Accords in all other bodies (hatchback, Aerodeck, coupé) had only retractable headlights worldwide.

At its introduction in 1985, it won the Car of the Year Japan Award.

The third generation Accord became the first Honda to employ double wishbones at both the front and rear ends. While more expensive than competitors' MacPherson strut systems, this setup provided better stability and sharper handling for the vehicle. All had front sway bars and upper models had rear sway bars as well. Brakes were either small all-wheel discs with twin-piston calipers (only available on the Japanese-market 2.0-Si model), larger all-wheel discs with single piston calipers, or a front disc/rear drum system. ABS was 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 varied depending on its market: Japan received the A18A, A20A, B18A, B20A and A20A3 (US imported cars); Europe received the A16A1, A20A1, A20A2, A20A3, A20A4, B20A2, and B20A8; Australia and New Zealand received A20A2 and A20A4; other regions received A20A2 and/or A16A1; while USA, Canada and Taiwan (US imported cars) received the A20A1 and A20A3. On Accord 1986 model year engine block was marked as BS and BT in USA, BS1 and BT1 in Canada, this cars had chassis code BA. Since 1987 the engine block in Indonesia was marked as NA instead of A20A2. The engine block in Thailand was marked as A.

In Japan, the introduction of a 2.0 litre engine obligated Japanese drivers to pay a higher amount of annual road tax compared to the last two previous generations, pushing the Accord into the luxury category in Japan.

The Accord's trim levels ranged from spartan to luxurious. In the Japanese home market, the Accord was available with a full power package, heated mirrors (optional), a digital instrument cluster (optional), sunroof (optional), cruise control, and climate control (which was also optional). Some North European export models also had heated front seats and head light washers. North American and Australian Accords were not available with most of these options, presumably (and in the U.S. in particular) because Honda was seen as a builder of economy cars, and not to cannibalize sales from the recently introduced Acura line.

Throughout the different markets, in addition to the sedan model the Accord was available with different bodystyles which included a three-door hatchback, a three-door shooting-brake called Accord Aerodeck, and a two-door coupé which was added in 1987 for the 1988 model year. The coupé, which was built exclusively in Honda's Marysville, Ohio factory, was "reverse exported" back to Japan where it was known as the US-Coupé CA6.

Accord AeroDeck

The third-generation Accord was sold in Japan, Europe and New Zealand as a three-door hatchback with a flat roof over the rear seats, known in Europe as a shooting-brake. The bodystyle of a flat roof hatchback was also used on the third generation Honda Civic (third generation) subcompact, the second generation Honda City supermini and the first generation Honda Today kei car. The Honda CR-X was the only three-door hatchback that adopted a fastback, sloping rear hatch "kammback" appearance, demonstrating a performance car appearance identified with Honda Verno products during the mid-1980s.

In North America, the Accord Coupé and hatchback models were offered instead. The "Aerodeck" name was reused on the Honda Civic 5-door stationwagon (estate), sold in the UK from 1996 to 2000. In parts of Continental Europe, the Accord five-door station wagon (estate) was also called the Accord Aerodeck from 1990 until 2008, when the name of the estate was renamed the "Accord Tourer". The Aero Deck was only available in Japan at Honda Clio dealerships as a variation of the Accord.

The cargo handling abilities of the Aero Deck were ceded to the fourth generation Accord station wagon (estate) in 1990. The Aero Deck was unique to the Accord model line, as the Aero Deck was not available as a Honda Vigor, as the Accord and Vigor were mechanically identical. The AeroDeck returned an aerodynamic value of .34, and the 2600 mm wheelbase returned a spacious interior for both front and rear passengers, on par with a mid-size sedan. Unfortunately, the appearance was not well received in Japan, as the introduction of the Accord Coupe was more well liked. The appearance was more popular in the United Kingdom.

The Aerodeck was equipped with a four-wheel double wishbone suspension, which gave both a comfortable ride and cornering performance. In addition, speed-sensitive power steering is included, which gives the car easy turning assistance at speeds below 40 kilometres per hour (25 mph) during operation, such as parallel parking. Note that the top model in Japan "2.0Si" is to 4w-ALB (4-wheel ABS ) are standard equipment (with option to upgrade in other trim packages).

Visibility from the driver's seat and passenger seat was better due to the lower instrument panel design of the front window and a large windshield. And switches are arranged efficiently and at the time was the driving position can be fine-tuned adjustments.

