Honda Legend | Unique Cars and Parts

27 Feb 2015 | Author: | Comments Off on Honda Legend | Unique Cars and Parts
Honda Legend

The first-generation introduced to Japan October 22, was the first production Honda to offer only a SOHC V6 worldwide. The introduction of the Legend coincided with the launch of a new sales channel in Japan, Honda Clio. It was arguably the attempt by a Japanese manufacturer to head on with the European car makers, the first Japanese car built to tackle Mercedes-Benz, Audi, Volvo and Saab on own terms.

And if any Japanese car maker had the to attempt a car like the Legend it was During the 1980s Honda had a well earned reputation for innovative and meticulous engineering, and was the among Japanese manufacturers for quality. The Legend was a result of a venture with Britain’s Rover Group called XX that started in November with the Austin Rover-Honda XX of intent signed by the two companies to the Rover SD1 and to provide a luxury for Honda, and was codenamed as HX.

The Rover had a long established reputation as a car maker in the United Kingdom and demonstrated with the Rover P5 and P6, and Honda wanted to introduce a car for the Japanese, European and North markets. Rover also to return to the American market previously they had reportedly only 1,500 cars in and a brief return in 1980. 800 Rover SD1s by offering the which was also a result of the partnership. The development work was out at Rover’s Canley, Coventry and Honda’s Tochigi Prefecture centre.

Honda and British /Rover agreed that would be built in Plant for the British market. However, issues prevented many going into the market and up being used as in-plant The US-market Legends were in Japan.

The Legend’s spec was Honda’s statement of intent, just how serious the company is the car. The engine was a fuel 2.5 litre V6, transversely mounted and the front wheels.

For the time, it was a sophisticated and complicated and owed to any other Honda engine the engineers began with the clean sheet of paper. design parameters decided the – it had to develop 120 kW, so the capacity was at 2.5 litres; it had to be smooth and refined, meant six cylinders; it had to be compact and which meant a 90 degree V6 single overhead cams.

It was the need to keep the engine and light which most the Honda engineers’ abilities. The 90 configuration, while the most had an inherent vibration problem due to firing intervals – and to get the power output the engine four valves per cylinder. To the vibration problem even intervals were achieved by crank pins with a 30 offset.

And a complex swing arm cam follower system was devised to four valves from a camshaft.

Using Honda’s own One derived PGM-FI fuel system the engine developed 120 kW at a stepping 6000 rpm and 213 Nm of torque at rpm. The power was transmitted to the wheels via five speed or four speed automatic and equal length drive-shafts. The featured an electronically controlled up clutch which operated on third and fourth.

Detail included the use of tapered roller to support the differential gears as a of cutting final drive resonance.

The suspension was as sophisticated as the Up front was a double wishbone basically similar to that of the and Accord and incorporating nearly 9mm of trail for increased high directional stability. At the rear was a low friction strut system.

The spring was mounted inboard and from the strut/ damper thus effectively halving the loads placed on the strut and friction on the damper piston The system also allowed the to be angled inwards to increase change; and forwards to counter Other features included radius arms to reduce and bump steer during

The Legend’s rack and pinion followed typical 1980s practice in having variable assistance, while the braking incorporated Honda’s own anti-lock system. The packaging was as impressive as the Longer than a Falcon, than a Commodore, the Legend a legitimate claim in the luxury car

The 2760mm wheelbase was 40mm shy of the engined W124 Benz, but better than that of impressive transverse engined And the Legend had plenty of creature The only options were and paint colour – else, from air-conditioning to operated glass sunroof to locking to power windows to adjustable driver’s seat, was

Compared to the Competition

When to the price of Toyota’s Supra and RX-7 Turbo, the Legend’s price tag was not in the stratosphere but it was still expensive for a Japanese car. But you to compare it to the Germans, which clearly in its sights.

At the time the 5 BMW retailed at a starting price of $60,000, and the W124 Mercedes at $75,000, which made the very good value for provided you didn’t need the cache that the others We decided to see what was available in for the kind of money the Legend was for and we found the Volvo 760 sedan at 760, Volvo 740 Turbo at Saab 9000 Turbo 16 at Audi 100 sedan at $48,015 and BMW Executive at $53,900. The Legend was than any of these, while their equal in engineering and being as beautifully screwed as any of the Europeans.

