Honda Problems

In extreme situations, owners have been warned their vehicles may catch fire.Mitsubishi was hit with the biggest safety recall for the three month period. It has written to owners of Pajeros built between 2000 and 2003 to warn them of a potential brake problem. As many as 13,400 vehicles may need to be checked.The company also recalled 4400 of its now-defunct 380 sedan, built between 2006 and 2007, which may have a faulty fuel tank retaining strap. In a severe collision the tank may be dislodged and spill fuel.Mitsubishi is also checking more than 8300 Colts built this year which may have a problem with door windows which may drop and unlock or open the door while the car is being driven.Honda has recalled 11,800 of its 2004-05 Jazz to check whether they have a faulty handbrake, while Mazda needs to look at 1770 of its B4000 utes built between 2005-2006 because the bonnet may open unexpectedly.Subaru has recalled 5380 of its Imprezas, built between 2001 and 2003 because of a faulty rear tailgate which may suddenly drop.Subaru Australia spokesman, Dave Rowley, said many of the recalls were to check for "minor or niggling" faults."We have had no incidents of anyone being injured in Australia and we found only six cars which had the faulty (tailgate strut) connection."Many recalls are done as a pre-emptive measure to avoid possible problems further down the track, " he said.Other potential faults include electrical short circuits, which in extreme circumstances, may start a cabin fire in Landrover Freelander diesels built since 2007. Landrover warns the fault may occur when the vehicle is parked and unattended.Other recalls were to check for short circuits in Fiat's Grande Punto; and a chance that the panoramic glass roof in a small number of Citroen's Picasso could be dislodged.Suzuki has warned of potential fire risk in its 3-door Suzuki Grand Vitara (2006-07) because of a possible cracked fuel pipe, while the 2005-08 Vitara diesel has a remote fire risk in a filter because of a problem with the intercooler outlet pipe insulator.Other problems include faulty rear seat belt D-loop attachments in the current Jaguar XF, and the potential for a loss of steering in Chrysler's 300C built last year because of a problem with rear axle hub nuts which could see the half shaft disengage from the wheel hub.Mercedes Benz wants to look at axles, springs and the park brake in its Sprinter or Vito vans.Jayco has recalled some of its motor homes to check and fix awning and exhaust pipe problems.Of the 1500 motorcycles recalled, safety issues to be fixed include a faulty fuel filler on Kawasaki models, a windshield which may come off Buell bikes if ridden at high speed and a rear view mirror which may fall off on certain Yamaha models.An ACCC spokeswoman said this year's figures were actually less than last year but the number has been steadily rising over the past 20 years.The ACCC says there have been 52 individual recalls this year compared to 171 last year.Full details of the recalls can be found at www.recalls.gov.au 

Before 1993 Honda’s Integra suffered from the same soft girlie image that afflicted most Japanese sports coupes, but the sleek new coupe that came that year shrugged off the ‘hairdresser’ tag to become a credible power player. The earlier Integra was a pretty car with sporting pretensions, but its performance failed to meet the expectations created by its styling and left buyers feeling let down. If sports car drivers sneered at its lack of get up and go the Integra did have plenty of admirers who loved its clean lines and stylish look and didn’t really care about its performance.That all changed in 1993 when the Integra underwent a transformation. It was one that would have a far reaching effect on the industry and result in a number of really competent and credible sports coupes being produced by a number of car companies.That transformation came in the form of Honda’s hot VTEC engine. It was really an all-purpose engine that overcame the limitations of small capacity with an innovative system, which varied valve timing and intake tract length. The result was bags of torque at low speeds for smooth drivability and miserly fuel consumption, and a powerful punch for plenty of get up and go at higher speeds.MODEL WATCHThe