01 The new Honda Accord

· All-new Accord saloon moves range into quality sports segment

· Distinctive styling emphasises unique character· High dynamic stiffness body and low drag

coefficient (Cd) of just 0.26 · Extensive standard equipment list· Curtain airbags, dual zone climate control

offered on all models· 2.0 and 2.4 litre DOHC i-VTEC engines EU2005

compliant· Outstanding performance/economy balance· 5-speed/6-speed manual and 5-speed automatic

transmissions· Enhanced chassis dynamics, 2.4 models with

Vehicle Stability Assist · On sale early 2003· Estate and diesel derivatives to follow

Honda’s chosen features and design criteria for the all-new Accord saloon firmly reposition it as a leading contender in the quality sports saloon market.

This is an Accord offering a more emotional experience, with distinctive styling, greater driving enjoyment from two lively DOHC i-VTEC engines and a tauter, more finely tuned chassis.

It is also an Accord offering a more rational proposition than before, demonstrated by its roomier cabin, increased levels of safety, greater refinement, superb fit and finish and high fuel efficiency.

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Running through all these elements is a consistent high quality, evident in all visual, tactile and aural impressions and made possible by Honda’s outstanding production standards. The new generation Accord line-up will also feature a station wagon derivative that – thanks to a series of unique design features – captures the seldom realised goal of matching outstanding practicality and stylish lines. And new Accord will see the first application of

Honda’s brand new, in-house designed diesel engine.

European credentialsIn an acknowledgement of Europe’s dominance in the sports sedan market, the new Accord’s driving credentials have been developed extensively within Europe to create a package capable of competing in the international arena.

Emphasising the new Accord’s technological sophistication and performance, power is provided by two all-aluminium DOHC i-VTEC engines of 2.0 and 2.4 litre capacity matched to new 5-speed and 6-speed manual transmissions respectively or a 5-speed automatic with Sequential Shift. Now firmly established within the Honda line-up, i-VTEC technology offers outstanding power and torque in all speed ranges plus excellent frugality thanks to the combined effects of VTEC (variable valve timing and lift electronic control) and VTC (variable timing control). Both engines are fully EU2005 compliant making them one of the best overall packages in terms of performance, cleanliness and fuel efficiency in the segment.

The 155 PS (114 kW) 2.0 litre engine delivers peak torque of 190 Nm at 4,500 rpm, and , a combined

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cycle consumption of 37.7 mpg (7.5 l/100 km) and CO2 emissions of just 179 g/km matched to the 5-speed transmission.

Maximum output of the 2.4 litre engine is 190 PS (140 kW) at 6,800 rpm, with torque of 220 Nm at 4,500 rpm. In combination with the new 6-speed transmission, it is capable of returning 9.4 l/100km on the combined cycle. Ensuring particularly smooth responses to driver input, this engine also features an electronic or drive-by-wire (DBW) throttle.

Standing out from the crowdIn a market segment noted for its conservatism, the Accord’s distinctive and stylish design signals its individuality from the outset. Emphasising its sports saloon credentials, the harmonious proportions are characterised by a high curvature glass area and an aerodynamically efficient bluff rear end. Detailing such as mirror-mounted indicators and chrome door handles add to its unique character.

While the wheelbase remains unchanged, overall dimensions are increased, contributing to a more spacious cabin; indeed the width available to passengers is class-leading and combined with the smart new interior, makes for a cosseting, stress free environment. Considerable attention has been directed at the driving environment and full adjustment of the highly supportive seats, a steering column adjustable for reach and rake, plus striking ‘black face’ instrumentation with back-lit dials point to the driver-focused interior philosophy. An increased specification includes rain sensitive wipers on selected models, an optional DVD satellite

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navigation system with touch screen operation and CD/radio packages offered as standard throughout the range. All Accords are equipped with dual zone climate control air conditioning, allowing the driver and front seat passenger to select their own preferred temperature independently of the other.

A comprehensive safety package which includes front and side airbags is now complemented by curtain airbags to offer enhanced security in the event of a side impact. Significantly, these are considerably larger than many other systems on the market to maximise their effectiveness.

Once again Honda fully anticipates strong results for the Accord in the Euro NCAP crash tests thanks to extensive body engineering designed to cope with impact energy in a controlled manner; similarly, the provision of a series of pedestrian protection measures should maintain the company’s outstanding record to date in this section of the Euro NCAP tests.