That V6 engine, for was smooth, quiet and impressive a short on low end grunt and having a peak of 213 Nm at 4500 rpm which was a too high for a 1389 kg motorcar, one fitted with an automatic – even if it was a state of the art controlled four speed The Legend therefore felt at times, with a standing 400 time of just under seconds which was good by 2.5 mid 1980 standards, but unremarkable compared with the identical posted in the four cylinder 2.3 97 kW 1375 Mercedes-Benz 230E.

The to constantly use plenty of throttle the traffic showed at the petrol too. For a high-tech four per cylinder fuel injected Honda’s V6 was extraordinarily thirsty.

the Wheel

Dynamically the Legend was a disappointment. For a car designed to take on the from Europe the Legend inscrutably Japanese in terms of its behaviour. The double wishbone suspension looked the goods on but on the road it was underdamped and under-sprung and too much road shock the steering. The rear suspension much better, although too, the spring and damper were simply too soft.

On other than a freeway, the Legend floated and wallowed a beached whale. You could hear the car talk “Hey Bro Beached Az”. If you threw a few into the equation the resultant transfer would cause amounts of understeer.

And if it was rough you would feel the suspension crashing through the wheel.

With the automatic and the lack of low end torque the Legend was fast in, slow out through stuff. If a manual version had of available you would have been able to balance it but at least the excellent four discs were up to the job, if it was possible to outsmart Honda’s braking system. From the wheel the Legend is uninspiring and and of particular note was the ultra-light variable assistance not-withstanding, offered very little

On the Inside

There is one area the Legend did impress dynamically, and that was ride comfort. long wheelbase and soft made for smooth, silent at gentle speeds through the and suburbs. The Honda impressed in ways, too. The interior was proportioned, with enough for four adults.

Presentation was Honda, with high plastic and velour throughout, and a of thoughtful touches such as the top seat belt mounting and electrically operated driver’s All the little extras you expected in a car, even in the 1980s, was but the overall effect was Germanic than Oriental.

The Legend’s not only looked good it worked well economically. The presented analogue instruments easily read at a glance; wiper/washer switches were at fingertips; and minor controls logically placed. The cruise switches, for example, were on the steering wheel boss and be operated without shifting hand from the wheel

The air-conditioning system featured two twist switches – one an infinitely variable speed the other mixed hot and cold air plus push buttons to air flow. It was simple, easily and effective. The Legend’s exterior wasn’t quite as precise,

To our mind it looked too much an Accord, particularly in profile, if in the metal it looked quite Part of it was sheer size by Japanese standards this was a big although in truth the Legend was a deceptive as the large bumpers and rear added the extra length and width measurements.

there was more chrome was the norm during the 1980s. The had a fussier front and rear with distinctive wheel designed to improve airflow the wheels. There were neat touches, too, the almost flush side to the windscreen wipers which out of sight and, more out of the airflow when not in use, to the hidden rain gutters.

By conventional Japanese standards the was anything but ordinary, particularly in the of Toyota’s Crown and Nissan’s But the Toyota and Nissan were not the by which the Legend was judged. flagship had to stand on its own against from Stuttgart, Munich, Gothenburg and Trollhattan.

It came close too. We think it did not make the grade as a fully-fledged, competitor for the Europeans. Rather, it a cheaper Japanese alternative came very damn But you may disagree.

The comments section is

Legend Turbo

Honda Legend

In 1989. upgraded the C20A V6 engine exclusively in the KA5 series Legend a variable geometry turbocharger it the Wing Turbo Japanese TV to address the modest power from the previous engine variable length intake used in earlier models.

The compressor housing had four made from heat Inconel alloy surrounding the wheel on the air intake side would fluctuate based on load and transmission gearing 2,000 RPM to allow for increased into the engine as needed. The compressor could generate as as 450 millimetres of mercury (8.7 of boost, and was paired with a cooled intercooler installed the intake plenum between the banks to produce 140 kW (190 PS; 188 net at 6000 RPM and a maximum torque of kg·m (241 N·m; 178 at 3500 RPM.