new Integra coupe was an all-new stylish, front-wheel drive three-door hatch. It had an all-new body, which was much stiffer than its predecessor providing a stable foundation for the sort of sharp responsive handling the Integra would become renowned for.It really was a car that changed the perception of Japanese sports coupes, and gave them new credibility. Not all of the Japanese carmakers followed Honda’s lead immediately, but most were eventually forced to follow and the result was a new generation of sports coupes that really were genuinely sporting.There were two models. The GSi was a combination of sporty styling and a flexible 1.8-litre four cylinder engine with the choice of a five-speed manual gearbox or four-speed auto transmission.It had multipoint electronic fuel-injection and put out a respectable 107 kW, which would have been quite respectable had it not been for the clever VTEC engine that powered the hot VTi-R model.The VTi-R was a revelation. Its VTEC 1.8-litre engine boasted twin camshafts with four valves per cylinder and electronic multipoint fuel-injection, and cleverly varied the valve timing and intake manifold length for optimum performance right through the rev range. The result was peak power of 125 kW at a heady 7300 revs and top torque of 173 Nm at 6200 revs.In practice that meant low-end punch for smooth drivability and efficient running which wasn’t compromised in the pursuit of top-end power. The VTi-R was remarkably smooth and tractable around town where it would roll along smoothly and unfussed, but when you opened the throttle and asked for it to perform it would, and how!It was now hairy-chested and great fun to drive. Before the Subaru WRX there wasn’t much better than the Integra VTi-R on our roads.There was no doubt that Honda intended the Integra, in VTi-R guise as least, to be a full-on performance car. The spirited performance of the engine was enough to convey that message to anyone who cared to use their right foot.The engine performance was matched by sharp and responsive handling of the VTi-R’s sports suspension, but it also came with a hard ride that made it difficult to live with day in day out.Inside the Integra was a little cramped, and its dark trim colours made it a little gloomy.The Integra was well equipped. The GSi featured an adjustable steering column, central locking, power windows and mirrors, power steering, a radio cassette sound system with four speakers, and a sunroof. A driver’s airbag was added in 1994, and ABS became standard in 1998. Extras included air-conditioning, CD player and rear spoiler.In addition to the GSi features, the VTi-R also had standard ABS brakes, driver’s airbag, ally wheels, and sports suspension.IN THE SHOPHondas generally enjoy well earned respect from mechanics who universally praise their quality and reliability, and the Integra is no exception.Prior to the arrival of the prestige Japanese brands, such as Lexus, Honda was regarded as the best Japanese carmaker, and mechanics are happy to report they remain solid and reliable even at high mileage. One mechanic even went so far as to say 300,000 km is well within their reach without any real loss of integrity.Parts prices are a problem, however, and Honda is renowned to have some of the most expensive spares in the business, so you need to be prepared for a big spend if something does go amiss.It’s also worth checking for a service record. The Honda engines aren’t free spinning and a cam timing belt failure, breakage or jumping, can lead to very expensive internal engine damage so it’s well worth checking that the belt has been changed at the recommended intervals.Metallic paint can be difficult to match so look for mismatches that might indicate crash damage, and carefully check plastic bumpers for chips and scratches that can be expensive to fix.Inside, expect to find heavy wear on the side bolsters of the sports seats, and wear on the carpet underfoot. Otherwise the interior stands up well with quality plastic parts that don’t unduly distort and are well retained.LOOK FOR:• verifiable service record that shows regular cam belt changes.• tight rigid body.• sharp, responsive handling.• zippy performance from VTEC engine.• high spares prices.

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.