Because of the shape of the vehicle and the flat roof that continued to the rear of the vehicle, opening the rear hatch had some drawbacks in low clearance environments. The lower part of the hatch was not like one used on a station wagon that went all the way down to the rear bumper, so loading cargo into the back wasn't as convenient as a conventional station wagon with a one piece hatchback. The rear hatch also wrapped into the rear roof, similar to a gull wing door so that the rear glass was in two pieces, one for the back window, and another partially on the rear roof. When open, the hatch rose above the roof at a right angle, providing additional overhead clearance when the hatch was open.

Moreover, because of the emphasis on aiding rear-seat passenger entry, a longer front door was installed, and because power windows were not installed on the lower trim packages "LX", "LX-S" and as such, the window regulator opening felt heavy.

Chassis code configurations

src: st.motortrend.com

Fourth generation (1990-1993)

The 4th generation Accord, introduced on the "CB" chassis, was unveiled in 1989 for the 1990 model year. Although much larger than its predecessor the sedan's styling was evolutionary, featuring the same low slung design and wraparound rear window as the 3rd generation Accord. For the first time a 3-door hatchback was no longer available internationally.

This was one of the first U.S. production cars to feature optic reflectors with completely clear lenses on the headlamps. The styling reflected influences from the flagship Honda Legend (sold in North America as an Acura), as Japanese Accords were now sold at Honda Clio dealerships, where the Legend, and the Honda Inspire, were sold. The growing popularity of the Accord internationally was evident in the ever-increasing dimensions, which now matched almost exactly with the first generation Legend introduced in 1986.

For this fourth generation Accord, Honda made significant engineering design improvements. All Accords sold in North America came with a completely new all aluminium 2.2-liter 16-valve electronic fuel-injected engine standard, replacing the previous 2.0-liter 12-valve model from the past generation. 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 two fluid filled chambers separated by a computer controlled valve. At low engine speeds, fluid is routed through the valve damping vibration. Above 850 rpm, fluid is routed around the valve making the engine mount stiffer.

In the U.S., 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 U.S. models with LX, EX and EX-R roughly corresponding to the American DX, LX, and EX, respectively. Fourth generation Japanese-assembled EXi Accords sold in Australia offered the same 4-wheel steering technology as was available optionally on the U.S. Honda Prelude, but was not included on the New Zealand-assembled versions. The four-wheel steering system was also available on the Accord's Japanese platform mate, called the Honda Ascot FTBi. U.S. Accord Coupes were available in the same DX, LX, and EX trims as the U.S. Accord Sedan (LX, EX, and EX-R in Canada).

A 125-horsepower (93 kW) 4-cylinder engine was offered in the DX and LX models (F22A1), while the 1990 and 1991 EX received a 130 hp (97 kW) version (F22A4). 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, door locks, and mirrors. The 90-91 EX added 5 horsepower due to a different exhaust manifold design, slightly larger exhaust piping and a twin outlet muffler. 15-inch machined aluminum-alloy wheels, sunroof, upgraded upholstery, rear stabilizer bar and a high-power 4-speaker stereo cassette were standard on all EX models. Some models though rare were special ordered with an anti-lock braking system (at that time abbreviated as ALB, now all automakers refer to it as ABS). A redesigned manual transmission with a hydraulic clutch was standard equipment in all trims 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, stereo equalizer, fog lights, security system, rear wing spoiler, trunk lip spoiler, luggage rack, full and half nose mask, center armrest, window visors, sunroof visor, car cover, and a cockpit cover.

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

In early 1990 for the 1991 model year, Honda unveiled the Accord wagon, manufactured at the Marysville, Ohio plant. The Ohio plant exported right-hand drive wagons and coupes to Europe and Japan, and in Europe the station wagon (estate) was called the "Aerodeck" (in reference to the 1985-1989 2-door vehicle). All station wagons sold outside the United States were affixed with a small badge on the "C" pillar denoting the vehicle was built at the Ohio facility. European and Japanese vehicles had options not available within the U.S. including automatic climate control systems, power seats and several other minor features. The Accord Wagons were available from November 1990, only in LX and EX trim in North America or just 2.2i in Japan. They had larger front brakes to compensate for the added weight and unlike other U.S. Accords, included a driver's side airbag as standard equipment. Other than a retractable tonneau cover in the rear cargo area and keyless entry on EX models, the wagons were equipped the same as their coupe and sedan counterparts.

