1993 Honda Accord Reviews

Perhaps because of its involvement in Grand Prix racing Honda has always been a Japanese brand with a European flavour. For that reason it has stood out from the crowd of Japanese cars that have flooded our market.When Honda unleashed its new fifth generation Accord in 1993 it followed the development path it had trod for many years. Its lines were clean, its surfaces smooth, only its tail was clearly derivative being a clear copy of the E36 3-Series BMW.Even if it was a rip-off of the German BMW the tail fitted well within the Accord’s overall shape so it didn’t look out of place. If anything it was a case of taking what worked well on another model and using it to great effect on your own model.Up against the likes of the Toyota Camry, Mazda 626, Mitsubishi Galant, Nissan Bluebird and Hyundai Sonata, all of which looked as though they were flopped from the same mould the Accord was pleasantly different.Add to that Honda’s renowned engineering integrity and build quality and it was a winner from the start.In 1993 when the Accord was launched Honda was in a state of transition as it began to introduce some of the technology it had developed as result of its long involvement in Formula One.Honda was racing quite successfully in the 1960s when it had its own team and competed with cars designed in-house. After a sabbatical through the 1970s the company returned in the 1980s as an engine supplier to front running teams like Lotus, Williams and McLaren.It was the technology learned from those great engines that began to filter through to the production models in the early 1990s. The most obvious being the VTEC engine with variable valve timing and lift that changed engine design in a fundamental way. Variable valve timing is used by virtually every carmaker today, but Honda was alone in its use back in the early 1990s.The idea was brilliant. By varying the time the valves opened and closed, and altering the valve lift, the engine could be tuned to deliver good torque and fuel consumption while at the same time delivering plenty of power.Honda made the modest claim that the VTEC engine developed less than five per cent more power than the equivalent engine without variable valve timing, but it also produced up to eight per cent better fuel consumption and boasted better mid-range torque.The VTEC engine was one of two 2.2-litre four-cylinder engines Honda offered in the Accord. Apart from the VTEC variable valve timing it had a single overhead camshaft, four valves per cylinder and fuel injection, which combined to belt out 107 kW at 5000 revs and 198 Nm at 4500 revs.The standard engine was a carry-over from the previous model. Its peaks were 103 kW at 5600 revs and 192 Nm at 4500 revs.Both engines were smooth, thanks largely to a balance shaft, and unfussed when revved until at the very top end when things could get a little less pleasant.Each could be linked to manual or auto transmissions. The five-speed manual was a nice shifter, while the electronic four-speed auto was well regarded for its compatibility with the engines and its smoothness.Again perhaps because of its long association with motor sport Hondas have tended to be pretty smart in the handling department if sometimes that has come with a firm ride.The new Accord handled well with a nice chassis balance that made it enjoyable to drive. Contributing to that balance was the four-door body, which was stiffer in both bending and torsion providing a more stable foundation for the suspension to do its job.With the stiffer body, Honda’s engineers were free to let the suspension do its work in absorbing bumps in the road. As a result the ride was more compliant and comfortable.Four-wheel discs did an admirable job of slowing the Accord while standard power steering made light of the wheel work.Three models made up the Accord range. It started with the EXi sedan, which had the base engine along with air-conditioning, central locking, power windows, cloth trim and four-speaker radio/cassette sound. Cruise was added in 1996.The remaining models had the VTEC engine. The VTi sedan and wagon added alloys, a sunroof, power driver’s seat and a couple of extra speakers over the equipment fitted to the EXi. The VTi-S sedan also had leather trim, anti-skid brakes and a driver’s airbag.Technology needs to be serviced and that goes particularly for Hondas. It’s crucial that the engine oil is changed regularly to prevent sludge from building up and equally important that the cam timing belt be changed every 100,000 km. Do those and the Honda engines will give little trouble in the long term.Same goes for the gearboxes. The manual gives little trouble, but the auto needs regular servicing and it’s important to use Honda-specified transmission oil.The Accord’s chassis gives little trouble, but check for ticking noises that might indicate a problem with a CV joint. It will be louder when turning.Body stiffness not only aids crash protection and handling it also contributes to a car’s longevity and that’s the case with the Accord, which stands up well over time.Agile handling along with four-wheel disc brakes (anti-skid ABS on VTi-S and all models from 1995) gives the driver a good chance of avoiding a crash.The Accord’s stiff body and a driver’s airbag provide quite good protection in the crunch.• good build quality• Honda prestige to underpin resale• pleasant styling to doesn’t date• Good feature content• VTEC engine best choice for performance and economy• Good fuel economyWell engineered, well built prestige medium sized car that offers good value as a used buy for the long haul.

