Honda AP1.I S2000 (1999-04)

Overview

Released in August 1999, the Honda AP1 S2000 was a two-seat convertible with a power-operated soft-top roof. Manufactured in Tochigi, Japan, the rear-wheel drive S2000 was powered by a 2.0-litre F20C four-cylinder petrol engine that was mated to a six-speed manual transmission.

F20C engine

The Honda S2000’s F20C engine had a capacity of 1997 cc, an aluminium alloy block with 87.0 mm bores and an 84.0 mm stroke, fibre reinforced metal (FRM) cylinder liners, an aluminium alloy cylinder head, double overhead camshafts (driven by a chain and scissors gear), fibre-reinforced metal cylinder liners, forged steel connecting rods, forged aluminium pistons, molybdenum disulfide-coated piston skirts for reduced friction, four valves per cylinder actuated by roller-type rocker arms, coil-on-plug ignition and a compression ratio of 11.0:1. For valve actuation, the rocker arms were produced by a metal injection moulding process which Honda claimed to be a world first. Maximum engine speed for the F20C engine was 9000 rpm.

The F20C engine featured Honda’s VTEC (Variable Valve Timing and Lift Electronic Control) system. For each pair of inlet valves and exhaust valves, there were three rocker arms and three corresponding lobes on the camshaft. From idle to 5850 rpm, the valves were operated by the two outboard cam lobes which had short duration and low lift. Beyond 5850 rpm, pins in the rocker arms would lock the two outboard rockers to the centre one which was operated by a high-lift, long duration cam lobe.

The Honda S2000 could accelerate from rest to 62 mph in 6.2 seconds. With an output of 120 PS per litre, the F20C engine also set a new record for a mass produced, naturally aspirated engine.

Manual transmission

The Honda S2000 had a six-speed, close-ratio manual transmission in which all gears were on two parallel shafts that were coupled at the output end. According to Honda, this design reduced the load on the gear synchronisers by up to 40 per cent and enabled smaller gears to be used. The transmission had double-cone synchronisers for the first, third and fourth gears, and triple-cone synchronisers on second. With its direct-acting rod type mechanism, the shift action was 23 mm in the horizontal plane and 40 mm in the vertical – this enabled ‘wrist-flick’ shifts.

Dimensions and body

The Honda S2000 was 4145 mm long, 1750 mm wide, 1285 mm tall and had a 2400 mm long wheelbase. The S2000 had a ‘high X-bone frame’ in which the frame rails and centre tunnel combined to form a strong body-chassis which Honda claimed provided comparable rigidity to a closed body design. With a kerb mass of 1259 kg, the S2000 also had a 50:50 front:rear weight distribution.

Suspension and steering

The Honda S2000 had independent, front and rear double wishbone suspension and electric power-assisted steering.

Safety equipment

Standard safety equipment for the Honda AP1 S2000 included dual front airbags, ABS, front seatbelts with pretensioners and load limiters and an automatically-deploying pop-up roll bar.

Brakes

The Honda S2000 had 300 mm by 25 mm ventilated front brake discs and 282 mm by 12 mm solid rear discs.

Euro NCAP crash testing

In Euro NCAP crash testing , the S2000 received a four star adult occupant protection rating with a score of 26.88. In the frontal offset crash test, the driver’s legs could sustain serious damage if they struck components such as the shroud screw turrets, mounting bracket and column lock. The driver’s footwell also added to injury risks because of spot weld release and its loss of stability during impact. Based on this testing, ANCAP awarded the S2000 a four star adult occupant protection rating for the Australian market.

Features: Honda S2000

Standard features for the Honda S2000 included 16-inch alloy wheels, a two speaker sound system with a six-stack CD player, climate control air conditioning, leather seats, a leather-wrapped steering wheel, remote central locking, power windows, power mirrors and an immobiliser.

As standard, the S2000 was also fitted with a Torsen limited slip rear differential.

The Honda S2000’s power-operated soft-top roof could fold away in six seconds. From June 2000, however, a light-weight (20 kg) alloy hardtop roof was available as an accessory – the hardtop featured a glass rear window with demister and full interior trim.

2002: Honda S2000 update

The Honda S2000 was updated for 2002 with revised settings for the suspension and engine control unit. Features were also enhanced with two additional tweeter speakers, a 10-disc CD stacker and glass rear window with defroster. Visually, these models could be identified by their polished alloy wheels, updated front and rear bumper bars and chrome taillight surrounds. Inside, there were additional storage nets and silver highlights for the instrument cluster, door handles and surrounds.

Related links

Honda AP1.II S2000 (2004-09)

Overview

Released in March 2004, the Honda AP1 Series II (AP1.II) S2000 introduced a subtle facelift, mechanical updates and additional features. Mechanically, the AP1.II S2000 introduced 17-inch alloy wheels with revised suspension and tuning (discussed further, below). Visually, the AP1.II S2000 could be identified by its new bumpers, headlight assemblies, LED tail-lights, oval-tipped exhausts and wind deflector.

Manual transmission

For the Honda AP1.II S2000, the following changes were implemented for the six-speed manual transmission:

• Carbon fibre-type synchromesh components were introduced for all forward gears to provide a ‘smoother, more positive feel’ and to reduce wear. The carbon fibre synchromesh components were also lighter and had a greater capacity;
• A more rigid clutch housing was introduced to reduce noise and vibration;
• A new clutch delay system was introduced for more seamless torque transfer; and,
• The differential casing was strengthened.

Chassis and suspension

For the Honda AP1.II S2000, a new performance strut was fitted between the two ends of the front frame (ahead of the radiator), while additional bracing was applied to the front suspension upper arm brackets, the rear wheel arch/bulkhead area and the front cross member. Furthermore, the following changes were made to the suspension,

• For the front suspension, stiffer springs and dampers;
• For the rear suspension, softer springs and dampers and a thinner anti-roll bar (diameter reduced by 1.8 mm). By reducing toe-in during bump compression and in the neutral wheel position, bump steer was reduced for greater stability and roadholding. Furthermore, the rear roll centre was lowered by 9 mm; and,
• Strengthened upper arm bushes were introduced.