Return of the SE (1991)

Honda reintroduced the SE (previously SE-i) sedan for 1991. It returned to the lineup without the traditional Bose high powered audio system but with an AM/FM stereo cassette 4x20 watt EX audio system; leather-trimmed steering wheel, leather seats and door panels, a fuel-injected 140 hp (104 kW) engine, 4-speed automatic transmission, and 4-Wheel disk brakes w/ ABS as standard equipment. For the first time, a manual transmission was not offered in the SE. 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 EX model wheels.

Update (1992-1993)

Accords received a minor facelift in 1991 for the 1992 model year. The SE trim was dropped again but left behind its 140 hp (104 kW) F22A6 engine for use in the EX models. This engine added 15 hp over the DX and LX trims and 10 hp over the 90-91 EX trim due to a further revised exhaust system. The system used the same EX-SE twin outlet muffler, a revised air intake tract, a revised camshaft and a revised intake manifold using IAB butterfly valves which open at 4600 rpm to increase air intake breathing at high rpm. It was similar in design to the 92-96 Prelude Si and VTEC models. For the 1992 and 1993 model years, the motorized shoulder belt system were replaced with a standard driver-side airbag and conventional shoulder/seatbelt arrangement for all but the center rear passenger. Anti-lock 4-wheel disc 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, amber parking lights, slightly thinner body side molding, updated wheel designs and for the first time, the EX coupe used wheels different from the EX sedan. The sedans received restyled shortened taillights with inverted amber turn signal and backup light positions. The coupe and wagon taillights though still resembled those from the 1990-1991 Accord. The coupe used the new revised inverted positioning of the signal and backup lights but the wagon taillights however remained the same as the 90-91 models. 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.

10th Anniversary Edition and return of the SE (1993)

In 1993, Honda introduced the 10th Anniversary Edition sedan to commemorate the 10th year of U.S. Accord production. The 10th Anniversary Edition was based on the Accord LX sedan but came equipped with several features not available in the LX trim. The upgrades included ABS, 4-wheel disc brakes, 15" EX coupe six spoke alloy wheels, body colored side moldings, chin spoiler, and standard automatic transmission. Three colors were offered for the 10th Anniversary Edition: Frost White, Granada Black Pearl, and Arcadia Green Pearl. The 10th Anniversary models also included the same premium seat fabric found in EX models. The Frost White and Arcadia Green cars were paired with the same interior color as their LX/EX counterparts, Blue and Ivory, respectively. The Granada Black cars were paired with Gray interior, while the Granada Black EX had Ivory interior.

The SE returned in late 1992 as both a sedan, and for the first time since the 1989 SE-i, as a coupe. The SE sedan featured standard dual front airbags; the first Accord to do so. An 8-button, 4-speaker Honda-Bose audio system, automatic transmission, leather trim, body colored bumper and body side moldings were standard. The SE coupe included a factory rear wing spoiler which differed slightly in design from the already available dealer installed accessory rear wing spoiler. In Canada, the SE came with heated front seats and heated side view mirrors. Both the sedan and coupe received distinctive 15-inch alloy wheels as well. All SE sedans during 1990-1991 (1991 MY) and 1992-1993 (1993 MY) were manufactured in Japan, while all SE coupes were produced in the U.S. The 1993 MY 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 a "Special Edition" designation rather than the previously used "SE" designation. These models were a combination of an Accord LX with several EX features similar to the 1993 10th Anniversary Edition LX.

At the end of the model life of the CB Accord, a "pillared 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 1992 Honda Prelude.

Honda Ascot

The 4th generation Accord spawned a sister model in 1989 called the Honda Ascot which, while mechanically identical to the Accord, featured unique sedan bodywork, although it bore a resemblance to the Accord. The Ascot was sold through the Honda Primo network in Japan while the Accord was distributed through the Honda Clio network.

Honda Vigor and Honda Inspire

Unlike previous generations of the Honda Vigor, which were simply upmarket versions of the Accord, the third generation 'CB5' model was spun off as a model in its own right and was based on a different platform which featured a longitudinal engine layout compared to the transverse set-up of the Accord. A sister model to the Vigor, the Honda Inspire, was also unveiled in 1989 and, bar a different front grille, front and rear lights and bumpers, sported identical bodywork. The Vigor was available in the USA and Canada under the Acura brand.

src: shop.honda.com

Fifth generation (1994-1997)

For the first time in the model's history, Honda developed two distinct versions of the Accord when the 5th generation model was launched in 1993; one version for the European market and one for the North American and Japanese market. Honda and the Rover Group created the European Accord and the Rover 600, a reflection of the past success they had with the Honda Legend and the Rover 800. This generation Accord was also sold in Japan as the Isuzu Aska, while some Isuzu products were sold as Honda products there also.

