More than an old car #204: Honda Accord Euro R (CL1)

I know that it has been a long while since I posted on the blog (and Instagram to a lesser extent). Being caught up with work (which has been hectic as of late), as well as general ennui turns out to be pretty disruptive. While I can't promise that content will return to the regularity of 2022, I will still do my best to introduce classic cars in Singapore for as long as I am able to (which should be quite long since I will always have a soft spot for them)! I saw this 2001 Honda Accord CL1 Euro R in 2020, back when Covid was gathering in force. The fact that I only started to write about it does show something, isn't it?

The 6th-generation Accord was released in 1997 and interestingly, it was released for 3 different markets (Japanese, North America and Europe) with some differences among them. Model codes CF and CL (JDM models) had smaller headlights, tailights, grilles and front bumpers compared to NA/Asia/Oceania (CG). A coupe version was also sold in Europe and the US but not in Japan. However, Japan received the Accord station wagon (which was a fair enough trade-off). The European models (with CG and CH codes as well) featured a more pointed grille compared to the other markets. A sister model known as the Torneo was also announced (of which we have just one remaining)!

Different versions of the Accord: Japanese, Asia and Europe, along with the pretty interesting coupe

In 2000, the sports-grade Euro R (CL1) was unveiled: while you could be forgiven for viewing the Euro R as a Type R for Accords, the Euro R was more comfort-oriented and could fit 4 adults comfortably. Interestingly, Accord Type Rs exist for the Euro market. The CL1 Euro R was fitted with a exclusive H22A engine, Recaro bucket seats, Momo steering wheel and an aluminum shift knob. A unique specification called the Euro RX featured a special body colour, a rear spoiler and privacy glass among other add-ons.

The CL1 Euro R was powered by a 2156 cc H22A inline-4 engine, allowing it to reach a top speed of 243 km/h with an acceleration of 7.1 seconds [0-100 km/h]. Its dimensions of 4680 x 1695 x 1405 mm puts it firmly in the mid-size category. Despite weighing in at 1330 kg, its fuel consumption of 8.6 litres/100 km was still respectable. 

Production of the 6th-generation Accord ended in 2002 where it was succeeded by the more popular CL7 series. This Euro R (chassis CL1-110866) is the last one remaining here as the other 20 cars have been exported out. It was a single-owner car before it was acquired by a dealer, and was sold 1 week later with an asking price of S$168,000 (although it was likely sold at a lower price)! It is easy to overlook it as unremarkable (even by classic car standards), but do not be fooled by its nondescript appearance. Hopefully, this has given some insights on the variety of old cars on our roads and I hope you will be able to spot this unlikely classic one day!

More than an old car #192: Honda Civic (SB)

I can't believe that it's been almost 3 years since I followed along for a drive: so many things have changed since then and I hope that we have rounded a corner currently. What caught my attention was this lovely 1979 Honda Civic SB: this unit is currently the only 1st-generation Civic that exists here, though who knows there could be more brought in soon...

Designed by Shinya Iwakura, the Civic was largely developed as a new platform: it was the result of taking the previous Honda N600 by making it larger, along with the doubling of the engine capacity. Its smaller size allowed it to outperform American competitors, especially when the 1973 oil crisis hit. The good fuel mileage and compact design attracted many peopled away from large cars such as the Toyota Crown. Originally available in fastback sedan and hatchback form, a wagon version was introduced in 1974. Fastback sedans (like this unit) can be distinguished from the hatchback based on whether the rear portion could be opened fully. 

In 1975, a revised engine with CVCC (Compound Vortex Controlled Combustion) was released. It had a head design that promoted cleaner, more efficient combustion: this eliminated the need for catalytic converters or unleaded fuel to meet changing emissions standards. Civics had a sales advantage because the buyer could choose any type of fuel or gasoline products available, making it even more popular in the aftermath of the oil crisis. Despite it, Civics were prone to rust especially during winter: nearly a million cars were recalled by the NHTSA and owners had the right to receive replacements or cash reimbursements.

Civics were also assembled in New Zealand and Indonesia with only certain ranges available. A sportier model known as the Civic RS was released for the Japanese market only with a more powerful engine and increased performance parts. It received a facelift in 1978, featuring a black grille, 1/2 amber signals (from 1/3 amber signals) and reverse lights mounted on the bumper.

This unit was powered by a 1238 cc EB2 inline-4 engine, allowing it to reach a top speed of 147 km/h with an acceleration of 13.7 seconds [0-100 km/h]. With dimensions of 3560 x 1505 x 1330 mm and weighing in at just 670 kg, it was deft enough to navigate the relatively small streets of Japan. The fuel consumption of 8.6 litres / 100 km was the answer to concerns of thirstiness in view of the oil crisis.