The Civic quickly won a following after it was launched here in the early 1970s. It was stylish, economical, performed well, and was well built, the same qualities that drive Civic sales today.The Civic was never a cheap small car; those perceived qualities so loved by Australians came at a price. So much so that the Civic lost ground to its rivals as other carmakers, Mazda, Subaru, Nissan, and Toyota closed the gap through the 1980s and early 1990s.In that crowded small car arena there wasn’t as much that made the Civic stand out as it had in past times. It was still stylish and well built, but its performance was lacklustre and it was no longer as economical when those were key qualities small car buyers wanted.Perhaps the thing that brought the Civic out of the doldrums it found itself in was the arrival of the VTEC engine. With its clever variable valve timing and lift system Honda could extract quite amazing performance from a small engine. With the VTEC engine under its bonnet the Civic, particularly the performance-oriented VTi, came to life.In the blink of an eye the well-built small car was transformed. There was good reason to buy the Civic again.MODEL WATCHThe heavily revised fifth generation Civic Honda launched late in 1991 wasn’t anything to write home about. It was a little larger than its predecessor, its styling was wishy-washy without being in any way offensive, its performance was breathless, but it handled well, and was well built.The new Civic range opened with the Breeze, a bright and bubbly three-door hatch with a 1.3-litre single overhead camshaft, carburettor fed four-cylinder engine that managed to produce 55 kW at 6300 revs. It had a five-speed manual gearbox and power steering was standard. The performance wasn’t great, but the economy was acceptable.The mid-range GL came in four-door sedan and three-door hatch forms. It had a 1.5-litre single overhead cam four cylinder engine with twin carburettors, which produced 74 kW at 6300 rpm.There was a choice of five-speed manual or four-speed automatic gearboxes, and the list of standard equipment included power windows and mirrors, central locking, tachometer and an Alpine radio cassette system.This was a disappointing performer, and thirsty to boot.Top of the range at launch was the Si, which also came as a four-door sedan or three-door hatch. Power was from a 1.6-litre double overhead camshaft fuel-injected four-cylinder engine that boasted 96 kW.It too had a choice of manual or auto transmissions, along with four-wheel disc brakes, upgraded trim, and tilt adjustable steering wheel.The VTEC variable valve-timing engine made its first appearance in the four-door VEi sedan, which was released in 1993. It was a 1.5-litre single overhead cam engine configured for fuel economy. It produced 66 kW, and was offered with a five-speed manual trans only.Other standard features included a driver’s airbag, power steering, central locking, power windows and mirrors, tachometer, and cloth trim.As long as you weren’t expecting much get up and go the VEi was worth a look.In September 1993 the Civic came in for a much-needed mid-life makeover, with a raft of revisions, particularly to the engines offered.The Breeze got a new lease on life with a 1.5-litre single overhead camshaft four-cylinder engine, which now had throttle body injection, and produced 67 kW.The GLi replaced the GL with a 1.5-litre multipoint fuel-injected single overhead cam four-cylinder engine that developed 74 kW.Fuel economy continued to be the main focus of the VEi with its 1.5-litre VTEC/E engine, which produced peak power of 66 kW.If economy was a priority for the VEi, the new VTi was a breath of fresh air with the emphasis on performance. Available as a sedan or hatch it was a taste of what was to come as Honda developed it system of variable valve timing and lift.The VTi had a 1.6-litre double overhead camshaft four cylinder engine with 96 kW on tap at 6600 revs. It had plenty of low down grunt as well as impressive top end zip, endowing the VTi Civic with impressive performance.Standard equipment on the VTi included four-wheel discs, electric sunroof, cloth trim, and four-speaker AM/FM cassette sound.Driver’s side airbags became standard across the Civic range in August 1994.IN THE SHOPGenerally the trade highly rates the Civics after the revised engines arrived late in 1992. Prior to that, they say, the engines were generally thirsty and lacked performance.The VTi is highly regarded and easily the pick of the bunch. It’s got good performance while still delivering impressive fuel consumption.Performance and economy issues apart, Honda engines, as well as gearboxes, drive lines and diffs are robust and give little trouble. Rear wheel bearings are a source of trouble.The problems are mostly related to ancillaries, like air-conditioning compressors, which are a known source of trouble.There are no real problems with the Civic body, they’re well built in the first instance and stand up well in service. Same goes for the paint, which continues to shine if maintained as it should be.Check for service record, and evidence of regular maintenance.OWNERS’ VIEWSKristen Jones has owned her 1993 Honda Civic Breeze for four years, and says it has been very cheap to run, and easy to drive and park. She has had no problems with