At its introduction in 1993, it won the Car of the Year Japan Award for the second time.

North America, Japan and Philippines

The 5th generation North American Accord was launched on 9 September 1993 and was based on the new 'CD' chassis. Larger than its predecessor, primarily to better suit the requirements of the North American market, the new model grew in width but 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 slightly narrower second-generation Honda Ascot (sold at Honda Primo Japanese dealerships) and Honda Rafaga (sold at Honda Verno). Previous generations of the Accord sold in Japan were limited to a width dimension of 1,695 mm (67 in) while international models were slightly wider, however this generation no longer complied. The engines offered with the Accord also exceeded the maximum limit of 2000cc to remain in the favorable "compact" tax bracket. The installation of a 2.0 litre engine in Japanese models made buyers liable for more annual road tax over the smaller 1.8-litre engine, which affected sales.

Development began in September 1989, along with the design process in June 1990. The final design was selected by an early date of 18 December 1990 and frozen in by mid-1991. Design inconsistencies in early 1992, caused several alterations to be made until April 1992, when a secondary design freeze took place, ahead of scheduled 1993 production. Design patents were later filed in the United States on 16 December 1992 for the "CD". Production later began at Marysville assembly on 24 August 1993.

Honda of Japan marketed four different size engines in the Japan-Spec Accord Sedan:1.8, 2.0, 2.2 VTEC and 2.2 DOHC VTEC. The Japanese-spec Accord models were marketed as the following: EF, EX, 2.0EX, 2.0EXL, 2.2VTE, 2.2VTL, 2.2VTS and SiR. All Accord versions were sold at Honda Clio locations in Japan.

The fifth generation Accord became the first Accord to be built and sold in the Philippines.

The DX, LX and EX models remained the American trim lines while Canada retained the LX, EX and EX-R. The 5-speed manual transmission remained mostly unchanged, while the 4-speed automatic noted for its hard shifts, now included Honda's "Grade-Logic" shift program, which would prevent "gear-hunting" by holding the current gear while driving on a sloped incline. 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 the F22B1 SOHC VTEC version of previous generation 2.2-liter 4-cylinder (making 145 hp (108 kW) up from 140 hp (104 kW) on the previous generation EX), anti-lock brakes (now an option for the LX), 4-wheel disc brakes, 15-inch alloy wheels, and a rear stabilizer bar. Leather was an option in the EX trim with leather equipped models now being referred to as EX-L. DX and LX models came equipped similarly to the previous generation and were fitted with a revised version of the previous generation's 2.2-liter non-VTEC 4-cylinder engine. This F22B2 engine was rated at 130 hp (97 kW) up from 125 hp (93 kW) the previous generation. The Accord was again named Motor Trend Import Car of the Year for 1994. The Accord coupe as in the previous generation looked almost exactly like the sedan, and was the last generation of the Accord to offer a wagon variant in North America until the introduction of the Accord Crosstour in 2009.

In 1994, the 1995 Accord debuted a V6 engine, the 2.7L C27 borrowed from the first generation Acura Legend, in the U.S. market. The V6 was offered in both the LX and EX versions of the sedan, LX models being referred to as LX-V6 and EX models as EX-V6. EX-V6 models came equipped similarly to the EX-L with leather seats being the only option in the EX-V6. Addition of the taller C27 engine required substantial alterations to the CD platform, with V6 models sporting a redesigned engine layout, taller front fenders, and a different hood than I4 models; however, these differences are difficult to spot without both models parked side-by-side. Both versions of the V6 received a dual-outlet exhaust, a 4-speed automatic transmission, 15-inch machined aluminum alloy wheels on the EX-V6 and 15-inch steel wheels with full covers on the LX-V6, and a slightly updated front grille (which would be later used in all 96-97 Accords). The Accord saw very few other changes for 1995 with the exception of a few different exterior and interior color combinations.

In 1995, the Accord underwent the usual mid-generation facelift for 1996. More rounded bumpers, a slightly modified front fascia (which was originally exclusive in the V6 models in 1995) with new signal lights and rear taillights gave 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 U.S., the 1996 model lineup included the 25th Anniversary Edition, a model positioned between the DX and LX. The Special Edition trim package was introduced.