Ayrton Senna, with a Honda engine at his back, was blazing a trail around the world’s race tracks when Honda released its new fourth generation Accord in 1989 but it would be some time before the technology Senna was enjoying would filter through to the company’s regular production models.Honda has had a long involvement in Formula One, dating back to the 1960s when they company even had its own race team and built its own cars just like Toyota is doing today.There has always been a flow of technology from Honda’s motor sport to its road cars which have long had a reputation for being advanced, but it wouldn’t be until the early 1990s that the advances developed when the great Brazilian driver was at his peak were passed on to the average motorist.The fourth generation Accord released in 1989 was a competent well built car, but it was just a step along the path to what the Accord has become today.MODEL WATCHBy the late 1980s the Accord had blossomed into a car much respected by the motoring press and public at large. It was a far cry from the humble beginnings back in the 1970s when Honda first sold the Accord here.Back then, while they had a reputation for being of better quality than other Japanese cars, they were plagued with problems. While they were solid and reliable mechanically they suffered badly from rust and the bodywork was rather flimsy by comparison to other cars of the time.That began to change through the 1980s when all carmakers had to face up to many challenges, from safety to the environment.It was during that time that Honda really evolved into the aspirational brand it has become.Overseas the new Accord was available in a number of versions, but here Honda chose to limit the choice to an EXi sedan and Aerodeck wagon, and an EXi sedan with four-wheel steering, which was a fad at the time.The styling was greeted with a yawn by most people of the time. There was nothing that offended in the Accord’s soft, clean lines, but by most standards both the sedan and wagon were dull.Although Honda had an engine with variable valve timing – one of the things Senna used to great effect in F1 – available in the Accord in other markets it chose not to release it here.Instead our Accords had a 2.2-litre single overhead camshaft four cylinder engine boasting four valves per cylinder and fuel-injection. Peak power was put at 103 kW at 5200 revs and 192 Nm.Buyers could choose between a five-speed manual gearbox or four-speed auto, while power steering and four-wheel disc brakes were standard.Four-wheel steer was mostly an aid to parking, it was only active below 30 km/h.Also standard was central locking, cruise control, sunroof, power windows, alloy wheels and radio/cassette sound.The four-wheel steer sedan had all of that plus leather trim, power seats, ABS and four-wheel steering.Air-conditioning became standard in 1993 on both sedan and wagon, the latter also getting standard CD sound.IN THE SHOPHonda specialist Adam Kovarik of In-N-Out Motors says while the Accord is a well built and reliable vehicle having it serviced according to Honda’s recommendations is crucial to longevity.Before driving away in an Accord check for a verifiable service record that shows it has had regular oil changes. Kovarik says the oil should be changed every 20,000 km, it should have regular transmission services if it’s an auto, and the cam timing belt must be changed at the recommended intervals. That’s 80,000 km up to 1990, 100,000 km thereafter.Leaving the cam belt risks severe internal damage to the engine if the belt breaks, the pistons will come into contact with the valves.Kovarik also says it is crucial that Honda recommended oil be used in the auto transmission. Other oils can lead to swelling of seals, which can then result in hard shifting and slippage between shifts.Listen for a ‘clicking’ noise that might indicate a worn CV joint when test driving. The noise is usually louder when turning.IN A CRASHThe fourth generation predated the introduction of airbags in the Accord, so relies on its body structure and seat belts for crash protection.Four-wheel disc brakes, and ABS on four-wheel-steer model, provided advanced level of primary protection for the time.OWNERS SAYTwenty-five-year-old Glenn Hadgkiss has owned his 1991 Exi for two years, having bought it with 87,000 km on the odometer. He rates the performance and handling as nothing special, and the interior cramped for four adults. To improve the handling he has fitted lowered springs and 16-inch alloys, and he’s fitted a larger exhaust from the converter back. His only problems have been with the speedo