Extensive sound proofing and vibration isolation add to the serenity within the Accord. Additional and more effective sound absorption materials are used extensively throughout the bodyshell and the adoption of a floating front sub-frame significantly reduces the levels of noise and vibration reaching occupants.

An outstanding feature of the Accord is its ability to penetrate the air and a drag coefficient of Cd 0.26 places it at the very forefront of the D-segment; such wind-cheating properties deliver better refinement and improved fuel consumption. To put this into

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perspective, the world’s lowest drag coefficient for a production road car is the Honda Insight, which achieves a Cd of 0.25.

The aerodynamic package is matched by a chassis developed in Europe to provide a strong sense of security, using Honda’s established and respected double wishbone front and 5-link double wishbone rear suspension designs, revised in a number of key areas. The chassis’s effectiveness is helped by a bodyshell that possesses even higher levels of dynamic stiffness, delivering heightened responses to driver input and pin-sharp precision on the road. 2.4 litre models also have the added advantage of VSA (Vehicle Stability Assist), designed to help the driver maintain control during cornering, acceleration and sudden collision-avoidance manoeuvres. All models are equipped with ABS, EBD and brake assist as standard.

The new Accord is even more environmentally responsible than its predecessor, which introduced the world’s first fully recyclable fascia. The latest model uses even less non-recyclable plastics material, lead usage is down to the bare minimum, while certain components on the car are themselves constructed from recycled plastics. In an illustration of the attention to detail applied to the design, numerous components are subtly reduced in weight - small savings in isolation, but together highly significant.

Built in Japan, the Accord saloon offered on sale in Europe will be similar to that on sale in Japan. The US market has a different Accord sedan built specifically in the US and tailored for the American market.

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Available at launch as a saloon only, the simplified line-up makes its public debut at the Paris Salon in September, with sales commencing in early 2003. It will then be joined by the new estate model and, later in the year, the Accord range becomes the first to be offered with Honda’s all-new, in-house developed diesel engine. This eagerly awaited debut looks set to redefine current diesel benchmark criteria.

The marketplace The new Accord saloon is pitched firmly at the quality sector of the D-segment which accounted for 298,000 out of a total of 951,000 saloons sold in the five largest European markets (France, Germany, Italy, Spain and UK) during 2001. Diesel power accounted for 61 per cent of the sector. Honda sees the Accord competing with contenders from manufacturers such as Alfa Romeo, Audi, Saab and Volvo.

HONDA ACCORD SALOON

2.0i 2.4iENGINE 2.0 2.4

DOHC i-VTEC DOHC i-VTECCylinders 4 in line

Bore x Stroke (mm)Capacity (cc)Compression ratio

86 x 8619989.8

87 x 99235410.5

Max power PS/kW@ rpmMax torque Nm@ rpm

155/1146,000190

4,500

190/1406,800220

4,500

Fuel systemFuel rating

Honda PGM-FI electronic fuel injection Unleaded 95 Ron

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TRANSMISSIONFront Wheel Drive Gear ratios 2.0

SE2.0

Sport/Executive 2.4

Executive/Type-S

Manual 1st

2nd

3rd

4th

5th

6th

ReverseFinal

3.2661.7691.2120.9720.780

-3.5834.105

3.2661.7691.2120.9720.780

-3.5834.388

3.5331.8801.3541.0270.8250.6593.5834.388

Automatic 1st

2nd

3rd

4th

5th

ReverseFinal

2.6521.5171.0820.7730.5662.0004.563

2.6521.5171.0820.7730.5662.0004.563

2.6521.5171.0820.7730.5662.0004.437

SUSPENSIONFront Double wishboneRear 5 link double wishbone

VSA on 2.4 litre models

STEERINGGear Type Rack and pinion

electric power assistance (2.0 SE)hydraulic power assistance (all other models)