For the 1997 model year, 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. Acclaimed for its handling, the 1996 Accord has been known as one of the best handling Japanese midsized sedans of all time, posting impressive lateral g figures of up to .89 g's.

In New Zealand, the 5th generation Accord was assembled at Honda's manufacturing site in Nelson and was released in March 1994. It was available in LXi, EXi and EXi-S trim levels. A facelift was released in December 1995, which coincided with the release of VTEC engines in the upper-spec models. Trim levels were LXi, VTi, and VTi-S. These were the first NZ-market Accords to have airbags - two in the VTi-S, one in the VTi.

U.S. built coupe and wagon models of this generation were shipped to Europe with both left and right hand drive but there was no V6 option.

This generation of Accord is one of the most frequently stolen cars in the U.S. The Acura Integra and Honda Civic are also popular targets for car theft.

Honda Accord SiR (1994-1997)

Honda of Japan produced three high-performance models of the Accord for the Japanese domestic market referred to as the SiR, which was available for sale at Honda Clio dealerships in Japan. The sports car approach to the Accord SiR was aimed at aligning the Accord with the Honda Verno sports sedan that replaced the Vigor, called the Honda Saber a platform mate shared with the Honda Inspire. The compact sedan role the Accord previously filled was now relegated to the Honda Rafaga and Ascot. The Accord SiR models came equipped with the Japan-spec H22A DOHC VTEC engine instead of the F22B1 SOHC VTEC engine found in the EX. The Japan-spec H22A DOHC VTEC engine specs were 190 bhp (142 kW; 193 PS) at 6800 rpm; peak torque 152 lb?ft (206 N?m) at 5500 rpm with a compression ratio of 10.6:1. The Japan-spec H22A DOHC VTEC engine was similar to the H22A1 engine found in the North America market used in the Prelude DOHC VTEC of the same era.

The Japan-built SiR sedan (94-97) was available with a 5-speed manual transmission as standard equipment or an optional "Grade-Logic" four-speed automatic transmission. The Honda of America-built (HAM) Accord SiR coupe and then the 1997 SiR wagon had the "Grade-Logic" four-speed automatic transmission as standard equipment (5-speed manual transmission were not available for these two models). It came with cloth sport seats styled similar to the Prelude or optional leather seats, both exclusive to the SiR. The SiR also had some power options found on the Accord EX. The Accord SiR coupe (94-97) and the Accord SiR wagon (1997) were exclusively available for the Japanese market. SiR chassis codes for the sedan were the CD6, the coupe-CD8 and the 1997 wagon-CF2 (production began in September 1996 for the 1997 SiR wagons which lasted for almost one year). The Accord SiR Coupe and the Accord SiR wagon (1997)which were exclusively built in the U.S.A at Honda's Marysville Ohio plant (HAM) but were marketed for Japan export only for this particular model was not offered in North America.

The Accord SiR Coupe and then Accord SiR wagon were built with the Japan-spec H22A DOHC VTEC powertrains which were shipped from Japan and were installed into the HAM-built Accord SiR models. The 1994-1997 "CD" Accord chassis was designed for the H22A DOHC VTEC powertrain to be installed; because the firewall was curved at the top to allow more space for the tilting backwards of the H22A DOHC VTEC engine near the middle of the firewall. The H22A DOHC VTEC engine was the most powerful inline four-cylinder engine Honda built for the Prelude and the Accord before the 1995 U.S.-spec V6 sedan. The Accord SiR suspension was improved with stiffer front sway bar(27.2mmXt4.0 mm), stiffer rear sway bar (16 mm), stiffer front coil springs and stiffer rear coil springs.

Features for the 94-95 Accord SiR models (sedans and coupes) included the following items: cruise control, automatic climate control (Similar to the first generation Acura CL), Bose stereo system, 7,400 redline tachometer, optional electronic traction control and optional limited slip differential for automatic transmission, optional SRS and airbags, factory installed driving lights, optional factory installed "pop up" navigation radio head unit, sound insulation liner under front hood, black-housing headlamps, no side molding was available on the Accord SiR sedan, optional rear sunscreen, optional sunroof and power retractable outside mirrors. Features for the 96-97 Accord SiR models (sedans, coupes and wagons) included the same as above while adding; optional cruise control, rear window wiper on the sedan, optional leather interior and a colored side molding for the sedan as well.