For the AP1.II S2000, new settings were introduced for the electric power steering, the steering gear ratio was 7 per cent slower and a more rigid mounting was introduced for greater precision, feel and response.

2006: Honda S2000 update

From 2006, safety equipment was improved with the introduction of with electronic stability control and traction control (Honda’s ‘Vehicle Stability Assist’). Drive-by-wire throttle control was also introduced, while the interior featured reshaped seats and two additional speakers located in the front seat headrests.

Brochure

• Brochure: Honda AP1.II S2000 (April 2009)

Related links

• Wikipedia.org: Honda S2000

Review: Honda RC1.I Odyssey (2014-17)

Overview

Released in February 2014, the Honda RC1 Series I (RC1.I) Odyssey was a large, people mover. Manufactured in Sayama, Japan, the front-wheel drive Honda Odyssey was powered by a 2.4-litre four-cylinder petrol engine which was mated to a continuously variable transmission (CVT). As per the table below, the RC1 Odyssey range consisted of eight-seat VTi and seven-seat VTi-L variants.

From 1 July 2017, the Honda RC1 Odyssey was sold with a five year, unlimited kilometre warranty; if the vehicle was used for commercial purposes, however, the warranty was limited to five years or 140,000 kilometres, whichever came first.

K24W4 engine

Shared with the Honda CR3 Accord , the 2.4-litre K24W4 four-cylinder engine had a die-cast aluminium block, pressure-cast aluminium alloy cylinder head, double overhead camshafts (chain-driven), four valves per cylinder and a compression ratio of 10.1:1. The engine also featured Honda’s i-VTEC (intelligent Variable Valve Timing and Lift Electronic Control) system which consisted of:

• A VTEC system which adjusted valve lift, timing and duration of the intake valves for low- and high- rpm (i.e. above 5000 rpm) profiles; and,
• Variable Timing Control (VTC) which continuously adjusted the intake camshaft phase.

The K24W4 engine also had an ‘Idle Stop’ function which enabled it to shut down when the Odyssey was stationary in traffic and restart when the brake pedal was released.

Dimensions and body

Compared to the Honda RB3 Odyssey , the RC1 Odyssey was 30 mm longer (at 4840 mm), the same width (1800 mm), 150 mm taller (1695 mm) and had a 70 mm longer wheelbase (2900 mm); cargo capacity was 300 litres. While VTi variants had three second row seats, VTi-L variants were fitted with two ‘captain’s chairs’ which could slide forwards or backwards by up to 740 mm.

Unlike previous models, the RC1 Odyssey had sliding second row doors on both sides of the vehicle which had 1230 mm (height) by 750 mm (width) openings. For VTi variants, only the passenger side rear door had a power-operated, one-touch opening/closing; for VTi-L variants, both rear doors had this functionality.

Suspension

The RC1 Odyssey had MacPherson strut front suspension and torsion beam rear suspension with amplitude reactive dampers.

Safety equipment

Standard safety equipment for the Honda RC1 Odyssey included dual front airbags, front side airbags, full-length curtain airbags (i.e. for all three rows of occupants), ABS, electronic brake force distribution, brake assist, electronic stability control, traction control and front seatbelts with pretensioners and load limiters.

The Honda Odyssey VTi-L was further equipped with blind spot monitoring and a rear cross-traffic warning.

ANCAP crash testing

In ANCAP crash testing , the Honda RC1 Odyssey received a five star adult occupant protection rating with a score of 32.75 out of 37. In the offset crash test, protection of the driver’s head, chest and thighs were rated as good, though protection of the driver’s lower left leg and feet were rated as marginal. Maximum points, however, were awarded in the side impact and pole tests.

Features: Honda Odyssey VTi

Standard features for the Honda Odyssey VTi included 17-inch alloy wheels with 215/55 R17 98V tyres, a six speaker sound system with a CD player, MP3/WMA compatibility and auxiliary inputs, a seven-inch touchscreen with satellite navigation and an HDMI port, Bluetooth mobile phone connectivity and audio streaming, dual-zone climate control air conditioning, cloth seats, cruise control, a reversing camera, daytime LED running lights, automatic headlights, a three-seat second row bench, 40/20/40 split and folding third row seats, a leather-wrapped steering wheel, remote central locking, power windows and mirrors, a height and reach adjustable steering wheel, a height adjustable driver’s seat, tyre pressure monitoring, a trip computer and an immobiliser.

In February 2017, new split-pocket storage pockets were introduced on the back of the front seats.

Features: Honda Odyssey VTi-L

Relative to the Odyssey VTi, Honda Odyssey VTi-L variants were further equipped with three-zone climate control air conditioning, leather seats, an eight-way power adjustable driver’s seat, a four-way power adjustable front passenger seat, heated front seats, two sliding ‘captain’s chair’ second row seats with extending footrests, a 360 degree multi-view camera, Smart Parking Assist, directional LED headlights, front fog lights, a proximity key, power sunroof, courtesy lamps, rear door blinds and push-button start. Visually, the Odyssey VTi-L variants could be identified by their ‘aero’ front and rear bumpers, sports grilles and side skirts.

In February 2017, the Honda Odyssey VTi-L was updated with the following measures:

• The second-row ‘captain’s chairs’ were fitted with ISOFIX compatible anchorage points for child restraint systems;
• Privacy glass was introduced for the second row, third row and tailgate windows; and,
• The front fascia was revised with a dark chrome upper grille, black three-bar lower grille and darkened headlight housings.

Brochure

• Brochure: Honda RC1 Odyssey (April 2014)
• Brochure: Honda RC1 Odyssey (February 2017)

Related links

• Press Kit: Honda RC1 Odyssey (February 2014)
• Specifications: Honda RC1 Odyssey (February 2014)
• Honda News: Honda Australia Announces Pricing For The All-New Odyssey (February 2014)

Review: Honda RC1.II Odyssey (2017-on)

Overview

Released in Australia in December 2017, the Honda RC1 Series II (RC1.II) Odyssey introduced updated styling and ‘Honda Sensing’ driver-assist technologies for the Odyssey VTi-L (see ‘Safety equipment’, below).