it and would happily recommend it.Debbie Williamson bought her 1993 Civic GL new, and has now done 210,000 km. She says it is reliable, comfortable, economical, attractive, and roomy, is easy to drive and to this point has had nothing go wrong.Jim Liaskos has owned his 1994 Honda Civic manual GLi for 10 years. It has now done 240,000 km, and he says it handles well and is very economical. Apart from normal service items, he has replaced the front wheel bearings, the clutch master cylinder, noisy gearbox bearings, thermostat, and the brake master cylinder.LOOK FOR• good build quality• robust and reliable mechanicals• poor performance and fuel economy prior to 1991 engine upgrade• noisy rear wheel bearingsTHE BOTTOM LINEThe Civic was struggling to live up to its reputation before the revised engine range arrived in late 1991, and improved both its performance and economy.RATINGPre-1993 – 60/100; Post-1993 – 75/100

The Honda Civic stood apart from the rest of the small car crowd from the moment it hit our shores in the early 1970s. It was the small car for buyers who could afford a little more than was being offered by other carmakers.Honda was quickly able to establish a reputation for quality and design innovation that set it apart in the eyes of small car buyers.With each new generation Honda was able to build on the reputation established by pervious models.Every new generation offered an attractive blend of quality, style, packaging and price, and the sixth generation that arrived here in the mid-1990s was no different.MODEL WATCHThe Civic that hit our shores late in 1995 was the sixth generation of the small Honda, and took it to a whole new level of quality, refinement and performance.The fifth generation, while maintaining the things that made the Civic so appealing was criticized for its packaging, noise level and ride. It was even rated below rivals like the cheaper Toyota Corolla. Clearly Honda had some ground to recover with the sixth generation.Honda had obviously heard the criticisms and answered most of them with the new car. The style and build quality that was so well liked was carried through, but with much improved packaging and refinement. The interior noise levels in particular were much lower than those of the earlier model.There were three body styles in the new Civic range. There was the Japanese-sourced three-door hatch and four-door sedan and a coupe that came from America.All three were based on a modified version of the previous model sedan’s platform, which retained the sedan’s longer wheelbase.That meant the hatch grew in wheelbase by 50 mm, which resulted in rear legroom and much needed passenger comfort. It was also higher and that also made it a more comfortable place to be.The sedan body was also reworked, but in a less obvious way. It was 55 mm longer than the previous sedan, 38 mm of which was used to increase rear legroom, with five mm added to the legroom in the front.Under the bonnet the sixth generation Civic had a choice of three 1.6-litre four-cylinder engines and all delivered better performance than those in the earlier model.They started with a single overhead camshaft unit that punched out 88 kW at 6400 revs and 144 Nm at 5000 revs in the CXi and GLi models.There was also a choice of two VTEC variable valve-timing engines. The opener was a single overhead camshaft unit that gave similar performance to the base 1.6-litre, but was configured to work with Honda’s the new Continuously Variable Transmission (CVT) and optimize fuel consumption.The ultimate performance engine was the double overhead camshaft VTEC engine that thumped out 118 kW at 7600 revs and 148 Nm at 7000 revs. The notable thing about this engine was that it delivered 100 horsepower per litre, a benchmark for engine performance.Honda offered three transmissions in the Civic, the CVT, a regular four-speed auto and a five-speed. The CVT was available in the VTi, the auto in the CXi and GLi, and the manual in the CXi, GLi, VTi and VTi-R.The three-door hatch was offered in CXi, GLi and potent VTi-R models, while the sedan came in GLi and VTi variants.IN THE SHOPMechanics hate Hondas. Not because they’re a bad car, but because they don’t break down. It’s hard to make a living when the cars you’ve chosen to specialize in rarely arrive on the back of a tow truck.Honda engines are generally bulletproof, but look for a service record showing they’ve seen the inside of a service shop as required. Regular oil changes are necessary to avoid the expensive build-up of sludge that can cause the demise of any engine, but Honda engines in particular.Likewise the gearboxes, which stand up well, but the auto likes the Honda-recommended oil. Straying from the Honda oil may save a few bucks, but it can lead to troubles down the road.Bodywise the Civic copes well. It’s a solid little car that generally stays rattle free as the kays mount. Obviously look closely for the telltale signs of a bingle; mismatched paint, sagging doors, boot lids or hatches.The Civic interior also copes quite well with our harsh sun. The general fit and finish is of a high quality, the parts are durable, and the trim seems hard wearing.IN A CRASHRigid bodies provide a stable platform, on which Honda built a car that was agile and responsive, which enhanced primary safety when it came