European model

The fifth generation Accord for the European market was unveiled in 1993 and was not related directly to the North American 'CD' Accord. It was in fact the Japanese-market Honda Ascot Innova which was based on the previous fourth generation 'CB' Accord. It was the result of a joint effort with the Rover Group that provided Rover with the 600 series. The exterior was designed by Shigeo Ueno in 1989.

In 1996, the European Accord received a minor facelift and was given a new front end (new headlights, bumper, bonnet and grill) and slightly different taillights (see images). The styling of the facelifted Accord remained identical to the styling of the Ascot Innova (although the frameless doors were replaced with conventional items) and featured the design language first introduced on the 5th generation Honda Civic. The styling of the European Accord differed dramatically from the North American which featured a more conventional saloon styling compared to the European model's low slung, fastback inspired look which also incorporated rear quarter windows. The facelifted Accord was also equipped with two airbags as standard.

However, the European Accord did not spawn an estate nor a coupé version, Honda instead opting to import the coupé and estate (Aerodeck) versions of the North American Accord.

The diesel model of the Accord was fitted with the direct injection Rover L-Series diesel engine, as also fitted in the Rover 600.

Rover 600

As part of the tie-up with the Rover Group the European Accord spawned Rover's replacement for the Austin Montego in 1993. Called the 600, the car shared its platform with the European Accord and, with the exception of the front doors, lower rear doors and windscreen, sported unique styling which dispensed with the rear quarter windows. The interior design of the 600 was very similar to the Accord's however, while the dashboard design was identical.

src: 3-photos7.motorcar.com

Sixth generation (1998-2002)

For the sixth generation, Honda split the Accord into three separate models, designed for the Japanese, North American, and European markets. However, the wagon was discontinued in North America while the coupe was discontinued in Japan. This generation also spawned two distinctively branded performance versions for European and Japanese domestic markets, dubbed Type R and Euro R, respectively.

On the origin of these models, it is rumored that with the advent of the sixth generation Accord, "Honda England were let loose to build a car that would compete with Subaru's Impreza, and Mitsubishi's Evo. They came up with the Accord Type R, a lightened (1200 kg) track version with no sound deadening and few luxuries(listed below)". Honda Japan followed suit in 2000, "took the Accord Type R and developed the Accord Euro-R (hence the 'Euro'pean tag)" which has a double wishbone front and 5-link rear suspension system, stiffer suspension and chassis, Helical limited-slip-differential, twin-piston brakes, dual twin silencer exhaust system, 16-inch alloy wheels, A exclusive "red-top" engine cover, white badged Euro-R meters, a strut tower bar, an exclusive Euro-R aluminium shift knob, high-intensity discharge (HID) headlights, fog lights, body coloured retractable electric door mirrors, power windows, key less entry, air conditioning, driver and passenger SRS air bags, and ABS.Recaro seats and a leather-trimmed Momo steering wheel. As an option, there was a distinctive tall and functional rear spoiler wing that most customers opted for. The Accord Type-R featured 209 bhp (212ps, 155.9Kw) @ 7,200 rpm and 164 lb·ft (222 N·m) @ 6,700, while the Euro-R variant featured an improved H22A engine with 217 bhp (220ps, 161.8Kw) @7200 rpm and 164 lb-ft(220-Nm)@5500rpm. Apart from an improved H22A engine, Euro-R badged meters, and exclusive Euro-R aluminium shift knob, The JDM Accord/Torneo Euro-R and Accord Type-R are very similar. The Accord/Torneo Euro-R was later succeeded by the seventh generation Accord Euro-R, see article below for details.

src: shop.honda.com

Seventh generation (2002-2007)

The seventh generation of the Accord was launched in 2002 (2003 model year in North America), and consists of two separate models; one for the Japanese and European markets, and the other for North America. However, both were in fact sold in many other markets, fueled by the popular Cog advertisement for the Accord. Euro R trim continued into this generation as performance model for Japanese market, making use of K20 engine producing 220 hp, however, European performance model was renamed Type S and used larger K24 engine tuned to produce 190 hp.

Japan and Europe

The European and Japanese Accords were integrated on the previous Japanese Accord's chassis, but with a new body. No longer made in Swindon, those Accords were made in Japan, and came in both sedan and estate form.

At its introduction in 2003, it won the Car of the Year Japan Award for a record third time. In Europe the car featured a 2.0 i-VTEC with 152BHP, a 2.4 i-VTEC with 187BHP, and an "exceptional" 2.2 i-CDTi turbo diesel engine with initially 138BHP and 340Nm of torque, while doing 51MPG on the EU combined cycle.