Turns lock to lock 2.85Turning circle dia (m) 11.5

BRAKES ABS with electronic brake distribution (EBD) and Brake Assist

Front Ventilated discRear Solid disc

Handbrake Mechanical, acting on rear wheels

WHEELS AND TYRES 2.0 SE / Executive 2.0 Sport/2.4 Executive/2.4 Type-S

Wheels 15x6JJ 16x6½JJTyres 195/ 65/R15 205/ 55/R16

DIMENSIONS,WEIGHTS, CAPACITIESOverall length (mm) 4665

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Overall width (mm)Overall height (mm)Wheelbase (mm)Front track (mm)Rear track (mm)Ground clearance (mm)Luggage space VDA (litres)

17601445267015151510150

459

2.0 Man 2.0 Auto 2.4 Man 2.4 Auto

Kerb weight (kg) 1320-1420 1360-1460 1390-1420 1450 -1490

Max permissible weight (kg) 1920Fuel tank (litres) 65

2.0 SE 2.0Sport / Executive

2.4 Executive 2.4 Type-S

PERFORMANCEMax speed (mph) (MT/AT) 137 / 134 135 / 133 146 / 144 146 / -

FUEL CONSUMPTION (1999/100/EC)Mpg (l/100km)Combined (MT/AT)

37.7 / 34.0(7.5 / 8.3)

35.8 / 33.2(7.9 / 8.5)

30.1 / 29.1(9.4 / 9.7)

30.1 / -(9.4/ - )

CO2 Emissions g/km MT/AT)

179 / 199 188 / 204 224 / 233 224 / -

Information correct at time of going to press

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02 Honda IMA system/Civic Hybrid

First established, mainstream vehicle equipped with a gasoline-electric hybrid system to hit the market

The new Honda Civic Hybrid making its European motorshow debut at Paris will be the first established mainstream vehicle equipped with a petrol-electric hybrid system to hit the market when it goes on sale in 2003.

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Based on the Civic 4 door saloon, the Civic Hybrid uses a 1.3 litre i-DSI petrol engine coupled with a thin and lightweight electric motor for enhanced fuel economy and added power when accelerating. The electric motor acts as a generator during deceleration and braking, automatically recharging the car’s battery pack. The end result is a highly economical, roomy and comfortable 5-passenger saloon that retains all of the Civic family’s class-leading safety, performance, refined handling characteristics, reliability and legendary build quality. U.S. City/Highway fuel consumption figures are 47 and 51 mpg respectively (5.0 and 4.6 l/100 km), a 40 per cent increase compared to a conventional Civic LX 4 door (U.S. specification).

Further contributing to economy are aerodynamic enhancements that include a refined front bumper, a boot spoiler and under-body covers.

The backgroundThe IMA (Integrated Motor Assist) hybrid power unit of Honda’s Insight captured the International Engine of the Year award in 2000 for its innovative combination of an efficient petrol engine and an electric motor positioned between engine and transmission to provide a simple solution to the seemingly incompatible task of combining both efficiency and performance.

The Second Generation IMA system launched in the 2003 Civic Hybrid – already on sale in both Japan and the USA – ushers in a new era of high efficiency transportation, applying proven IMA technology to a mass-produced vehicle on an existing platform. It builds on the Insight’s technological concepts, but it does so using a significantly different mechanical system

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packaged in a body design that remains similar to the conventional Civic.

The principles of IMAHonda’s patented IMA concept is grounded in simplicity - use a highly efficient gasoline engine and supplement the performance with an electric motor. Also referred to as a ‘hybrid’ system because it uses two power sources, IMA allows the Civic Hybrid to use a smaller gasoline engine without any significant loss in performance. The system is especially effective when you consider that acceleration requires a significant amount of power and energy (requiring a larger displacement engine at the expense of overall fuel economy), but the extra displacement is not necessary while driving at a constant speed on a level road (where vehicles spend the majority of their time).

The electric motor positioned between the engine and transmission assists the engine when accelerating and recaptures energy when braking or decelerating (regenerative braking), allowing it to operate independently without the need for an outside power source. When the Civic Hybrid is coasting or its brakes are applied when the engine is in gear, its electric-assist motor becomes a generator, converting forward momentum (kinetic energy) into electrical energy, instead of wasting it as heat during conventional braking. Energy is stored in the system's NiMH battery pack located behind the rear seat in the boot. If the charge state of the IMA battery is low, the motor generator will also recharge while the Civic Hybrid is cruising.