Within the RC1.II Odyssey range, styling updates varied according to the variant –

• The Odyssey VTi gained the ‘aero’ front fascia that had previously been reserved for the Odyssey VTi-L and chrome surrounds for the new front fog lights; and,
• The Odyssey VTi-L had a new ‘premium aero package’ which consisted of ‘enhanced bumper shaping, pronounced aero forms’, LED fog lights and a dark chrome finish for the upper and lower grilles and door handles. The Odyssey VTi-L also received new two-tone 17-inch alloy wheels, a revised rear fascia, new badging and a tailgate applique.

Inside, the second row ‘captain’s chairs’ for the Odyssey VTi-L were fitted with larger headrests and additional seat-mounted storage compartments. Other interior changes for the Odyssey VTi-L included new trims for the instrument panel and doors, and a new start/stop button.

Honda also claimed noise, vibration and harshness (NVH) improvements for the RC1.II Odyssey, while the RC1.II Odyssey VTi-L had a maximum braked towing capacity of 1000 kg.

Safety equipment

Compared to the RC1.I Odyssey, the RC1.II Odyssey VTi-L was equipped with the following ‘Honda Sensing’ driver-assist technologies as standard –

• Forward Collision Warning (FCW) and Collision Mitigation Braking System (CMBS): operating at speeds above 15 km/h, FCW and CMBS used millimetre-wave radar and a camera located in the windscreen to monitor the road up to 100 metres ahead. If FCW detected that there was a collision risk with the vehicle ahead, a ‘Brake’ warning would flash in the Multi-Information Display and an audible warning would sound. In its second stage, CMBS would apply light braking to reduce vehicle speed and gently retract the driver’s seatbelt to alert the driver. In its final stage when a collision was assessed to be inevitable, CMBS would apply maximum braking force to reduce vehicle speed and the severity of the collision;
• Adaptive Cruise Control (ACC): when cruise control was active, ACC could reduce vehicle speed to maintain a specified distance from the vehicle ahead and could apply up to a quarter of the maximum braking force to slow the vehicle;
• Lane Departure Warning (LDW): operating at speeds from 72 km/h to 180 km/h, LDW used the monocular camera to monitor vehicle position within its lane. If the vehicle departed its lane without the turn signal having being activated, the driver would be alerted via a visual warning on the multi-information display and steering wheel vibrations;
• Road Departure Mitigation (RDM): active at speeds from 72 km/h to 180 km/h, RDM used the monocular camera to identify lane markings. RDM used steering force to help the Odyssey stay in its lane and, if the vehicle was detected leaving a lane marked by solid lines, braking force would be applied on one side of the vehicle. When RDM was activated, the driver would be alerted by visual warnings and steering wheel vibrations; and,
• Lane Keeping Assist System (LKAS): operating at speeds from 72 km/h to 180 km/h, LKAS used the monocular camera to detect lane markings. If the vehicle was drifting within its lane, LKAS used the Electric Power Steering (EPS) system to provide corrective steering, thereby assisting the driver to maintaining their position within the lane.

Features: Honda RC1.II Odyssey

Compared to its RC1.I predecessor, standard features for the Odyssey VTi-L were extended to include power folding door mirrors that would retract when the vehicle was locked.

Related links

• Honda Australia: Honda Odyssey
• Wikipedia.org: Honda RC1 Odyssey

Honda BA8.I and BB2.I Prelude (1991-93)

Overview

Released in December 1991, the fourth-generation Honda Prelude was a two-plus-two, front-wheel drive coupe. Manufactured in Sayama, Japan, the Prelude range initially consisted of the BA8 and BB2 Prelude models which were powered by 2.2- and 2.3-litre four-cylinder petrol engines, respectively. Both engines were available with five-speed manual or four-speed automatic transmissions.

F22A1 and H23A1 engines

Of the engines,

• For the BA8 Prelude (i.e. S variants), the 2.2-litre F22A1 engine had an aluminium block and cylinder head, single overhead camshaft, four valves per cylinder and a compression ratio of 8.8:1; and,
• For the BB2 Prelude (i.e. Si and Si SRS variants), the 2.3-litre H23A1 engine had an aluminium block and head, double overhead camshafts, four valves per cylinder and a compression ratio of 9.8:1.

Dimensions and suspension

The BA8/BB1/BB2 Prelude was 4440 mm long, 1765 mm wide, 1290 mm tall and had a 2550 mm long wheelbase. Furthermore, the Prelude had double wishbone suspension front and rear with coil springs, gas-pressurised shock absorbers and stabiliser bars.

Four-wheel steering (4WS)

The Prelude Si and Si SRS were fitted with a four-wheel steering (4WS) system whereby the rear wheels would turn at the same time as the front wheels. At low speeds, the rear wheels would turn in the opposite direction to the front wheels to reduce the turning radius. At higher speeds, however, the wheels would turn in the same direction to reduce yaw for greater stability.

Safety equipment

The Prelude S and Si variants were not fitted with safety equipment such as airbags or ABS. The Prelude Si SRS was, however, fitted with a driver’s airbag and ABS as standard.

Features: Prelude S, Si and Si SRS

Standard features for the Prelude S included 14-inch steel wheels with 195/65 R14 89H tyres, a four speaker sound system with a radio and cassette player, air conditioning, cruise control, central locking, power windows and mirrors, a tilt-adjusatble steering wheel and a power sunroof.

The Prelude Si and Prelude Si SRS variants were further equipped with 15-inch alloy wheels with 205/55 R15 87V tyres, a six speaker sound system and contoured front sports seats.

Honda BA8.II, BB1.II and BB2.II Prelude (1994-96)

Overview

Released in February 1994, the BA8, BB1 and BB2 Series II Prelude (the BA8.II, BB1.II and BB2.II, respectively) introduced a revised range as the Si SRS was discontinued and the VTi-R introduced. The BA8.II, BB1.II and BB2.II Prelude could be identified by its revised cabin trim; while S variants had a different centre console, Si and VTi-R variants were fitted with translucent speedometer and tachometer needles.