to avoiding a crash,Only the VTi sedan and VTi-R hatch had the protection of anti-lock brakes.Driver airbags were standard across the range, with the VTi and VTi-R also boasting a front passenger airbag.OWNERS SAYMarilyn Gardiner intended to keep her 1999 Civic GLI sedan for three years, but it is so stylish and has been so reliable in 106,000 km she hasn’t been able to part with it. Unlike the 1989 Holden Astra she owned before the Civic, which was called the mystery car because she never knew when or where it would let her down, the Civic has been totally reliable. The Civic lacks the zip of her Astra, but doesn’t cost much to run. Her only criticism is of the Honda colours, which she says are boring.The CXi three-door hatch Geoff McDonald bought new in 1997 is still his prime mode of transport. Honda dealers have regularly serviced it and the only expense he’s incurred other than filters and plugs in 10 years and 115,000 km is a replacement light bulb costing $5. The car is as good as new in terms of performance and consumption, the body is perfect, and the paintwork is excellent. The McDonald family has collectively owned six Hondas and all have been equally reliable and trouble free.LOOK FOR• chunky styling• decent interior roominess• agile and responsive handling• standard drivers airbag for safety• zippy VTi-R hatch• low fuel consumptionTHE BOTTOM LINEWell-built, good-looking small car that shows no signs of ageing with the passing years.RATING85/100

Anyone who has taken the time to look at new car sales figures over the last few years will have seen a phenomenon taking place that has transformed the local car market in a way few others have before. That phenomenon is the popularity of four-wheel drives, most particularly those at the light to medium end of the four-wheel drive segment like the Honda CR-V.The CR-V is currently under siege from Nissan’s popular X-Trail compact four-wheel drive, but before the Nissan hit the market the Honda was a clear leader in the segment and on the latest sales figures is still the second most popular compact four-wheel drive on the local market.On those same figures there is no let up in popularity of these vehicles in sight. So popular are four-wheel drives that companies like Subaru, Volvo, Audi, BMW, Benz, and even Porsche have felt the need to join in the party with four-wheel drive models of their own. Latterly, Ford and Holden have announced plans to launch new four-wheel drive models, the Territory and Adventra respectively. So convinced is Ford of the strength of the phenomenon that it is pinning its future on the Territory, although it prefers to describe it as a new type of all-purpose crossover vehicle rather than a four-wheel drive.The move to four-wheel drives isn’t new, it began back in the 1970s when they were promoted as getaway vehicles for people who dreamt of going bush or to the beach in their leisure time while spending their weeks battling gridlock in our cities. There is still an element of the dream time drive in the ongoing four-wheel drive success story, but there’s much more to it now.In essence people see them predominantly as economical family wagons, a replacement for the traditional station wagons made by car makers like Holden and Ford, but lighter and with more economical four cylinder engines. They also value the virtues of down-the-road vision with its perceived safety that comes with a high seating position.The CR-V wasn’t the first to enter the market, that honour goes to Toyota’s RAV4, but it was the first to really appeal to families as an alternative to the old full-sized station wagon. Toyota really failed to understand the market when they initially pitched the RAV4 at young buyers, the ones who wanted to spend their weekends at the beach after a trying week in town. It missed the mark, and the Honda was pretty well established by the time Toyota revamped its approach with a wagon that suited families.MODEL WATCHThe CR-V hit the road running in 1997 and hasn’t looked back. Offered as a four-door wagon only, with four-wheel drive on demand, the CR-V was powered by a 2.0-litre four cylinder engine and had a choice of five-speed manual or four-speed auto.Honda’s on-demand four wheel drive system isn’t really designed for heavy off road going, it’s more an intelligent all-wheel drive system that handles loose or slippery surfaces with aplomb, and tackles rough tracks with assuring competence, and that makes it an ideal family fun off-roader.The system employs a clutch between the propeller shaft and the rear differential, each of which drives a hydraulic pump. The amount of clutch engagement is determined by the difference between the front and rear axles (or pumps). If the axles are spinning at the same speed the clutch is disengaged and only the front wheels are driven, but if the front axles are spinning faster than the rears the clutch engages and torque is sent to the rear wheels. The degree of engagement of the clutch is dependent on the difference in speed between the front and rear axles, the greater the difference the more the clutch is applied.The good thing is that the driver doesn’t have to do anything, the system takes care of everything.The downside is said to be that the time lag before the rear wheels kick in can lead to problems in heavy going where