New technology

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In place of the 1.0 litre 3-cylinder engine of the Insight, the 2003 Civic Hybrid uses a 1.3 litre 4-cylinder i-DSI gasoline engine similar to that used in the new Honda Jazz; it also features a more powerful electric motor, while numerous electrical components have been combined, lightened and reduced in size.

With its low fuel consumption and high torque at low and medium speed ranges, i-DSI technology is ideal for an IMA application. Its compact dimensions mean that the 1.3 litre engine is shorter than the 1.7 litre unit used in the Civic sedan, which allows the 10 kW electric motor/generator to be positioned between the engine and transmission within the same amount of engine bay space (833 mm). From front of engine bay to back, the Civic Hybrid powertrain measures 575 mm, slightly narrower than a conventional Civic. Both continuously variable and 5-speed manual transmissions are available.

The Civic’s second generation IMA system delivers increased performance and provides enhanced packaging flexibility when compared to that of the Honda Insight; indeed, performance is similar to that of a Civic LX 1.7 sedan. Additionally, the IMA batteries and related components utilise minimal cargo space in the trunk, leaving room for items such as two large pieces of luggage or a baby buggy.

The ultra-thin DC brushless motor delivers the world's highest output density for an electric motor, achieving 30 per cent more torque than that used in the Insight – without any increase in size. This peaks at a particularly useful 1000 rpm (62 Nm).

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Other significant enhancements of the IMA system include:

· New winding methods for the motor resulting in greater wire density

· New Intelligent Power Unit (IPU) combines the Power Control Unit (PCU) and the battery pack, which results in a 42 per cent reduction in volume

· Within the IPU the combination of the inverter and pre-driver results in a 28 per cent weight saving and a 39 per cent volume saving

· New high-density silicone wafers in the inverter contributing to 25 per cent less heat loss

· A new cooling system which combines two fans into one while consuming 85 per cent less energy to cool both the battery and the PCU, resulting in a 32 per cent weight reduction and a 20 per cent volume reduction

· A battery module with reduced resistance and reduced energy losses, which improves output density by 23 per cent. More welding points between the pole plates and current collector plates contribute to this improvement

· A battery box reduced in volume by 30 per cent and in weight by 6 per cent

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Engine specification comparisons:* 2003 Civic

Hybrid2002 Civic LX

Sedan2002 Honda

InsightDisplacement 1339 cc 1668 cc 995 ccNo. of cylinders 4 4 3Power (gas only) (hp) 85 @ 5700

rpm115 @ 6100 rpm 67 @ 5700 rpm

Torque (gas only) (lb ft/Nm)

87/118 @ 3300 rpm

110/149 @ 4500 rpm

66/89 @ 4800 rpm

Power (combined) (hp)

93 @ 5700 rpm

- 73 @ 5700 rpm

Torque (combined) (lb ft/Nm)

116/157 @ 1500 rpm

(MT)105/142 @ 3000 rpm

(CVT)

--

91/123 @ 2000 rpm (MT)

79/107 @ 1500 rpm (CVT)

Compression ratio 10.8:1 9.5:1 10.8:1 MT / 10.3:1 CVT

Fuel economy US figures (city/highway) (mpg / l/100km)

CVT 48/47 (4.9/5.0) MT 47/51 (5.0/4.6)

AT 30/38 EPA (7.8/6.2)

MT 30/38 EPA (7.8/6.2)

CVT 57/56 EPA (4.1/4.0)

MT 61/68 EPA (3.9/3.5)

Emissions ULEV ULEV ULEV(MT)/SULEV(CVT)

* Please note that figures are based on the U.S. specification Civic.

VTEC controlled cylinder idling systemThe aim of regenerative braking is to reclaim as much energy as possible during deceleration, and the engine therefore needs to provide as little resistance as possible. In a traditional engine, the pumping action of the cylinders will actually provide a moderate amount of resistance, or ‘engine braking’. The Civic Hybrid

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therefore features a cylinder idling system which effectively reduces engine drag by closing the intake and exhaust valves on up to three of the four cylinders enabling the pistons to move more freely within the cylinders, thus allowing the generator to provide maximum resistance (instead of the engine) and, consequently, to produce more electricity.

The system uses Honda's VTEC (Variable Valve Timing and Lift Electronic Control) technology to close the intake and exhaust valves on up to 3 of the 4 cylinders at engine speeds as low as 1000 rpm.