and distributor.Chris Chamberlain bought his 1992 EXi manual in 1996 with 52,000 km on the odometer. It has now done 125,000 km and is still in superb condition. He rates the fuel consumption outstanding, 7.5 L/100 km on a trip and 9.5 L/100 km around town. The only problems he’s had have been with the distributor.John Vanderwerf bought his 1991 Accord four-wheel steer in 1994 with over 100,000 km on the odometer. It has now done over 350,000 km and has proven to be quite reliable, needing a new brake master cylinder, radiator, and drive shaft boots. John says it is great to drive, with good road holding, comfort, and ease of parking, but parts can be expensive and the road noise is high.Tony Brienl has done 140,000 km in the Accord he purchased in 1994. It has been serviced by a Honda dealer from new, and apart from routine replacement of tyres, battery, etc., the only work needed has been to replace an engine mount in 2001 and a CV-joint in 2004. The car has been a model of reliability, uses no oil, and he would recommend a second hand Accord of this vintage to anyone, provided there is documentary evidence of regular service.LOOK FOR• Service record a must• Check engine for sludge• Ensure timing belt has been changed as recommended• Minor body dings and scrapes• Heavy wear on high traffic areas of trim• Broken, cracked plastic trim• Good fuel economy• Good performance and handlingTHE BOTTOM LINENow in the last days of its useful life, the fourth generation Accord would make a good choice for the novice driver who values reliability and low operating costs.RATING65/100

Its lines were clean, its surfaces smooth, only its tail was clearly derivative, being a copy of the E36 3-Series BMW.  Up against the likes of the Toyota Camry, Mazda 626, Mitsubishi Galant, Nissan Bluebird and Hyundai Sonata, the Accord was pleasantly different.MODEL WATCHIt was the technology learned from Honda's involvement in Grand Prix racing that began to filter through to the production models in the early 1990s. The most obvious being the VTEC engine with variable valve timing and lift, which changed engine design in a fundamental way.The idea was brilliant. By varying the time the valves opened and closed, and altering the valve lift, the engine could be tuned to deliver good torque and fuel consumption as well as plenty of power.Honda made the modest claim that the VTEC engine developed less than 5 per cent more power than the equivalent engine without variable valve timing, but it also produced up to 8 per cent better fuel consumption and boasted better mid-range torque. The VTEC engine was one of two 2.2-litre four cylinder engines Honda offered in the Accord.Apart from the VTEC variable valve timing, it had a single overhead camshaft, four valves per cylinder and fuel injection, which combined to belt out 107 kW at 5000 revs and 198Nm at 4500 revs. The standard engine was a carry over from the previous model. Its peaks were 103kW at 5600 revs and 192Nm at 4500 revs.Both engines were smooth, thanks largely to a balance shaft.  Each could be linked to either manual or automatic transmissions.  Four-wheel discs did an admirable job of slowing the Accord, while standard power steering made light of the wheel work.Three models made up the range. It started with the EXi sedan which had the base engine along with airconditioning, central locking, power windows, cloth trim and four-speaker radio/cassette sound. Cruise control was added in 1996. The remaining models had the VTEC engine. The VTi sedan and wagon added alloys, a sunroof, power driver's seat and a couple of extra speakers. The VTi-S sedan also had leather trim, anti-skid brakes and a driver's airbag.IN THE SHOPTechnology needs to be serviced and that goes particularly for Hondas. It's crucial that the engine oil is changed regularly to prevent sludge from building up, and equally important that the cam timing belt be changed every 100,000 km.Same goes for the gearboxes. The manual was not a worry, but the auto needs regular servicing and it's important to use Honda-specified transmission oil. The Accord's chassis gives little trouble, but check for ticking noises that might indicate a problem with a CV joint.CRUNCH TIMEAgile handling along with four-wheel disc brakes (anti-skid on VTi-S and all models from 1995) gives the driver a good chance of avoiding a crash. The Accord's stiff body and a driver's airbag provide quite good protection in a crunch.RATING15/20 Well-engineered, well-built, prestige, medium-size car that offers good value as a used buy for the long haul.  The Accord stands out well against its rivals.

