Honda Problems

Honda did to sports cars what Lexus did to luxury cars. Before the NSX came on the scene in 1991 high performance sports cars were snarling creatures with idiosyncrasies that made them both difficult to drive and unreliable. Often they were lovingly hand built by craftsmen who poured their hearts and souls into them, and their owners accepted their flaws as “character”.The NSX changed all of that. Honda brought some Japanese production discipline to the genre and showed that it was possible to build a high performance car that behaved itself when asked to do the more mundane things in a motoring life, like going to the supermarket for instance. So good was the NSX that it shook up the supercar elite, just as the Lexus LS400 did to the luxury car elite.It was no longer acceptable to build a car that was unreliable, fell apart with regular monotony and cost a fortune to keep on the road. Anyone who owns a late model Ferrari, Lamborghini, Aston Martin, or even Porsche should be eternally grateful to Honda for producing the NSX. Without it their cars wouldn’t be anywhere near as well built and reliable as they are.MODEL WATCH On the outside the NSX had everything needed to be called a true high performance sports coupe and take its place alongside the greats from Europe, but it had something those others didn’t.It had the benefit of being related to a major manufacturer, specifically a Japanese one who could bring to it a level of production quality, reliability and durability the Europeans couldn’t. It looked like a supercar should; it was low and sleek, well balanced and athletic. It looked fast even when parked outside the cafe.If there was anything that caused some concern initially was the aluminium body and chassis. Crash one and you were up for a pretty hefty repair bill to get it back on the road.Mechanically a mid-mounted 3.0-litre double overhead camshaft V6 with VTEC valve timing and lift motivated it. Although its output was modest for the class with peaks of 201 kW at 7300 revs and 284 Nm at 5300 revs the Honda V6 was pleasantly flexible and had enough performance to satisfy all but hard core sports car drivers.Those who chose the optional four-speed auto transmission over the standard five-speed manual gearbox had to accept a little less performance with the peak power trimmed to 188 kW at 6800 revs when the V6 was attached to the self-shifter.Under the sleek skin the NSX boasted a true sports car chassis with independent wishbone suspension at each end, powerful four-wheel disc brakes, and power-assisted rack-and-pinion steering. On the road it had great dynamics with good grip and a wonderful balance that made it a rewarding car to drive fast, on the road or track.The NSX weighed just 1380 kg and with its 201 kW enjoyed a competitive weight-to-power ratio of 6.9 kg/kW, the same as the Porsche 911 of the same era. On the go it would reach 100 km/h just 6.9 seconds from rest; the standing 400-metre dash was done and dusted in less than 15 seconds and its top speed was way north of 200 km/h.If there was a criticism of the NSX it was inside where it had switches and other bits of hardware that appeared to have been lifted from the Civic production line. They worked well, but they had the look of a much cheaper car and that didn’t sit well with many buyers. There was no shortage of equipment; the NSX was packed with all the gear you could possibly want. There was auto air-conditioning, leather trim, cruise control, power windows, seats and mirrors, and a Bose sound system.In the course of its 13-year life the NSX remained much the same, but there were a number of changes that kept it relatively fresh right up to its 2004 demise. The wheels and tyres were upgraded in 1994 when it was fitted with seven-spoke 16-inch front wheels and 17-inch rear wheels. A Targa style coupe was added in 1995, at the same time there was the option of a sports-shift auto with shifter paddles in the steering wheel.The engine was increased to 3.2 litres in 1997 when attached to the new six-speed manual transmission, while the auto models stuck with the smaller 3.0-litre engine. Power of the larger engine grew to 206 kW and the torque climbed to 298 Nm. The final chapter in the NSX story was written in 2002 when Honda restyled the front and rear bumpers and replaced the retractable headlamps with more efficient fixed units.IN THE SHOP While the NSX is a genuine supercar it isn’t any more complex than a regular Honda, so it’s less expensive than some supercars to service. As long as they are serviced correctly as per Honda’s recommendation they are generally bullet proof. Regular oil changes are needed to ensure the engine doesn’t get clogged with gum and other deposits.The camshafts are driven by belt so it’s important to make sure the changes has been done at the correct mileage, and many NSXs will be around the time and distance a