H22A1 engine

The Prelude VTi-R was powered by Honda’s H22A1 2.2-litre engine which had an aluminium block and cylinder head, double overhead camshafts, four valves per cylinder, Honda’s VTEC (Variable Valve Timing and Lift Electronic Control) and a compression ratio of 10.0:1. It was solely available with a five-speed manual transmission.

Safety equipment

Compared to their Series I predecessors, standard safety equipment was extended to include a driver’s airbag. Furthermore, both the Si and VTi-R variants were fitted with ABS.

From March 1995, a front passenger airbag was also fitted as standard.

Features: Prelude S, Si and VTi-R

Standard features for the BA8.II, BB1.II and BB2.II Prelude range were largely unchanged, with the newly introduced VTi-R variants similarly equipped to the Si variants (including four-wheel steering).

Related links

• Wikipedia.org: Honda Prelude (fourth generation)

Overview

Released in January 1997, the fifth generation Honda Prelude was a two-door, front-wheel drive coupe. Manufactured in Sayama, Japan, the Prelude range consisted of the BB5 Prelude Si and BB6 Prelude VTi-R.

F22Z6, H22A4 and H22Z1 engines

The BB5 Prelude Si was powered by Honda’s F22Z6 four-cylinder engine which had an open-deck block, full floating pistons, double overhead camshafts, four valves per cylinder and a compression ratio of 9.2:1.

The BB6 Prelude VTi-R was initially powered by the H22A4 four-cylinder engine which had an aluminium block and head, Fibre Reinforced Metal (FRM) cylinder liners (for reduced weight and better heat dispersal), a compression ratio of 10.0:1 and Honda’s VTEC (Variable Valve Timing and Lift Electronic Control) system which could select from two camshaft profiles for low and high RPM operations. From November 1998, the VTi-R and VTi-R ATTS were powered by Honda’s H22Z1 engine; although peak power increased by 4 kW to 147 kW at 7000 rpm, the engine itself was largely unchanged.

The BB5 and BB6 Prelude were available with five-speed manual or four-speed automatic transmissions, the latter featuring Grade Logic Control and ‘Sport Shift’ sequential shifting.

Dimensions and body

Compared to the BA8/BB1/BB2 Prelude , the BB5/BB6 Prelude was 105 mm longer (at 4545 mm), 15 mm narrower (1750 mm), 25 mm taller (1315 mm) and had a 35 mm longer wheelbase (2585 mm). The BB5/BB6 Prelude body was also stiffer, achieving a 55 per cent increase in bending rigidity and a 24 per cent increase in torsional rigidity.

Suspension

The BB5 and BB6 Prelude had double wishbone suspension front and rear.

Safety equipment

Standard safety equipment for the BB5 and BB6 Prelude included dual front airbags and ABS.

Features: Prelude Si, VTi-R and VTi-R ATTS

Standard features for the Prelude Si included 15-inch alloy wheels, a four speaker sound system, air conditioning, cruise control, central locking, power mirrors and windows, a tilt adjustable steering wheel, height adjustable driver’s seat and an immobiliser.

Beyond this, the Prelude VTi-R added 16-inch alloy wheels, a six speaker sound system, climate control air conditioning and a sunroof.

The VTi-R ATTS was distinguished by its unique 16-inch wheels, rear spoiler and Active Torque Transfer System (ATTS) which provided more neutral cornering by directing the engine’s torque to the outside front wheel when cornering.

November 1998: Prelude update

In November 1998, the BB5 and BB6 Prelude underwent a minor update for the 1999 model year: standard features were extended to include keyless entry, while the VTi-R ATTS was fitted with a mesh grille and new rear-deck spoiler. For the Prelude VTi-R, leather seats were also introduced as an extra-cost option.

Related links

• Wikipedia.org: Honda Prelude (fifth generation)

Honda RB3.I Odyssey (2009-11)

Overview

Released in April 2009, the Honda RB3 Series I (RB3.I) Odyssey was a seven seat people mover. Manufactured in Sayama, Japan, the Odyssey was powered by a 2.4-litre four-cylinder petrol engine that was mated to a five-speed automatic transmission. The RB3 Odyssey range consisted of an unnamed, entry-level variant and a ‘Luxury’ variant.

K24A8 engine

The 2.4-litre K24A8 engine had double overhead camshafts, four valves per cylinder and Honda’s Variable Valve Timing and Lift Electronic Control (VTEC) with Variable Valve Timing Control (VTC) which optimised intake valve timing in response to engine load. Furthermore, the five-speed automatic transmission featured with Grade Logic Control and Shift Hold – which could adjust the shift schedule according to whether the vehicle was on an ascent or descent – and a sequential shift function.

Dimensions and suspension

Compared to the RB1 Odyssey , the RB3 Odyssey was 30 mm longer (at 4810 mm), the same width (1800 mm) and 5 mm lower (1545 mm), though wheelbase length was unchanged (2830 mm). Furthermore, the Odyssey had double wishbone front suspension with A-shaped lower arms and ‘compact reactive link’ double wishbone rear suspension.

Steering

The RB3 Odyssey introduced a ‘Motion Adaptive Electric Power Steering’ system which was coordinated with the electronic stability control to detect instability and automatically initiate steering inputs to assist the driver to steer in the correct direction.

Safety equipment

Standard safety equipment for the RB3.I Odyssey included dual front airbags, front side airbags, full length curtain airbags (i.e. for all three rows), ABS, brake assist, electronic brake force distribution, electronic stability control, traction control, active front seat head restraints and front seatbelts with pretensioners and load limiters.

Features: Odyssey and Odyssey Luxury

Standard features for the RB3.I Odyssey included 16-inch alloy wheels, a four speaker sound system with CD player, climate control air conditioning, cruise control, 60/40 split and folding second row seats, retractable third row seats, remote central locking, power mirrors and windows, tilt and telescopic steering wheel adjustment, a height adjustable driver’s seat, 12 volt power outlet, trip computer and an immobiliser.