the CR-V can get bogged down because the front wheels are overwhelmed before the rears are able to help out. For the most part that’s not a problem and few CR-V owners are likely to experience any problem.Most owners are happy with the performance of the double overhead cam, four valve, fuel-injected 2.0-litre engine, although there was the occasional gripe that the 94 kW and 182 Nm it had when released wasn’t enough grunt. An upgrade in 1999 saw output boosted to 108 kW and there are few complaints with that.For most the CR-V is a roomy, well equipped wagon that performs family duties well. It comes standard with air-conditioning, dual airbags, remote central locking, engine immobiliser, metallic paint, power mirrors, windows and steering, a radio cassette and roof rails.A Sport model was introduced in 1999, and that came with alloy wheels, ABS, fog lamps, sunroof and a hard cover for the spare wheel.Another model, the Classic, was introduced in 2001, and that featured alloy wheels and CD sound in addition to the long list of standard equipment.IN THE SHOPSafety is an issue with four-wheel drives and an important one for anyone thinking of buying one. The popular four-wheel drives simply aren’t as safe as a regular family four-door and that needs to be understood.Their crash performance doesn’t match that of normal sedans, and importantly, their ability to avoid a crash is much less than a regular sedan. That high driving position may be great for seeing down the road, and good vision is definitely a good thing, but it also means a high centre of gravity and that means it won’t change direction as precisely as a car sitting lower.The CR-V’s handling is not the best in its class, although it is predictable and in that sense safe enough. Pushed hard into corners the CR-V will heel over and understeer, its reaction to steering input a little slow.Otherwise the CR-V is reliable and robust with high build quality and good quality interior trim and plastic parts. Honda once had the reputation for having the highest spare parts prices, but the company has done lots of work to get those prices down in recent times and they’re not the problem they once were.Few CR-Vs will have gone off-road in any serious manner, so if you see one that appears to have been thrashed through the bush check it carefully as there are heaps on offer that have never left the black top.OWNERS’ SAYPeter Fletcher of Keilor in Melbourne rates his 2000 CR-V Sport auto 10 out of 10. It’s done 35,000 km as a commuter vehicle for his wife and on trips to Lake Eildon on weekends where it has handled the slippery slopes without a problem. He says it’s been an excellent all rounder, with good performance and economy.Andrew Want is also enamoured with his CR-V, a 2002 Sports auto. It’s safe, economical, roomy enough for his family, comfortable on a long trip, looks good and has good resale value.Chris Costa is another love-struck owner. Chris says his 1998 manual hasn’t been off-road yet, but he loves the interior space, fuel economy, looks, and the foldaway picnic table.Corey Passlow was looking to downsize when he traded a Toyota Prado on a 2002 CR-V Sports. Corey has had problems with scrubbing out the front tyres, and an unfortunate experience with his dealer in resolving the problem. Front end alignment is the cause of the problem, but how it came to be out is the reason for the dispute. Corey says he’s trading the CR-V on a Holden ute.John Hansen bought his 1999 CR-V privately two years ago with 50,000 km on the odometer. It’s now done 80,000 km and hasn’t given a moment’s trouble. John says he’d happily have another one.Ross is happy with his 1998 CR-V which he says hasn’t given any trouble, but he says it has been a disappointment on the occasions he has taken it off road. “The four-wheel drive function is virtually useless,” he says.Thomas of Lake Bolac in Victoria is not happy with his 2001 CR-V, which he says is underpowered with unacceptable engine noise. It regularly stalls and is poorly geared. He also says the seats are uncomfortable.David Howard’s 1997 CR-V has done 186,000 km and hasn’t given any problem. David traded a Ford Fairmont on the CR-V and went “from dodgy electrics, overheating and atrocious duel economy to a practical car with perfect reliability and good fuel economy”. Overall David says he’d be happy to recommend the CR-V to friends, his only gripe being seating comfort and the lack of a lap sash seat belt in the centre rear seat.Craig of Lilydale in Melbourne has owned two CR-Vs. He did 100,000 km on the 1997 model he first owned, and has now done 63,000 km in the 2000 model he now owns. He says the CR-V is perfect for the family with plenty of space, it’s been very reliable and is well built. Craig also says it is the best towing vehicle he’s ever owned.David Jones of Wollongong says he’s happy with his 2002 CR-V Sport auto. It has plenty of get up and go, has no trouble towing his fishing dinghy, is easy to live with and drive, and is well built. He rates it 7.5 out of 10.LOOK FOR• lots of room for family• good visibility from high seating position• very good build quality• reliable engines and gearboxes• occasional off-road capability• prestige badge• check crash performance• signs of bush bashing

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