This model was sold in certain markets such as Fiji, Australia and New Zealand as the "Accord Euro" and in North America as the Acura TSX, with a significant distinction being that the TSX featured the interior of the contemporary Honda Inspire instead.

Accord Euro R (CL7, 2002-2007)

The Honda Accord Euro R (CL7) was launched in October 2002, succeeding the previous Euro R (CL1). A lightened and more sports focused variant of the Japanese car the Accord Euro R was powered by the K20A 2.0L DOHC i-VTEC engine producing 220 bhp (217 hp, 162 kW @ 8000 rpm) and 21.0 kg-m (206 Nm @ 7000 rpm) of torque through the only option of a lightweight 6-speed manual transmission. The same engine can be found in the JDM Integra Type R (DC5). The Accord Euro-R was available to the Japanese Domestic Market and Europe. Some features that distinguish it are the Recaro seats, the body kit, a MOMO steering wheel, lightweight 17-inch alloys and a special aluminium gearknob found only in Honda's Type R variants.

North America and Asia Pacific

The North American Accord grew in size yet again, becoming a vastly different car than its Japanese and European counterpart. This generation was available in both coupe and sedan forms, while a hybrid model was introduced in early 2005. For 2006, it was significantly updated.

This Accord was the first to use wheels with five lug nuts instead of the traditional four on 4-cylinder models. The 4-cylinder version came with 161 horsepower (120 kW) and 160 pound-feet (220 N?m) (166 horsepower (124 kW) and 161 pound-feet (218 N?m) for 2005-2007 models) K24A1 2397 cc 4 cyl engine mated to a 5-speed automatic or 5-speed manual. The 4-cylinder engine also utilized a timing chain instead of a timing belt.

For 2003, Honda began to offer a more aggressive Accord Coupe, equipped with the 240 horsepower (180 kW) and 212 pound-feet (287 N?m) (244 horsepower (182 kW) and 211 pound-feet (286 N?m) for 2006-2007 models) J30A4 2997cc V6 mated to a 6-speed manual transmission borrowed from the Acura TL Type S (without a limited slip differential). This coupe came with 17-inch wheels (that varied between the 03-05 and 06-07 models), strut tower bar, perforated leather seating, carbon fiber dash pieces, and an upgraded 180 watt stereo system. Because of the ability to maintain activation of the VTEC system all the way through hard acceleration, the Accord EX V6 6-speed ran from 0-60 MPH in just 5.9 seconds according to Car and Driver, more than a second faster than the automatic version. For 2006, Honda offered this engine and transmission combination in the sedan, which only lasted through 2007.

This model was also sold in Japan as the Honda Inspire from 2003 to 2008. In China the model got the name Guangzhou-Honda Accord and was sold from 2003 up to December 2009.

The National Highway Traffic Safety Administration (NHTSA) has crash test ratings of Accord of different model years:

The Insurance Institute for Highway Safety found 2003-04 Accords had the lowest fatality rates in the non-luxury midsize sedan class

src: 3-photos7.motorcar.com

Eighth generation (2008-2012)

Accord in Japan and Europe and Spirior in China

The updated Accord for the Japanese and European markets went on sale in mid-2008. It is also sold as the Accord Euro in the Australia and New Zealand markets, and as the Acura TSX in North America. It is available as both a sedan and a station wagon. In the People's Republic of China, a version of the sedan is sold as the Honda Spirior which later on developed an independent second generation. Production started in August 2009 in China, by Dongfeng Honda.

Production ended at the end of February 2015 for Australia and New Zealand spec models. It is expected there will be enough stock to last until the end of 2015.

Sales in Europe was discontinued in 2015.

In Europe, the car maintained the 2.0 and 2.4 i-VTEC gasoline (upped to 156 and 198BHP respectively), whilst a new 2.2 i-DTEC diesel engine provided 147BHP/ 258 ft/lbs in standard trim levels, and 177BHP/ 280 ft/lbs in Type-S sports trim level. This allowed the Accord to go 0-100 in 8.5 seconds, and still do 50MPG on the EU Combined cycle.