Beyond this, the Luxury variant added 17-inch alloy wheels, a six-stack CD player, three-zone climate control air conditioning, leather seats, power adjustable driver’s seat, automatic headlights, power sunroof, leather-wrapped steering wheel and gearshift, power retracting third-row seats and wood grain interior paneling.

April 2011: Odyssey update

In April 2011, the Odyssey underwent a minor update, with standard features were enhanced to include Bluetooth connectivity and reverse parking sensors. The Luxury variant was also fitted with satellite navigation (with SUNA live traffic updates), a reversing camera, DVD player and integrated Bluetooth and USB connectivity; inside, the wood grain paneling was replaced with metallic highlights.

Brochure

• Brochure: Honda RB3.I Odyssey (March 2010)

Related links

• Press Kit: Honda RB3.I Odyssey (April 2009)
• Honda News: 2011: A Honda Odyssey (April 2011)

Honda RB3.II Odyssey (2011-13)

Overview

Released in December 2011, the RB3 Series II (RB3.II) Odyssey introduced subtle styling updates and additional standard features. Mechanically, the RB3.II Odyssey was unchanged, although there was an ‘Ecological Drive Assist Program’ and steering wheel gearshift paddles. Visually, the RB3.II Odyssey could be identified by its revised grille and headlights, LED tail-lights and chrome license plate garnish and door handles.

Features

Compared to its RB3.I predecessor, standard features for the RB3.II Odyssey were extended included to include a satellite navigation system (with SUNA live traffic updates and SD card map updates), a reversing camera, DVD player and integrated Bluetooth and USB connectivity.

Related links

• Honda News: Value and Feature-Packed Honda Odyssey (December 2011)
• Wikipedia.org: Honda RB3 Odyssey

Honda NA1 NSX (1991-97)

Overview

Released in Australia in 1991, the Honda NA1 NSX was initially available as a mid-engined coupe. Manufactured in a purpose-built factory in Tochigi, Japan, the rear-wheel drive NSX was powered by a 3.0-litre V6 petrol engine that was mated to either a five-speed manual or four-speed automatic transmission.

C30A V6 engine and transmission

The 3.0-litre C30A V6 petrol engine had an open-deck design, an aluminium block and cylinder head, double overhead camshafts (per cylinder bank), titanium connecting rods for reliable high- rpm operation (a world first), forged pistons with molybdenum coating, four valves per cylinder, direct ignition (individual coils mounted atop each spark plug) and a compression ratio of 10.2:1. The C30A engine also featured Honda’s

• Variable Valve Timing and Lift Electronic Control (VTEC) which was designed to engage between 5800 and 6000 rpm; and,
• Variable Volume Induction System (VVIS) which used a secondary intake plenum to create an inertia ram tuning effect from 4800 rpm.

While engines with manual transmissions had an 8000 rpm redline; engines with automatic transmissions, however, had less aggressive cam timing and the redline was reduced to 7200 rpm.

The five-speed manual transmission had a twin-disc clutch, double-cone synchroniser in second gear and a synchronised reverse gear. The four-speed automatic transmission, however, had a lock-up torque converter for improved economy in third and fourth gears which operated in four increments for smooth operation.

Body and development

Significantly, the NSX was the first production car to have an all-aluminium monocoque chassis and suspension, with the former including an extruded aluminium alloy frame. The use of aluminium in the body was estimated to provide a 200 kg mass saving relative to steel, with the aluminium suspension components saving a further 20 kg.

For the NSX, development assistance was provided by Bobby Rahal, Satoru Nakajima and Ayrton Senna, the latter attributed with convincing Honda to stiffen the chassis after testing a prototype vehicle at Honda’s Suzuka racetrack. Furthermore, Honda used a Cray supercomputer to performance finite element modelling to achieve a design with the desired structural rigidity.

Dimensions

With its long-tail, cabin forward design, the NSX coupe was 4430 mm long, 1810 mm wide, 1175 mm tall and had a 2530 mm long wheelbase; kerb weight was 1365 kg for models with manual transmissions (with a 42:58 front:rear distribution) and 1405 kg for models with automatics.

Suspension

The NSX had independent, double wishbone suspension front and rear with forged control arms, coil springs, telescopic shock absorbers and anti-roll bars; the NSX was also fitted with a limited slip differential which had a multi-plate clutch and planetary gearset. In crosswinds, the differential would operate to detect the rotational difference between the rear wheels and transfer torque to the slower wheel to keep the vehicle on its desired path.

Steering

The NSX had a variable ratio rack-and-pinion steering system. Initially, only models with automatic transmissions had power-assistance and this was disabled at speeds above 50 km/h for greater steering feel. From 1993, however, models with manual transmissions also had power-assisted steering.

NSX Targa

In May 1995, the NSX Targa (also known as the NSX-T) was released. Compared to the coupe, the NSX Targa had a 45 kg heavier body due to structural reinforcements, though rigidity was still less than the coupe. Furthermore, suspension changes for the NSX Targa included smaller-diameter front sway bars, stiffer front spring rates and softer dampers.

Safety equipment

Standard safety equipment for the NSX included a driver’s airbag, ABS (four-channel) and traction control. From 1993, the NSX was also fitted with a front passenger airbag and front seatbelt pretensioners.

Brakes

The NSX had 282 mm ventilated brake discs front and rear with dual-piston steel calipers.

Features

Standard features for the NSX included forged alloy wheels with 205/50 ZR15 front and 225/50 ZR16 rear Yokohama tyres, a four speaker Bose sound system with a six-disc Alpine CD changer, climate control air conditioning, power adjustable front seats, leather trim, cruise control, central locking, power windows, power mirrors and a height and reach adjustable steering column.

From 1994, the NSX was fitted with 215/45 ZR16 front and 245/40 ZR17 rear tyres for more responsive handling and increased cornering capability.

From 1995, the NSX had electronic throttle control (also known as drive-by wire), the first Honda vehicle to be so equipped.