Nitrogen oxides-absorptive catalytic converterLean air-fuel ratios improve fuel economy and reduce hydrocarbons (HC), carbon monoxide (CO) and oxides of nitrogen (NOx). However, conventional 3-way catalysts are not very effective at converting NOx into normal nitrogen when excess oxygen is present. To keep NOx emissions within ULEV levels, Honda engineers developed a NOx-absorptive catalytic converter. The catalyst uses a proprietary mixture of platinum and other metals to attract NOx molecules to its surface during lean air-fuel mixture combustion. Then, when the IMA engine is operating with a richer air-fuel ratio, the catalyst combines these with the hydrocarbons and CO present in the exhaust to form water vapour, carbon dioxide and nitrogen. The Civic Hybrid achieves ULEV emissions standards. (A SULEV version will be available in California in January 2003.)

Automatic Idle StopThe gasoline engine is automatically turned off during complete stops under most circumstances and uses the electric motor to re-start the engine. The Idle Stop feature is not activated during the first few minutes of

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engine startup or if the automatic climate control system is being used in air conditioning mode and "Economy Mode" is not selected.

Electronic Instrument DisplaySince the Civic Hybrid uses a unique powertrain, the vehicle's gauges and readouts are unique, too. The digital and analogue electronic instrument display features the traditional set of meters along with comprehensive IMA readouts. When the ignition is turned off, the panels appear blank (black). When the ignition is turned on, the numbers are backlit with high-tech blue and red needles against a black background. A dimmer switch is located just to the right of the odometer and the gauges automatically adjust to night-time mode when the lights are turned on.

The electronic instrument display allows the driver to monitor more than 23 vehicle systems with the following instrument readouts:

· Speedometer (analogue) with large numbers · Tachometer (analogue) with large numbers · Gear Selection Indicator (CVT only): Displays

selected gear - park, reverse, neutral, drive, second and low mode

· Shift Light (MT only): Indicates the correct time to shift for maximum economy

· Auto Stop: When the engine turns off automatically using the Idle Stop feature, this light turns on

· Miscellaneous Indicator Lights: Oil pressure, low fuel, SRS, EPS, IMA, parking brake and battery

· Odometer with Dual Trip Meters (digital): Displays vehicle mileage and has two trip meters, marked A and B. Mileage display controlled by

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pushing the Select/Reset button located under the speedometer

· Fuel Economy Estimator - (digital): Shows numerical estimate of miles per gallon for either trip A or trip B mileage

· Instantaneous Fuel Economy Meter: Bar graph meter (with numbers) shows an estimate of real time fuel economy

· IMA Charge/Assist Meters (LCD): Indicates when the IMA battery is being charged or when it is providing electrical power assist

· IMA Battery Charge Level (LCD): Indicates how much power the battery has stored

· Fuel Gauge (LCD) · Engine Temperature (LCD)

2003 CIVIC HYBRID* 5-speed MT CVT

ENGINEType Gasoline aluminium-alloy in-line 4-cylinderDisplacementPower @ rpm (SAE net / with IMA)Torque (lb.ft./Nm@rpm / with IMA) Compression RatioValve Train : SOHC 8-ValveEmission Rating

1339

85 @ 5700 / 93 @ 5700

87/118 @ 3300 / 116/157 @ 1500

10.8:1VTEC controlled

Cylinder Idling System

ULEV*

1339

85 @ 5700 / 93 @ 5700

87/118 @3300 / 105/142 @ 3000

10.8:1VTEC controlled Cylinder Idling

SystemULEV*

Fuel System Multi-Point Fuel Injection

Ignition System "intelligent" Dual & Sequential Ignition (i-DSI)105,000-Mile

Tune-Up Interval

ELECTRIC MOTOR / GENERATORTypePower output kW/hp @

Permanent Magnet10 /13 @ 3000

Permanent Magnet10 /13 @ 3000

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rpmTorque lb.ft./Nm @rpm 46 /62 @ 1000 36/49 @ 1000

Motor Width (mm) 65 65

Rated Voltage 144 144

ELECTRIC POWER CONTROL UNIT (PCU) DC-DC Inverter (144 volt to 12 volt)

ELECTRIC POWER STORAGEBattery Type Nickel-Metal Hydride

(Ni-MH)Nickel-Metal Hydride

(Ni-MH)Output 144V (120 cells @

1.2V)144V (120 cells @

1.2V)Rated Capacity 6.0 Ah 6.0 AhWeight (lb) 63 63

TRANSMISSIONType Front-Wheel Drive Front-Wheel DriveFinal Drive Ratio 3.600 5.777Gear Ratios: 1st 3.461 2.367 - 0.407 2nd 1.869 -

3rd 1.241 - 4th 0.911 - 5th 0.710 Reverse 1.955 4.226 - 3.214

* Please note all figures are based on U.S. specifications.