Accord in North America and China and Inspire in Japan

The North American version of the Accord has a different body from its Japanese counterpart. This shape is sold as the Honda Inspire in Japan, and is not sold in Europe. It was discontinued in Japan in September 2012. Larger than the previous model, the sedan is now classified as a full-size car by EPA standards. A coupe version is available, as well as a Crosstour fastback model, which was introduced in the US for the 2010 model year. Engines include a 2.4 Liter 4-cylinder rated at 177 bhp (132 kW) with 161 lb?ft (218 N?m) for Lx-Se sedans and 190 bhp (142 kW) with 162 lb?ft (220 N?m) for EX-Ex-l and LX-S sedans and coupes; as well as a 3.5 Liter V6 rated at 272 bhp (203 kW) and 254 lb?ft (344 N?m).

In Australia, New Zealand, Sri Lanka, India, Thailand, Indonesia and Singapore, this car which is assembled in Thailand, is sold as the Accord in left or right hand drive forms. In Malaysia, the Accord is locally assembled. In Hong Kong, this car is made in Japan and sold as the Accord, and in Taiwan, the Accord is locally assembled. In China, Guangqi Honda also makes this vehicle with 2.0L, 2.4L and 3.5L engines. Guangqi began making the Accord Crosstour in 2010.

In Malaysia, the eighth generation is also rebadged as the Proton Perdana from December 2013 and is used by government officials. It is assembled at the Honda-DRB plant in HICOM Industrial Park Pegoh, Alor gajah, Melaka.

src: www.caranddriver.com

Ninth generation (2013-2017)

For the ninth-generation Accord, Honda appointed Shoji Matsui, who served as an engineer on the Accord platform from 1985 to 1996, as lead project manager. It is the first Honda vehicle to be completely developed under the administration of Honda CEO Takanobu Ito.

Honda revealed the Accord Coupe Concept at the 2012 North American International Auto Show in Detroit. In August 2012, the company released initial details pertaining to the 2013 Accord sedan, and production versions of both the sedan and coupe were fully unveiled in early September 2012. The Accord sedan went on sale on 19 September 2012 in the United States, with the coupe following on 15 October. Corresponding release dates in Canada for the sedan and coupe models are 24 September 2012 and 1 November 2012, respectively. In February 2013, the Accord was scheduled to enter the Russian market. In June 2013, the Accord hybrid and plug-in hybrid were introduced to the Japanese market, with the discontinuation of the Honda Inspire, serving as Honda's large sedan and one level below the Honda Legend.

From 2014, Honda exports Accord to the Middle & Near East, Africa, members of CIS and others from China.

src: 3-photos7.motorcar.com

Tenth generation (2018-present)

Honda unveiled the Accord 4-door sedan on July 14, 2017. Production began on September 18, 2017, and sales began on October 18, 2017 in the United States as a 2018 model. It was also released in Canada on October 27, 2017. The vehicle is equipped with standard Honda Sensing on all models, and a base 1.5 litre turbo-charged engine, mated to a 6-speed manual or continuously variable transmission (CVT). The optional 2.0 litre turbo-charged engine, which replaced the V6 engine option, was available beginning December 2017. This engine is based on the design of the engine offered on the Honda Civic Type R, but with a smaller turbocharger and less aggressive camshaft. The 2.0T features a 6-speed manual or 10-speed automatic transmission. With this generation, the Accord is now exclusively offered as a four-door sedan, the coupe variant being discontinued.

src: dealerimages.dealereprocess.com

Awards

• Motor Trend's "Import Car of the Year" for 1994.
• Car and Driver's recipient of the 10 Best in recognition for 31 of the last 35 years.
• Voted "Car of the Year Japan" in 1985, 1993 and 2002.
• 2008 Drive's "Car of the Year".
• South African Car of the Year 2009
• The JB car pages awarded the 2008 - 2011 Accord a best-in-class 4 1/2 Star rating.
• 2013 Canadian Car of the Year
• 2014 Green Car of the Year.
• 2018 North American Car of the Year
• 2018 Canadian Car of the Year

src: st.motortrend.com

Motorsport

The Accord Euro R was used in the 2008 World Touring Car Championship season and the 2009 European Touring Car Cup, and won the 1996 Japanese Touring Car Championship season and the 1997 British Touring Car Championship season. The 3 Crowns Racing team were the champions of the 2004 Asian Touring Car Series, and Golden Motors won the 2007 Russian Touring Car Championship. Driver Matt Dooley posted an impressive 10 minutes 36 seconds on a 12-mile portion of NC-80, also known as The Devil's Whip, on 28 March 2013. The road was closed for the event.

src: media.ed.edmunds-media.com

Sales

src: www.caranddriver.com

References

src: 2-photos7.motorcar.com

External links

• Accord at Honda Worldwide

Source of article : Wikipedia