The fourth-generation Accord released in 1989 was a competent, well-built car but it was just a step along the path to the Accord of today.MODEL WATCHOverseas the new Accord was available in a number of versions, but here Honda chose to limit the choice to an EXi sedan and Aerodeck wagon, and an EXi sedan with four-wheel steering which was a fad at the time.The styling was greeted with a yawn by most people. There was nothing that offended in the Accord's soft, clean lines, but by most standards both the sedan and wagon were dull.Our Accords had a 2.2-litre single overhead camshaft four-cylinder engine boasting four valves per cylinder and fuel injection. Peak power was put at 103kW which was realised at 5200revs and 192Nm.IN THE SHOPHonda specialist Adam Kovarik says while the Accord is a well-built and reliable vehicle, having it serviced according to Honda's recommendations is crucial to longevity.Check for a verifiable service record that shows the car has had regular oil changes. Kovarik says oil should be changed every 20,000km, regular transmission services if it's an auto and the cam timing belt changed at the recommended intervals. That's 80,000km up to 1990 and 100,000km thereafter.Ignoring the cam belt risks severe internal damage to the engine. If the belt breaks, the pistons will come into contact with the valves. Kovarik says it is crucial that Honda recommended oil be used in the auto transmission.  Listen for a clicking noise that might indicate a worn CV joint when test driving. The noise is usually louder when turning.CRUNCH TIMEThe fourth generation predated the introduction of airbags in the Accord, so relies on its body structure and seat belts for crash protection. Four-wheel disc brakes and ABS on four-wheel-steer model provided advanced level of primary protection.OWNERS' VIEWGlenn Hadgkiss, 25, has owned his 1991 EXi for two years, having bought it with 87,000km on the odometer. He finds the interior cramped for four adults. To improve the handling he has fitted lowered springs and 16-inch alloys, and fitted a larger exhaust from the convertor back. His only problems have been with the speedo and distributor.Chris Chamberlain bought his 1992 EXi manual in 1996, when it had done 52,000km. It has now clocked up 125,000km and is still in superb condition. He rates the fuel consumption outstanding – 7.5L/100km on a trip and 9.5L/100km around town. His only problems had been with the distributor.John Vanderwerf bought his 1991 Accord four-wheel steer in 1994 with more than 100,000km on the odometer. It has now done more than 350,000km. It needed a new brake master cylinder, radiator and drive shaft boots. Vanderwerf finds the car reliable and great to drive, but parts can be expensive.Tony Brienl has done 140,000km in the Accord he bought in 1994. It has been serviced by a Honda dealer from new and apart from routine replacement of tyres, battery, etc, the only work needed has been to replace an engine mount in 2001 and a CV-joint in 2004.  He would recommend a second-hand Accord of this vintage, provided there is documentary evidence of regular service.RATING13/20 A good choice for the novice driver who values reliability and low operating costs.

But thinner development budgets and reliance for survival on big sales in the United States have turned Honda into a cautious company - too cautious in my book.Look no further than the new Accord for evidence of the constraints imposed by unavoidable spending cuts and an all-too-keen eye on US customer research. The Accord has been designed with strong input from middle America - Honda's research and development centre in Ohio - and joins the mob of curvaceous medium-sized family cars.Half the components have been retained from the previous model, including the 2.2-litre engine in the base-model EXi, although it has had some improvements to mid-range torque and fuel efficiency. Lacking a V6, Honda has opted to boost performance for the other two Accord models - VTi and VTi-S - by adding what it calls "balanced VTEC", a middle-of-the-road single-cam version of Honda's variable valve timing and electronic lift technology.The VTEC operates only on the inlet valves and the engine slots between the rip-snorting twin-cam VTEC (Integra, CRX and NSX) and the fuel-sipper version (Civic VEi), offering fuel-efficiency at lower revs and better performance as the revs build up.I have tested the EXi and VTi-S, both with Honda's impressively smooth four-speed automatic transmission - although a manual gearbox would be my choice.In the VTi-S, performance is rather sedate as you start to accelerate because one of the inlet valves on each cylinder is virtually closed and the other has a low-lift short-duration cam profile. While initial acceleration is lazy, the Accord moves along nicely and its tried-and-true double wishbone suspension provides the comfortable ride expected in a family car. Cornering is precise with mild understeer when pushed.The automatic VTi-S costs almost $45,000 and comes with an impressive array of equipment, although a manual gearbox would save you $2000. For an extra saving of $6000, you can have exactly the same car without the airbag, anti-lock brakes and leather trim. That's the VTi.Do away with cruise control, the sunroof, two of the six speakers, alloy wheels and VTEC, and you can keep a further $4000 in your pocket by choosing the EXi.Honda Accord SedanENGINE: 16-valve, single overhead camshaft, multipoint fuel-injected 2.2-litre, four-cylinder, front-drive. VTEC for VTi and VTi-S. Carry-over engine with the step up to VTEC technology which provides a mild boost.POWER: VTEC, 107 at 5500rpm, torque 198Nm at 4500rpm. This car misses a V6 engine or more-powerful four when stacked up against its competitors.SUSPENSION: Independent four-wheel double wishbone with front and rear stabiliser bars and gas-pressurised dampers. Can't quibble with that set-up; it provides the comfort needed for a family and the handling demanded by Honda owners.WHEELS: 15-inch alloy.TYRES: 195/60 radials. The wheels are big enough, but the tyres could be wider.PRICE: EXi $32,650; VTi $36,700; VTi-S $42,800. Autos: add $2000. All Japanese imports are pricey, but value for all Honda models has been improved in the past year.