2003 CIVIC HYBRID (Cont.)

5-speed MT CVT

SUSPENSION Front Suspension MacPherson strut and anti-roll bar (25.4mm)Rear Suspension Compact double wishbone and anti-roll bar

(13.0)STEERINGElectric Power Steering (EPS)

Variable-assist rack-and-pinion

Variable-assist rack-and-pinion

Turning diameter, kerb-to-kerb (m) 10.6 10.6

BRAKESPower-assisted front disc / rear drum brakes yes yes4-Wheel Anti-Lock Braking System (ABS) with Electronic Brake Distribution yes yes

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WHEELS & TYRESWheels 14x5.5 alloy 14x5.5 alloyTyres: All-Season P185/70 R14 low-

rolling resistanceP185/70 R14 low-rolling resistance

DIMENSIONS (mm)WEIGHTS (kg)CAPACITIES (l)Wheelbase 2621 2621Length 4440 4440Height 1430 1430Width 1715 1715Track (front / rear) 1471/1471 1471/1471Ground clearance (unladen) 140 140Ground clearance: (fully laden) 112 112Vehicle load capacity 435 403Kerb weight 1207 1239Cargo volume 286 286

2003 CIVIC HYBRID (Cont.)

5-speed MT CVT

EPA MILEAGE(City / Highway) (mpg)(l/100km)

47/515.0/4.6

48/474.9/5.0

Fuel tank 50 50Fuel Required Unleaded Regular Unleaded Regular

* California Air Resources Board ULEV-certified in California and parts of the Northeast; LEV-rated in the rest of the country.

*Note that torque ratings are different for CVT and manual transmission models. The engine control unit provides different amounts of power to allow the vehicle to accelerate and perform with a feel appropriate for the acceleration characteristics of the transmission.

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03 Honda celebrates Civic’s 30th anniversary with special Type-R

It’s the car that established Honda as one of the world’s major manufacturers, it’s become synonymous with the success and efficiency of the brand, and over two million have been sold in Europe to date.

Now Honda is celebrating the 30th anniversary and global success story that is the Civic with a special Type-R 30th Anniversary model. Its basis is the rapturously received, standard Type-R, the most potent

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product in the history of the range. And to accompany it and as part of the celebrations, Honda is also introducing a new Civic 3 door 1.6 Sport model.

The Civic Type-R 30th AnniversaryMaking its debut at the Paris Motor Show, this special Type-R is the same no-compromise sports thoroughbred that has rapidly gained iconic status since launch last year. But added exclusivity is provided by a more performance-orientated interior restricted to this limited edition. Seats from world-renowned manufacturer, Recaro, replace the standard competition-style items for even greater support and grip during enthusiastic driving, and another manufacturer closely linked to competition cars, Momo, has supplied the Type-R 30th

Anniversary’s leather trimmed steering wheel. The seats are a striking red colour that, together with red door linings makes clear the car’s performance intent. The tinted privacy glass used for the rear and rear quarter windows adds to its lean, mean and focused road-going race car philosophy. And as a final touch, a ‘30th

Anniversary’ decal is applied to celebrate the special milestone reached by the Civic.

The Type-R 30th Anniversary continues to offer the same exhilarating performance – 0 to 100 km/h in 6.8 seconds and 235 km/h top speed – from the mighty 200 PS (147 kW) 2.0 litre DOHC i-VTEC engine mated to a close-ratio, 6 speed manual gearbox of the standard model. Type-R specification includes a chassis with firmer dampers and springs and extra body stiffening compared to the rest of the Civic range and 205/45 R17 tyres providing outstanding grip and handling. Yet despite these high performance credentials, it can behave with absolute docility in city traffic.