Production of the first-generation Civic ended in 1979, where it was succeeded by the second-generation model. Civics were sold here in 1973 where the 2-door hatchback retailed for S$9,400. Local reviews praised its comfort level despite its small size, along with precise steering and excellent al-round visibility. None of the original Civics in Singapore still exist: this 2-door sedan was imported from Malaysia in 2018. As of the time of writing, it is up for sale at $29,888 which I feel is a reasonable price given that demand for old Japanese cars will continue to rise across the board. 

The Civic name is quintessentially Honda, and the juxtaposition between the grandfather of economy cars and its modern-day descendants is eye-boggling to say the least. It kept Honda in business and paved the way for the company to go from strength to strength: subsequent Civics remain much loved, or at the least acknowledged for its reliability and affordability. Here's to the 'car of the people' and I hope you will see this old beauty one day! 

More than an old car #168: Honda S800

 

I have been focused on mainly continental brands, and perhaps it is time to shift my content back to something more Asia-centric...anyway, here's a 1967 Honda S800 from my archives in 2014, and as you can see picture quality leaves much to be desired..

The S800, first introduced at the 1965 Tokyo Auto Show, was the successor to the S600 and competed with the likes of small sports cars such as the MG Midget and Triumph Spitfire. The noticeable differences were a different grille shape compared to the S600, a larger engine and a power bulge on the hood, which served an aesthetic purpose only. 

The potent engine was also high-revving to the point that it was described as the fastest production 1-litre car in the world back in 1967. Early examples (about 1,600 cars) featured a chain drive and independent suspension up to 1968, when subsequent units featured a conventional drive-shaft and disc brakes. In 1968, the S800M was released for the domestic market, featuring side marker lights on the outside and flush-mounted interior door handles. While these changes were geared for the American market, they were not exported there officially.

The S800 was powered by a 791 cc AS800E i4 engine, allowing it to reach a top speed of 160 km/h with an acceleration of 13.5 seconds [0-100 km/h]. It was 3335 mm long and weighed 720 kg, with a fuel consumption of 8.6 litres/100 km. 

Production of the S800 ended in 1970 with 11,536 units made. Honda did not make another S roadster for nearly 30 years until the S2000. This unit does not seem to exist here anymore, although I am aware of a newly-imported coupe that is currently here. I regret not taking better shots of it when it resided in the area up till 2016, where it was owned by a Japanese man. That being said, having a scuffed shot is still better than nothing, and perhaps you may get to see the existing ones soon!

More than an old car #151: Honda Vamos

I have a soft spot for unconventional-looking cars simply because it demands you to look at them. Whether or not it rubs you the other way is subjective, but this 1970 Honda Vamos would make you yearn for more!

The Vamos was first introduced in 1970, where it was officially known as 'Vamos Honda'. Its name is derived from the Spanish word, meaning 'to go', and it was certainly an unusual conveyance to do just that. The car was intended to be a Swiss Army knife of sorts, as Honda claimed it was suitable for security purposes, construction sites, factory transportation and farm management among other uses. Beneath its rudimentary appearance, the Vamos incorporated safety features such as protective guard pipes (which served as doors) higher than the occupants' centre of gravity, a roll bar, lap seatbelts as standard and a partly tempered glass windscreen. The spare tyre in front also doubled as a shock absorber in case of emergency. Uniquely, it used a MacPherson strut front suspension and a De Dion tube with half leaf springs in the back.

It was offered in 3 different body types: a 2-seater (Vamos 2), 4- seater (Vamos 4) and a 4-seater with a full-length canvas top (Vamos Full Holo). Interestingly, the Vamos was offered in 4 colours: McKinley White, Caravan Green, Andes Yellow and Alpine Blue, although most were sold in green. The Vamos shared its engine with the N360 and Z360 sister cars, and was supposed to compete with the Suzuki Jimny and the limited-edition Daihatsu Fellow buggy. Due to the open cab configuration, all instrumentation and switches had to be both water- and dust proof.

It was powered by a 354 cc air-cooled i2 engine, allowing it to reach a top speed of 90 km/h. It was only 2,995 mm long and weighed 520 kg, with a load capacity of 350 kg. Owing to its small size, fuel consumption was also very favourable at 25 km/litre. 