Honda NA1 and NA2 NSX (1997-01)

Overview

Released in April 1997, the NA2 NSX was powered by a 3.2-litre V6 petrol engine and solely available with a six-speed manual transmission.

C32B engine

The 3.2-litre C32B engine had the same properties as its 3.0-litre C30A predecessor but thinner fibre-reinforced metal (FRM) cylinder liners were used to increase displacement, though more efficient intake and exhaust systems were also introduced. Furthermore, the newly introduced six-speed manual transmission differed from its five-speed predecessor in that it had a single clutch.

Brakes

While standard safety equipment was unchanged, the post-April 1997 NA1 and NA2 NSX were fitted with 298 mm front and 303 mm rear ventilated brake discs with dual-piston steel calipers.

Features

Compared to their predecessors, the security system was upgraded and included an immobiliser.

Honda NA1 and NA2 NSX (2002-04)

Overview

An updated NSX was released in Australia in February 2002, introducing cosmetic updates and suspension changes. Visually, the post-February 2002 NSX could be identified by its lighter, fixed headlights with high intensity discharge (HID) xenon bulbs, a restyled front bumper and rear apron, more prominent side sills, new tail-lights and ribbed seven-spoke alloy wheels; the NSX also introduced two new colours: Monte Carlo Blue and Imola Orange. As a result of these changes, the NSX’s drag coefficient was reduced from 0.32 to 0.30 Cd.

Inside, the NSX had new colours for the gauge faces, centre panel, sound system air conditioning unit and door panels.

Suspension changes for the NSX included increased front spring rates and a larger diameter rear stabiliser bar. Furthermore, front tyre size increased from 16 to 17 inches (with 215/40 ZR17 tyres) and rear tyre width increased from 8.5 to 9.0 inches (255/40 ZR17 tyres).

Features

Standard features for the post-February 2002 NSX were largely unchanged.

Related links

• Wikipedia.org: Honda NSX

Overview

Released in March 2000, the Honda RA6 and RA8 Odyssey were front-wheel drive people movers. Manufactured in Sayama, Japan, the RA6 Odyssey was powered by a 2.3-litre four-cylinder petrol engine and had seven seats; the RA8 Odyssey, however, was powered by a 3.0-litre V6 petrol engine and had six seats. The Odyssey range initially consisted of an unnamed, entry-level variant and the V6-L; in 2003, the range was expanded with a ‘V6’ variant. The full range is given in the table below.

F23A and J30A engines

The 2.3-litre F23A and 3.0-litre J30A engines both had single overhead camshafts, four valves per cylinder and Honda’s Honda’s VTEC (Variable Valve Timing and Lift Electronic Control) system which consisted of two camshaft profiles for low and high engine speeds. The four-speed automatic transmission also featured Grade Logic Control which could adjust the shift schedule according to whether the vehicle was on an ascent or descent.

Dimensions and body

Compared to their RA1/RA3 predecessors, the RA6/RA8 Odyssey was 95 mm longer (at 4845 mm), 10 mm wider (1800 mm), and10 mm lower (1630 mm), though wheelbase length was unchanged at 2830 mm. The bodies for the RA6 and RA8 Odyssey also benefited from additional reinforcements, including front strut tower bars and further strengthening of cross members at the rear suspension’s mounting locations.

Suspension

The RA6 and RA8 Odyssey had double wishbone suspension front and rear.

Safety equipment

Standard safety equipment for the RA6 and RA8 Odyssey included dual front airbags, ABS, electronic brake force distribution and front seatbelt pretensioners.

Features: Odyssey, V6 and V6-L

Standard features for the RA6 and RA8 Odyssey included 16-inch alloy wheels, a four speaker sound system, dual zone air conditioning, a power adjustable driver’s seat, cruise control, front fog lights, remote central locking, power mirrors and power windows, a tilt adjustable steering wheel and an immobiliser. Inside, the third row of seats could be folded and stored under the floor to expand luggage space.

Beyond this, the V6 variant was fitted with a CD player and leather-wrapped steering wheel; the V6-L was further equipped with a six-stack CD player and leather seats.

February 2002: Odyssey update

In February 2002, the RA6/RA8 Odyssey range underwent a minor update, with the entry-level Odyssey fitted with a single CD player. Visually, these updated models were distinguished by their revised front and rear bumpers, door mirrors, rear number plate surround and body-coloured side mouldings. Inside, the cloth seat materials were also upgraded.

Related links

• Wikipedia.org: Honda RA6/RA8 Odyssey

Honda RB1.I Odyssey (2004-06)

Overview

Released in June 2004, the Honda RB Series I (RB.I) Odyssey was a seven seat people mover. Manufactured in Sayama, Japan, the front-wheel drive Odyssey was powered by a 2.4-litre four-cylinder petrol engine that was mated to a five-speed automatic transmission. The Odyssey was available in an unnamed, entry-level variant and a ‘Luxury’ variant with additional features.

K24A4 engine

The 2.4-litre K24A4 engine had double overhead camshafts, four valves per cylinder, roller rockers (to reduce friction) and Honda’s Variable Valve Timing and Lift Electronic Control (VTEC) with Variable Valve Timing Control (VTC) which optimised intake valve timing in response to engine load. The five-speed automatic transmission featured with Grade Logic control – which could adjust the shift schedule according to whether the vehicle was on an ascent or descent – and a sequential shift function.

Body and dimensions

The RB1 Odyssey introduced a new low-floor platform with high strength, high tensile steel plate for all major body frame components. Compared to the RA6/RA8 Odyssey , the RB1 Odyssey was 65 mm shorter (at 4780 mm), the same width (1800 mm) and 80 mm lower (1550 mm); wheelbase length, however, was unchanged (2830 mm).

Suspension and steering

The RB1 Odyssey had double wishbone front suspension with A-shaped lower arms and ‘compact reactive link’ double wishbone rear suspension; the RB1 Odyssey also had variable gear ratio steering which provided greater assistance for low-speed manoeuvres.

Safety equipment

Standard safety equipment for the RB1.I Odyssey included dual front airbags, front side airbags, ABS, electronic brake force distribution and front seatbelts with pretensioners and load limiters. The Luxury was also fitted with full-length curtain airbags (i.e. for all three rows).