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Sales of the Type-R 30th Anniversary commence in December 2002 (depending on market).

Type-R – a breed apartType-R – where ‘R’ stands for racing – is a flag-bearer for the sporting values of the Civic range. It’s also part of a sub-brand that traditionally encapsulates the company’s innovative engineering capabilities and enviable sporting pedigree within a unique road car package – the link with Honda’s motorsport heritage.

All Type-R models have the resolute purpose of providing a sublime driving experience, aimed directly at the enthusiast who seeks the excitement and purity of a competition car and for whom total performance is paramount. That capability is provided through innovative and elegant engineering solutions, with high specific outputs, pin-sharp handling and weight saving features.

In Europe, the Integra set the tone with its 190 PS 1.8 litre engine and superb chassis dynamics, followed by the Accord Type-R which applied similar race-bred technology to the 4 door Accord and became the basis of Honda’s successful European Super Touring programme.

Civic 3 door 1.6 SportThe 1.6 Sport is the latest model to join the Civic 3 door line-up and, in keeping with its Sport moniker, and building on its fun-to-drive nature, gains a particularly purposeful appearance thanks to a number of styling cues taken from the Type-R. These are more than cosmetic, however, and each of the additional body panels has been carefully shaped and tested to provide enhanced aerodynamic performance. Type-R front and

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rear bumper spoilers effectively replace the lower section of the standard bumper panels; and their styling is continued by the new scalloped side sill garnish which distinctively flares just behind the door to blend in with the rear wheel arch and, beyond that, the rear spoiler.

A mesh type front grille, 15 inch alloys, black-plated headlamp sub-reflectors and coloured licence plate and door handle trim complete the sporting appearance. A ‘30th Anniversary’ decal similar to that of the Type-R 30 th

Anniversary is also applied.

Inside the 1.6 Sport, the striking exterior is mirrored by a Type-R steering wheel, leather shift knob, and white instrument faces with black surround.

Driving fun doesn’t come at the expense of high fuel bills, however. The excellent torque characteristics of the 1.6 VTEC engine mated to a 5 speed manual transmission deliver excellent performance matched to outstanding economy.

It’s anniversary time for Swindon too!Given that it has played such a key role in Civic’s success in Europe, it is only fitting that 2002 also marks the 10th anniversary of Honda’s European car plant at Swindon. October 1992 witnessed the start of Accord production there and it was in 1995 that the Civic was introduced; over 500,000 Civic models have since rolled out of the UK plant. Production currently includes exports to both Japan (Civic Type-R) and North America (Civic Si).

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04 The Civic story – 30 years in the making

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First generation (1972-1979): 2 door with hatch, 4 door and estate Honda secured its place among the world’s leading car makers when in July 1972, the first Civic left the Suzuka factory in Japan. Worldwide it caused a sensation with its design, technology and low fuel consumption. A front-wheel drive, 1.2 litre aluminium transverse engined, hatchback, with independent strut suspension, it came to characterise the archetypal compact vehicle long before the Golf. The initial 54 hp engine was followed for Japan and the US with a 60 bhp 1169cc CVCC stratified charge engine with three valve head, while European models later received power outputs up to 72 bhp, followed by a 1488 cc version introduced in 1973.

The advanced and typically innovative CVCC or Compound Vortex Controlled Combustion (CVCC) technology was Honda’s solution to the Clean Air Act in the USA and based on the idea that it is better to create fewer pollutants during combustion than it is to remove them within a catalytic converter. A small, high temperature pre-combustion chamber set off a larger, weaker portion of the mixture enabling lean mixtures to be used, producing less carbon monoxide and oxides of nitrogen.

Second generation (1979-1983): ‘Super Civic’ 3 door, 5 door and estate The second Civic generation saw external dimensions increased and the introduction of the first 5 door hatchback. The 1.5 litre 4 cylinder CVCC-II engine produced 70 hp at 5,500 rpm. The 4 speed manual later became a 5 speed, and the Hondamatic was increased from 2 to 3 speeds in 1981. Three million Civics had been manufactured by the end of 1982.

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Third generation (1983-1987): ‘Wonder Civic’ 3 door, Shuttle, CRXThe fresh, sharp lines of this new ‘Europeanised’ series represented a major change in direction and the 3 door Civic received the renowned ‘Car-Design-Award 1984’ from the city of Turin and Piemont region.