service is required.They’re expensive to repair if crashed thanks to their aluminium chassis and body structure so keep a keen eye out for signs of body repairs. Tyres are also expensive if you need to replace them. Different sizes back to front and specific tread patterns and construction makes them a costly buy so check the tyre condition carefully before you buy. The main mechanical malady reported relates to the gearbox in the early five-speed cars, which seem to develop bearing noises at quite low speeds.With good reliable Japanese electrical systems and components not a lot goes wrong in this area, but some cars have had trouble with the Bose sound system, which can be expensive to repair. Be wary of any car that has been imported. They can be cheaper than those cars sold locally, but without a history they are a risk. Have them checked thoroughly by a Honda specialist and look very carefully for smash repairs.IN A CRASH The earliest NSXs only had a driver’s airbag, but those from 1993 on also had a passenger’s airbag. While the aluminium chassis is expensive to repair it is strong and rigid, so add airbags and you have a decent secondary safety package. Primary safety is what a supercar is all about and the NSX is well equipped in that area with an agile and responsive chassis, powerful engine, big disc brakes with antiskid ABS electronics and traction control.OWNERS SAY Ross Canavan has owned a succession of high performance sports cars including Ferraris and Aston Martins, but reckons his 1992 NSX beats the pants off the others in every respect. He’s put just 5000 km on it in the two years he bought it with 140,000 km on the clock. He says he liked it the minute he saw it when it was first released; he was particularly taken with its shape and has since been impressed with its handling and its everyday drivability. He accepts it’s not the fastest sports car he’s ever owned, but he says it’s the easiest to drive. It’s very tractable around town, but still fast enough to get your juices flowing when you put your foot down.LOOK FOR • Sexy styling• Smooth effortless performance• Great flexibility for everyday driving• Expensive to repair if crashed• Well built and reliable• Tyres are expensive• Practical, affordable supercar• Lacks prestige of classic supercarsTHE BOTTOM LINE NSX brought the thrill supercar motoring within reach of the everyday motorist in a well-built and reliable package.RATING 75/100

For many years Honda was spoken of as the Asian BMW, but never has that description been more accurate than it is now with the Accord Euro leading the brand’s charge.It was generally held that Hondas were better engineered and better built. They were said to be a class above the other Japanese makes, and rivaled European brands like the sporty BMW.There wasn’t any doubt about the claims of engineering excellence and build quality, but Hondas still looked and felt like a Japanese car. They were generally bland to look at and the controls didn’t have a quality feel about them.But then something happened, the Japanese industry awoke, and their cars changed. They became more European in the intangible things that distinguish the good cars from the also-rans.The Honda Accord Euro – the name says it all – had the looks and the feel to go with the Japanese reliability and quality. It was as if the Japanese industry had realized it needed to appeal to western buyers if it wanted to succeed. All of a sudden exports were the key to long-term success.MODEL WATCH Japanese cars have built an enviable reputation for reliability and durability through the standard of their engineering and their build quality. The Japanese industry has set the pace in those regards and forced other manufacturers to lift their game, but its cars were manacled to mediocrity by stodgy styling and overtly plastic ‘cheap looking’ interiors.The classic example was the Honda NSX sports car. An awesome mid-engined sports coupe that had the performance to match the world’s great supercars, but its interior looked like it came from a humble Civic with acres of average plastic and controls that clearly came from the Honda small car parts bin.Previous Accords were good solid reliable cars, but the sixth generation Accord Euro launched in 2003 was different. It still felt light on the road, it didn’t have the solid road feel that most Europeans have, but there was little to moan about, and even the looks were attractive.Honda was clear in its focus with the Accord Euro, it was to be a performance oriented model. Anyone who wanted a more conservative ride could buy the plusher Accord V6, which was also available at Honda dealers alongside the Euro.The Accord Euro was well proportioned with appealing lines that gave it an athletic look without being too bold. But while it was an appealing car its styling was somewhat derivative; it could easily have come from Munich.There