Brakes

The Odyssey had 300 mm ventilated front brake discs and 305 mm solid rear discs.

ANCAP crash testing

In ANCAP crash testing , the Odyssey – when equipped with curtain airbags – received a four star adult occupant protection rating with a score of 27.5 out of 37. In the offset crash test, protection from serious leg injury was marginal for the driver, while there was also slight risk of serious head and chest injury; for the front passenger, there was a slight risk of serious chest and leg injury. In the side impact test, however, the maximum score was attained.

Features: Odyssey and Odyssey Luxury

Standard features for the Odyssey included a four speaker sound system with CD player, climate control air conditioning, cruise control, 60/40 second row and 50/50 third row split and folding seats, a multi-function steering wheel, remote central locking, power mirrors and power windows, a tilt and reach adjustable steering wheel, an electrochromatic rear view mirror, alarm and immobiliser.

Beyond this, the Odyssey Luxury added 16-inch alloy wheels, a six-stack CD player, leather seats, heated front seats, an eight-way power adjustable driver’s seat, automatic headlights, leather-wrapped steering wheel, power folding third-row seats, illuminated vanity mirrors and a power sunroof.

Honda RB1.II Odyssey (2006-09)

Overview

Released in July 2006, the RB1 Series II (RB1.II) Odyssey introduced a subtle facelift. Visually, the RB1.II Odyssey was distinguished by its new grille, revised bumpers, new tail-lights, door mirror indicators.

Features: Odyssey Luxury

As part of the RB1.II update, the Odyssey Luxury was fitted with an MP3-compatible six-stack CD player in the centre console; previously, the CD stacker had been located under the driver’s seat.

Related links

• Wikipedia.org: Honda RB1 Odyssey

Honda KB1 Legend (2006-08)

Overview

Released in August 2006, the Honda KB1 Legend was a large, premium sedan. Manufactured in Sayama, Japan, the KB Legend was powered by a 3.5-litre V6 petrol engine which drove all four wheels via Honda’s SH-AWD all-wheel drive system (see ‘SH-AWD’, below). A five-speed automatic transmission – with steering wheel gearshift paddles – was fitted as standard.

J35A8 V6 engine

The KB1 Legend was powered by Honda’s 3.5-litre J35A8 engine which had a single overhead camshaft and four valves per cylinder. The engine also featured Honda’s VTEC (Variable Valve Timing and Lift Electronic Control) system which enabled different camshaft profiles to be engaged for both low and high RPM operations. For the J35A8 engine, however, the VTEC only applied to the intake valves. The engine required premium 95 RON unleaded petrol.

Dimensions and suspension

Compared to the KA9 Legend , the KB1 Legend was 38 mm shorter (at 4917mm), 25 mm wider (1847 mm), 20 mm higher (1450 mm) and had a 110 mm shorter wheelbase (at 2800 mm). Furthermore, the new chassis was approximately one-third stiffer and the body itself had a coefficient of drag of 0.29 Cd.

The KB1 Legend had double wishbone front suspension and multi-link rear suspension (both with coil springs, gas-filled dampers and anti-roll bars).

Active Noise Cancellation

The KB1 Legend introduced an Active Noise Cancellation (ANC) unit developed specifically for the Legend which used two microphones located in the roof console to monitor drivetrain noises entering the cabin and emitted a reverse phase audio signal via the audio system to override unwanted frequencies.

Super Handling All Wheel Drive (SH-AWD)

Honda’s Super Handling All Wheel Drive System sonsisted of a Torque Transfer Unit, Acceleration Device and Direct Electromagnetic Clutch Systems; these will be considered in turn.

Torque Transfer Unit

A helical gear – attached to the front differential’s ring gear – provided input torque to the Torque Transfer Unit which was bolted directly to the front-mounted transaxle. At all times, the rear wheels received between 30 and 70 per cent of the total engine output. Specifically, however,

• During straight-line cruising and moderate cornering (below half throttle openings), up to 70 per cent of the engine’s torque would be directed to the front wheels;
• In full-throttle straight line acceleration, up to 40 per cent of the engine’s power would be sent to the rear axle; and,
• In hard cornering, up to 70 per cent of the engine’s torque would be directed to the rear wheels. As detailed below, 100 per cent of rear axle torque could be directed to the outside rear wheel and that wheel could be ‘overdriven’ by up to five percent by the Acceleration Device if required.

To identify the above situations, sensors monitored wheel speed rotation, steering angle, yaw rate and lateral g forces.

Acceleration Device

From the Torque Transfer Unit, a lightweight carbon fibre reinforced composite propeller shaft carried power to the ‘Acceleration Device’, a clutch/planetary gear set. It operated in the following manner:

• In straight line driving, the input shaft would be locked with the planetary gear carrier. As such, the input and output shafts of the Acceleration Device would rotate at the same speed.
• When cornering, the carrier could be coupled with the case such that the output shaft could rotate 5.7 per cent faster than the input shaft.

From the Acceleration Device, torque was transferred to the rear axle shafts via a hypoid gear.

Direct Electromagnetic Clutch Systems

On either side of the hypoid gear, two identical ‘Direct Electromagnetic Clutch’ systems determined the torque that was delivered to each rear wheel, providing a limited-slip differential function. Pressure to each clutch was controlled by an electric coil – this would adjust the speed of the sun gear (in the planetary gear) to modulate the torque sent to the wheel.

The amount of torque transmitted to each rear wheel could be varied continuously, from zero to 100 per cent. With the throttle closed when cornering, torque to the outside rear wheel would be varied to change from an inward to an outward yaw moment, providing greater stability. A search coil sensor allowed the ECU to estimate the clutch plate coefficient of friction and adjust the voltage sent to the electromagnetic coil which controlled the clutch.