Production of the Vamos ended in 1973, with only 2,500 units made. The Vamos name was resurrected in 1999 for a totally unrelated micro/kei van. Honda had intended to produce 2,000 units per month, but general unpopularity due to the lack of off-road performance despite its appearance greatly impacted sales. It is likely that even fewer still survive, with the overwhelming majority still in Japan. The fact that one actually made its way here is seriously impressive given how obscure it is even to car enthusiasts. A similar unit was sold for almost 2.1 million yen (S$27, 230), which goes to prove that such oddities do not come cheap.

While it remains unregistered, it is interesting to see what plans the owner has for this car. Despite its exposed nature, it can definitely attract eyeballs since very few cars are designed like that in the first place. If you are lucky, you may get to see it on the roads some day!

More than an old car #113: Honda NSX

Although Honda is rather well-known for making the typical passenger cars we travel in/use today, they have a long-standing reputation of pushing their limits in creating machines that appeal to speed-lovers. It was with some surprise that I saw this 1992 Honda NSX randomly at a parking lot!

The NSX was first conceived in 1984, when Honda commissioned Pininfarina to create a sports car that could rival those from Italy and Germany, specifically Ferrari's 328 model. Initially known as the HP-X (Honda Pininfarina eXperimental), its name was changed to NSX (New Sports eXperimental). Many engines and designs were analysed in order to achieve the desired level of performance and reliability. Shigeru Uehara, the chief engineer for the project, was inspired by the 360-degree visibility available in the F16 fighter jet: the result was a impressive 311.8-degree horizontal view from the driver's seat. Furthermore, it featured a revolutionary aluminium frame, reducing the weight by some 200 kg.

It was unveiled to the public in 1989 to much positive reviews and was on sale from 1990 onwards. It was initially assembled at the Tochigi plant up till 2004, where it was moved to Suzuka for the remainder of its life. Some units were subject to rigorous testing on the track, notably done by the famous race driver Ayrton Senna: he provided feedback such as further stiffening of the chassis that led to the success of the NSX. In the US, it was rebranded as the Acura NSX, in a bid to be perceived as a luxury car. In 2002, the pop-up headlights were changed to fixed headlamps in order to modernise its look. Units were initially powered by a 2997 cc Honda C30A V6 engine, allowing it to reach a top speed of 260 km/h, with an acceleration of 6.7 seconds [0-100 km/h]. It was 4430 mm long and weighed 1390 kg, despite looking rather massive at first.

Production of the 1st-generation NSX ended in 2005, with around 18,000 units sold over its lifetime. This unit is 1 of 5 remaining in Singapore, although a post-facelift unit existed some time back before being exported. I understand this is owned by a CEO of a public hospital here. According to its VIN, it was equipped with an automatic transmission and power steering. Interestingly, the NSX first debuted here in the 1990 Singapore Motor Show, although there is no information to indicate it was officially sold here. It is certainly a rare kind here, although you may have a higher chance of seeing this on the road from what I heard!

More than an old car #85: Honda Legend

Hondas, like any other brand, come in all shapes and sizes. We have the small CRX, to the renowned Civic, and we have surprisingly huge ones like this 1996 Honda Legend KA9 here! I had caught a glimpse from the bus and thought it was some sort of Civic at first, but a check on the database revealed a model that I had never heard of before. I knew it was entering one of the shopping mall carparks in the vicinity and by chance, I found it lurking at a corner...

The Honda Legend was first introduced back in 1985, where it was marketed as a premium-level sedan for wealthy, middle-aged drivers. Its competitors of that day included the Toyota Crown and the Nissan Cedric. The KA9 was the third generation of the Legend and changes included the removal of the wool and leather interior, and a shift to a gated/"jagged" auto transmission compared to the straight type previously. It was powered by a 3474 cc C35A V6 engine, allowing it to reach a top speed of 215 km/h and an acceleration of 9.1 seconds [0-100 km/h]. It was much larger than its fellow siblings at 4956 mm long and weighing in at 1650 kg.

The KA9 model was stopped in 2004, and this unit here is a pre-facelift model due to the trapezoidal grille. Facelifted models, introduced in 1998, had the front grille cutting into the front bumper. Honda Legends were on sale here by the local Honda importer, Kah Motors back in 1996, and apparently salesmen who could sell them were given generous bonuses. However, this luxurious Honda did not come cheap, costing S$248,888 including COE [S$331,439 in today's money] and with the onset of the Asian Financial Crisis, sales levels plummeted. This unit is still tastefully stock along with its wheels, and I believe this is the only one left here! I guess I was quite fortunate to see this legendary vehicle not once but twice, so there is actually an element of luck present too!

More than an old car #71: Honda Accord CA

Honda has always been a fan favourite and other than the Civic, the Accord also draws many praises. They are quite common here and I believe some of you would have sat in one/driven one before, or heard the joke about Jesus "not speaking of his own accord." However, I would like to draw your attention to this 1987 Honda Accord CA, which has certainly seen better days when it was on the roads back then.