were two models in the range, the Accord and Accord Luxury, both powered by Honda’s renowned 2.4-litre double overhead camshaft i-VTEC LEV engine boasting peak power of 140 kW at 6800 revs and 223 Nm at 4500 revs.The engine used variable valve timing and electronic lift with variable inlet cam phasing for more efficient combustion with exhaust gas recirculation, better torque and more linear performance through the rev range. Backing up to the engine was a choice of a six-speed manual gearbox, which had a light, precise, short-throw shift, or a five-speed auto with a manual shift function.All of that was built on a rigid, stable platform that provided a sound foundation for the handling Honda wanted for the Accord Euro. Double wishbone independent suspension was a feature at both ends; it had massive disc brakes with anti-skid, brake force distribution and brake assist electronics to assist with the stopping. The electronic arsenal also extended to stability control and traction control in an impressive package of driver aids.Inside, the Accord had all the features expected of a prestige model, including air, cruise, power windows and mirrors, six-stack CD sound with steering wheel controls, remote keyless entry, alarm and immobiliser. On top of that the Luxury also had high-density headlights, power sunroof, power front seats, leather, woodgrain, rain sensor wipers, headlight washers and fog lamps.IN THE SHOPMake sure the Accord has been serviced, and by someone who knows the brand well. They are packed with technology and are built to close tolerances so regular servicing is essential. Oil changes in particular must be done on a regular basis.The Accord’s good build quality means little generally goes wrong with them, and they are still in their youth with just five years of road life under the tyre marks. Look for body damage, and listen for odd noises when driven.IN A CRASH The agility, road holding and braking prowess of the Accord Euro enables drivers to escape threatening situations they may face on the road if they’ve got the driving ability. Both the Accord and Accord Luxury boasted an impressive array of airbags including front and side airbags, while the Luxury had the added protection of curtain airbags. In another plus all occupants had three-point lap-sash seat belts.AT THE PUMP Owners report they get around 9.5 L/100 km average fuel consumption around town, but on a trip that drops to 7-8 L/100 km. Those figures compare quite well to the 9.2 L/100 km Honda quotes for the auto model on the ADR test.OWNERS SAY Jenny Foster loves driving her 2005 Accord Euro, and living in country Victoria she does plenty of it driving between her country home and Melbourne. She says it’s fantastic on the highway. It’s also been reasonably cheap to run, although it does require premium fuel, which it sips at the rate of 8 L/100 km on the highway. There have been no mechanical problems to date, but she is critical of the large turning circle, the blocked vision when turning, and the poor visibility when backing because of the low seating position.Daniel Madeira is the proud and happy owner of a 2005 Accord Euro. He loves its looks and the way it drives. Its handling is exceptional, he says, and he loves the option of changing gears manually on the auto transmission. His only problem has been a squeak where the windscreen meets the body, which was fixed under warranty.Nick Zouros has clocked up 47,000 km in his 2005 Accord Euro and reckons it’s a great car. The engine and auto transmission are brilliant, and the build quality, reliability and comfort are exceptional, he says. He’s critical of the firm ride at low speeds and he would like more room in the back seat for his growing family.William Martin reckons his Accord Euro is the best-finished car he’s had in his 50 years of owning motor vehicles. Its comfort and performance are first class, he says.LOOK FOR • Attractive styling• Brilliant handling• Zippy performance• Firm ride at low speeds• Good fuel economy• Requires premium fuelTHE BOTTOM LINE Soundly engineered and well built, the Accord Euro is a reliable and fun driver.RATING 80/100

The fifth generation Honda Prelude sports coupe was greeted with dismay when it launched here in 1996. With styling that could best be described as ‘plain’ – some other less than kind motoring writers used terms like ‘bland’ and ‘boring’ – it seemed like a step backwards at first glance.Prelude had been a much loved nameplate in the Honda family, and there was a feeling that Honda had somehow turned what had been a great sports coupe into something to appeal to the blue-rinse set.If the looks were a let down for some, fortunately no-one was disappointed when it came to the driving experience. The ‘bland’ Prelude was anything but ‘boring’ once you climbed behind the wheel.MODEL WATCHAfter the aggressive curves of the preceding fourth generation Prelude