According to an originally printed by Automotive dated January 1989 The wings are positive pressure- and their angle changes are by an eight-bit 36-kilo byte that also manages injection. Positive pressure to the actuator is supplied by the turbo’s pressure, controlled by a frequency valve, and negative pressure is by intake vacuum and accumulated in a which is also solenoid

The CPU is fed signals including boost intake temperature, coolant throttle opening, engine and vehicle speed. The Wing is not fitted with a conventional

On idling and steady-state cruising do not require supercharging, the movable wings–which are fully opened, exhaust gas to enter the enlarged area and pass through the smoothly with little At the beginning of full acceleration, the close fully, reducing the area through which gas enters and strikes the turbine forcefully, gaining boost

When maximum boost is the movable wings begin to gradually, until the vehicle a desired cruising velocity the wings open fully. The area varies continuously to operating and load conditions.

The was installed just above the transmission unit; a manual was not offered. This engine was offered in Japan using the sedan bodystyle, labeled as 2.0 Ti and 2.0 Ti. The engine was used for just one due to the introduction of the second generation in 1990 with the much C32A V6, and as such Wing sedans are extremely rare.

of the research on this engine to the VTEC C30A V6 engine in the 1990 Honda NSX. The Turbo can be identified as sharing the grille with the all new 1990 Ascot with a turbo attached to the grille on the bottom hand side.

Honda in the USA

When the Legend was introduced, newly established luxury car just for the Legend was called using the advertising slogan Crafted Automobiles, and the Acura was offered with one factory option, the choice of transmission and one trim level. In the 1986 brochure, the Legend’s full used was Legend Touring

The vehicle was virtually identical to the market V6Zi in terms of equipment offered, but the same as the V6Xi using the same 2.5 V6 and the longer overall length to with United States standards. The Technics supplied 80W speaker cassette tape offered the ability to customize settings with four positions, and was equipped with a diversity antenna, meaning it had a power antenna and an embedded in the front window.

One of the novelty was a simple volume control switch and a pre-set radio channel selector installed on the binnacle within reach of the hand; the opposite side of the binnacle had a button to open, or close the standard equipped moonroof with sun shade. The American Legend was not offered of the items offered in Japan, as automatic, one touch climate and 100% wool cloth

Blue interior was shared Japan and North America, but was not offered in North America, and Gray was offered instead. colors were matched to one interior color choice and was not offered on either the steering or upholstery, unusual for a luxury car of the

Honda Legend in Europe

The Legend was introduced for the 1987 year and was virtually identical in offered and vehicle dimensions to the American model, with one designation called the V6-2.5i.

means very few options available other than the of transmission. and an air-conditioning system to the North American version. The were offered an optional Equipment Pack that cruise control, aluminium wheels. a driver’s seat power lumbar support, fore/aft and reclining adjusters, rear headrests, a 4 speaker system provided by Philips and wipers.

Front and rear mud were standard in undisclosed but not all. The radio volume rocker switch and preset scan button installed on the binnacle was not offered.

Honda Coupe

The Legend Coupe was February 6, 1987. which the double wishbone suspension and setup from the moderately sedan for the 1987 model Incidentally, the Japanese coupe was longer and wider, which its tax liability, yet it had a shorter wheelbase by 2.2 in (56 Starting with the introduction of year 1988. the trim Exclusive was introduced, offering wood trim provided by Mokko on the dashboard and center with a very large of available wood type and to choose from, automatic headlight washer/wipers, separate passenger climate control, and power folding mirrors and handles with infrared keyless entry.

October 14, saw a minor restyle offered for the and dashboard, to provide a more appearance in comparison to the Nissan and uplevel sedans the Legend was with. Due to the success Honda had the Legend, it served as an inspiration for vehicles from multiple including the Subaru Legacy which it shares many resemblances and dimensions both and out.

Honda Legend
Honda Legend
Honda Legend
Honda Legend
Honda Legend
Honda Legend
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