The Accord was introduced as a larger companion model to the Civic, and its name reflects Honda's desire for "accord" and harmony between people, society and the car. The 3rd-generation Accord was first introduced in 1985, where it found great popularity in the US market. Early export models had pop-up headlights but fixed-headlight versions was only available for the sedan from 1987 onwards.
This was the 1.6 litre version, meaning that it was powered by a 1598cc Honda A16A1 i4 engine, allowing it to reach a top speed of 176 km/h, with an acceleration of 11.9 seconds [0-100 km/h]. It was 4535 mm long and weighed 1040 kg.

Back in the 90s, they used to be rather ubiquitous in Singapore based on old photos I had seen. Perhaps, your parents may have owned one a long time ago! I am aware of a few more 3rd-gen models still on the road but they are getting rarer since people don't really appreciate them as much today. This specimen was looking pretty battered and a recent check showed that the number plate was de-registered. Either it is still around on a new number plate, or it has already been scrapped. Considering our car climate, I am inclined to think the latter although I hope it isn't the case. Maybe it's time to keep your eyes peeled for the remaining survivors!

More than an old car #61: Honda Concerto

In the history of car production, there are cars that look fashionable back then but end up horribly dated now. Conversely, there are others that look ordinary when released, yet appreciated by car enthusiasts today. This 1989 Honda Concerto EXi is a prime example of run-of-the-mill plainness but it has held up well all this while.

The Honda Concerto was a result of a joint production between Honda and Austin Rover Group, and was introduced in 1988. Its name is derived from a type of music composition and it was supposed to cater to European tastes. It looks like a 4th-gen Civic at first glance, but a notable difference is the "six-light window treatment", or the additional rear quarter window. It was made in both the UK and Japan, and came in a 5-door hatchback and 4-door sedan. This sedan version was powered by a 1590cc i4 Honda ZC engine, allowing it to reach a top speed of 185 km/h and an acceleration of 10.6 seconds [0-100km/h]. It was 4.41m long and weighed 1075 kg.

Production ended in 1994 when the Rover branch was acquired by BMW. So far, there is only one other model in white left on our roads, though there had been more a few years ago. Besides the more glamorous classics, I thought it would be good to highlight unremarkable old cars such as this to show our diversity. This unit has been maintained quite well and I like the subtle paint job too. It may not be destined for the scrap yard any time soon, but I fear many of you would not appreciate this relic. Granted, many of you would fail to give it a second glance and I had to dig up my archives to find this picture. Yet, this is the whole point of my blog: to raise attention to the oldies among us today.

More than an old car #50: Honda S600

Honda is certainly well-known among most of us Singaporeans--it is one of the most popular car brands here and even if you do not own one, you would have sat in one in the form of an Uber/Grab. Not to mention that it has captured the hearts of many JDM fans who adore the humble Civic, or fall in love with the silkiness of its VTEC engines. However, this 1966 Honda S600 should deserve praise as it helped to establish Honda as a favourite car manufacturer.

It all began with Honda's founder, Soichiro Honda, who had an interest in cars. In 1937, he founded Tokai Seiki, a company that manufactured piston rings for car engines. Due to the war, the factory was destroyed and Honda Motor Co. Ltd. was incorporated in 1949. Previously, Honda specialised in making motorcycles that were popular among buyers, while its first production automobile appeared in 1963. Over the next few decades, Honda worked hard to expand its product lines and technology as times changed. It has remained the car of choice for buyers around the world.

The Honda S600 first appeared in 1964 and was based off the earlier S500 model. Other than its unique small size, the wheels had a chain-drive suspension just like the ones you see on a motorbike. Many people fell in love with its surprisingly powerful engine which could redline at an incredible 11000rpm, which was unknown in sports cars back then. For comparison, a Toyota Vios today redlines only at 7000rpm. At one time, it held the title for the fastest 1-litre car in the world. It was powered by a 606cc inline-4 engine, allowing it to reach a top speed of 145km/h with an estimated acceleration of 16 seconds [0-100km/h]. It weighed 715kg and was 3.3m long.

Production ended in 1966 with a total of 11,284 convertibles made. This is the only specimen in Singapore and it looks like a nippy ride, especially with the top down! Vintage Japanese cars stand out amidst the predominantly continental brands, mainly because there are not many here. It also has an original registration plate, lending it a nice classic touch. Currently, it is under repair at a car workshop and it is commendable that the owner has still kept it for so long. I would dare say that most of you did not know about this Japanese gem until today!