Safety equipment

Standard safety equipment for the KB1 Legend included dual front airbags, front side airbags, full length curtain airbags (i.e. for front and rear occupants), ABS, electronic brake force distribution, brake assist, electronic stability control, traction control and front seatbelts with pretensioners and load limiters. For pedestrian safety, the Legend was also fitted with a pop-up bonnet which would rise in a collision to cushion a pedestrian’s impact with the bonnet.

Brakes

The Honda KB1 Legend had 320 mm ventilated front brake discs with four-piston calipers and 310 mm ventilated rear brake discs with single-piston calipers.

Euro NCAP crash testing

In Euro NCAP crash testing , the Honda KB1 Legend was received a five star adult occupant protection rating with a score of 33.2 out of 37. In the offset crash test, protection from serious leg injury was marginal for the driver. In the side impact test, there was a one point deduction due to a door opening during the crash. Maximum points, however, were awarded in the pole test.

Features: Honda KB1 Legend

Standard features for the Honda KB1 Legend included 17-inch alloy wheels, a ten speaker sound system with six-stack CD player and MP3/WMA capability, dual zone climate control air conditioning, leather seats, heated and eight-way power adjustable front seats, front and rear fog lamps, cruise control, directional headlights, reversing camera, rain-sensing wipers, two-way power sunroof, a leather-wrapped steering wheel with gearshift paddles, remote central locking, power windows and mirrors, power retractable and heated door mirrors, driver’s seat and steering wheel memory settings, tinted windows, a power adjustable steering wheel (tilt and reach), 12 volt power outlet, trip computer and an immobiliser.

Related links

• Press Kit: Honda KB1 Legend (August 2006)
• Specifications: Honda KB1 Legend (August 2006)

Honda KB2 Legend (2008-12)

Overview

Released in September 2008, the KB2 Legend featured a new engine, revised suspension and greater refinement. The J35A8 engine was replaced with Honda’s 3.7-litre J37A4 engine which achieved greater fuel efficiency as the VTEC system was adapted for both the intake and exhaust valves (previously intake only).

Visually, the KB2 Legend could be identified by its reshaped aluminium bonnet, bi-xenon headlights, pentagonal grille with three chrome bars, new front and rear bumpers, tail-lights and bootlid with integrated rear spoiler. The suspension was also revised with ‘higher rate’ spring and damping settings.

Features: KB2 Legend

Compared to its KB1 predecessor, the KB2 Legend was equipped with 18-inch alloy wheels with 245/45 tyres, a ten speaker Bose sound system with auxiliary inputs, satellite navigation, ten-way power adjustable front seats and an ‘acoustic’ (i.e. sound-insulating) windscreen.

Brochures

• Brochure: Honda KB2 Legend (July 2008)
• Brochure: Honda KB2 Legend (April 2011)

Related links

• Specifications: Honda KB2 Legend (2011)
• Honda.com: Honda Develops World’s First Super Handling All-Wheel-Drive
• Wikipedia.org: Honda Legend (fourth generation)

Honda YD1.I MDX (2003-04)

Overview

Released in April 2003, the Honda YD1 Series I (YD1.I) MDX was a large, seven-seat all-wheel drive wagon. Manufactured in Ontario, Canada, the MDX was powered by a 3.5-litre V6 petrol engine that mated to a five-speed automatic transmission. The 3.5-litre J35A3 V6 engine had four valves per cylinder, a two-stage intake manifold and Honda’s Variable Valve Timing and Electronic Lift Control (VTEC) system which adjusted the timing, duration and lift of the intake valves according to engine speed.

Dimensions and suspension

The MDX was 4800 mm long, 1955 mm wide, 1770 mm tall and had a 2700 mm long wheelbase, while the vehicle itself had a drag coefficient of 0.36 Cd. Inside, the MDX’s third row of seats split 50/50 and were capable of folding forward to form a flat floor, while the second row split 60/40.

The MDX had MacPherson strut front suspension and multi-link rear suspension with trailing arms (both with coil springs, gas-filled dampers and anti-roll bars).

VTM-4 All-wheel Drive (AWD) system

The MDX was fitted with Honda’s Variable Torque Management all-wheel drive system (‘VTM-4’). In normal cruising, torque was directed to the front wheels; if a loss of traction was anticipated, however, torque could be pro-actively transferred to the rear axle. The VTM-4 system also included a pair of computer-controlled wet clutches in the rear differential which ensured that torque was delivered to the rear wheels in proportion to forward acceleration. There was also a ‘lock’ mode that provided permanent four-wheel drive at low speeds.

Safety equipment

Standard safety equipment for the Honda MDX included dual front airbags, front seat-mounted side airbags, ABS, electronic brake force distribution, electronic stability control, traction control and front seatbelts with pretensioners and load limiters. The MDX also had lap-sash seatbelts for all seven seats and five child seat anchors.

Features: Honda MDX

Standard features for the Honda MDX included 17-inch alloy wheels, a seven speaker sound system with six-stack CD player and remote control, dual zone climate control air conditioning, leather seats, heated front seats, cruise control, eight-way power adjustable front seats, driver’s seat memory settings, front fog lights, a leather-wrapped multi-function steering wheel, remote central locking, power windows and mirrors, a tilt-adjustable steering wheel, power sunroof, trip computer and an immobiliser.

March 2004: MDX update

From March 2004, the MDX also featured a centrally mounted CD/DVD player with a seven-inch TFT screen, two wireless headphones, remote control and game port.

Honda YD1.II MDX (2004-06)

Overview

Released in November 2004, the YD1 Series II (YD1.II) MDX introduced additional safety equipment, features and a subtle facelift. There was also a minor power increase of 4 kW to 195 kW, though peak torque was unchanged. Visually, the YD1.II MDX was distinguished by its redesigned bumpers, chrome grille and integrated square twin exhaust outlets.

Safety equipment

Standard safety equipment for the YD1.II MDX was upgraded to include full-length curtain airbags (i.e., for all three rows of seats).

Features

Standard features for the Honda YD1.II MDX were enhanced to include a full-sized spare alloy wheel, automatic headlights, rain-sensing wipers, alarm, ambient interior lighting and illuminated dash meters.

Related links

• Wikipedia.org: Acura MDX (first generation)