the new model caused quite some consternation when the wraps came off at its Tasmanian launch in 1996.Those who were looking to another aggressively styled sports coupe were left wondering if they’d wandered into a time transporter by mistake and been whisked back a couple of generations.With its large unbroken surfaces, soft lines, and square headlights either side of a grille slot it appeared to have more in common with the third generation coupe than it did with the one it followed. For some it was too much, others reserved final judgement for the drive, after all it’s the drive that matters most in a sports coupe.While Honda’s motives for the change in styling direction was hard to fathom at the time, it turned out that it was based on sound research which showed that the fourth generation failed to excite the market in the way the third generation had. Hence the apparent resemblance to the more popular predecessor.The research also showed that Prelude buyers wanted room for rear seat passengers and more luggage space.As a result the new model was 35 mm longer in the wheelbase, 25 mm higher thanks to a taller roof line, and 105 mm longer overall. All of that equated to a more comfortable ride for those consigned to the rear seats, and a larger boot for the luggage they wanted to take with them.Along the way Honda’s engineers were able to increase the rigidity of the body, using thicker sheetmetal, more spot welds, more cross beams and heavier load bearing members, along with redesigned side sills and rear bulkhead. All of which added up to greater safety and reduced noise, vibration and harshness.Rear seat passengers would also appreciate the changes made to the rear suspension mounts, along with the reinforced wheel houses, both of which helped cut annoying road noise.Honda offered a choice of two engines, both 2.2-litre double overhead camshaft 16 valve four cylinder units with fuel injection, one with Honda’s renowned VTEC variable valve timing system.If you chose the base Si coupe you got the 118 kW engine without the variable valve timing, but if you opted for the hot VTiR you got the sizzling 143 kW VTEC engine.Transmission options were a slick shifting five-speed manual gearbox, and a new four-speed Sportshift auto. The auto trans was the big news, it offered the option of full auto function or race car style manual shifting for those times you felt like letting your hair down.Honda also introduced the option of a smart new drive system, dubbed Active Torque Transfer System or ATTS, which transferred power to the outside wheel during hard cornering for better drive when the load was on that wheel.On the road the Prelude had a wonderful poise that inspired the sporty driver, particularly when coupled to the fabulous VTEC engine.There was also plenty of standard features. The Si boasted ABS, power steering, alloy wheels, cruise, central locking, power windows, and a four-speaker sound system.When you ticked the VTiR box you also got air-conditioning, a leather trimmed steering wheel, and a power sun roof.IN THE SHOPHondas generally stand up well to the rigours of a hard life, not that many Preludes are actually driven as hard as they might be, but you should anticipate regular brake pad changes.Clutches can be a regular service item on manuals, and front tyres wear out quite quickly, particularly if driven with gusto.Little trouble is likely with the body and trim, Honda build quality ensures they’re stitched together pretty well.Inside, look for heavy wear on the seat side bolsters from occupants sliding in and out and brushing across the pronounced side support hump.Lift oil filler on engine and peer inside looking for the presence of sludge that might indicate a lacking of servicing.Check for a service record to verify maintenance has been done.IN A CRASHEarlier Preludes were rated average in the recent used car safety survey, but increased structural integrity, dual door beams, and a full width crossmember through the dash should mean improved crash protection on the fifth generation model.Dual airbags also add to the Prelude’s overall safety picture.OWNERS SAYDavid Taranto’s 1999 Honda Prelude VTiR manual has covered 68,000 km with the only parts needing to be changed were clutch and brake pads so far. He says it’s a great car to drive, and averages 10 L/100km in peak hour traffic and with some spirited driving thrown into the mix.LOOK FOR• plain ‘love it or leave it’ looks• improved roominess and luggage space• great performance from VTEC engine• safe balanced handling• beaut auto with sports shift function• renowned Honda build qualityRIVALS• Nissan 200SX – 1994-2000 – $15,500-$31,000• Toyota Celica – 1994-1999 – $17,000- $29,500• Holden Calibra – 1991-1998 – $10,000-$23,000THE BOTTOM LINERoomier, quieter, more refined sports coupe with brilliant handling and power train, but let down by ‘grandma’ looks.RATING70/100