A significant feature was the 12-valve light alloy engine fitted to all models. This improved combustion characteristics, reduced fuel consumption and provided excellent torque. Engine choice ranged from 1.2 litre (55 horsepower) and 1.3 litre (71 horsepower) to 1.5 litre (85 or 100 horsepower). In 1985 the engine series was largely switched to fuel injection in conjunction with catalytic converters. The first cat-engine, the 1.5 litre capacity unit, produced 90 horsepower at 5800 rpm.

In particular the CRX became a favourite with the young and young at heart – a compact sports coupé whose 100 hp 1.5 litre engine delivered 0 to 100 km/h acceleration in under 10 seconds and went on to a top speed of 200 km/h. In 1985 Honda developed the model further, installing a 1.6 litre DOHC four valve engine, capable of 130 horsepower at 6,500 rpm.

Another innovation well ahead of its time was the Civic Shuttle; with its spacious interior and short wheel-base, it could legitimately be described as a forerunner of modern MPVs and certainly a forerunner of the current Stream. From 1985 the Shuttle was equipped with Real Time 4WD, able to engage all-wheel drive automatically only when required.

Fourth generation (1987-1991): ‘Grand Civic’ 3 door, 4 door saloon, Shuttle, CRX

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This generation saw the introduction of four-valve-per-cylinder engines across all models. For the first time the double wishbone suspension system used on the Accord and Prelude was incorporated front and rear to guarantee excellent stability and handling.

From 1990 the 3 door model was available with a 125 horsepower 1.6 litre SOHC-VTEC engine, the first engine in the world which allowed variable valve timing and lift. Installed in the CRX ESi (SOHC-VTEC with 125 horsepower) and VTi (DOHC-VTEC with 150 horsepower), Honda became the first manufacturer of a high performance engine whose flexibility made it just as capable in town traffic as it was on the open road. In the VTi version, the CRX was a pure performance variant and could reach a top speed of 222 km/h.

The CRX also featured a striking rear window with vertical lower section resembling that of more exotic Italian machinery.

Fifth generation (1991-1995): ‘Sports Civic’ 3 door, 4 door saloon, CRX The hitherto linear design of the Civic gave way to a more tapering one, and the reduced glass area – in spite of a greater wheelbase and length – provided a more compact appearance. From a safety point of view the fifth generation was responsible for the introduction of ABS and the Euro-Airbag (SRS 2). Engines ranged from 75 to 160 horsepower for 3 door models and from 90 to 160 horsepower for the saloon. With this generation, two new VTEC engines – a SOHC-VTEC and a VTEC-E engine – were introduced. During the ADAC's ‘Eco Tour of Europe’, a Civic 3 door with the VTEC economy engine achieved a sensational and hitherto unsurpassed consumption of 4.97 l/100 km.

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The hatch of the 3 door was horizontally divided which both enhanced its appearance and helped it to best seller status.

In response to the growing demand for roadsters, the CRX was made available with a removable roof and rollbar and made available with a 160 horsepower engine capable of revving to 7600 rpm.

In February 1993 the Civic range was supplemented by the very attractive American-built Coupe, while two years later the Swindon-built 5 door model appeared. This was destined to be the biggest selling Civic of all in the European market.

Sixth generation (1995-2001): ‘Miracle Civic’ 3 door, saloon, coupe, CRXThe 3 door model increased in size to 4.19 m and now featured clear glass headlights as well as a striking roof line. Engine outputs were also increased without a fuel consumption penalty. The Civic 1.6i ES featured an electronically controlled CVT-gearbox for the first time. In 1998 the Civic series was augmented by the introduction of the family-friendly ‘Aero deck’ estate, another Swindon built model.

Those seeking sports car performance could still opt for outputs of 160 or 170 hp, and the sporting flagship became the new CRX 1.6 VTi with the DOHC-VTEC engine. In 1998, the much-loved CRX appeared in its final form as the special Motegi edition.

Meanwhile, back in Japan the first Civic Type-R model appeared – powered by a 1.6 litre DOHC VTEC engine producing 185 horsepower at 8200 rpm.

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Seventh and current generation: 2, 3, 4 and 5 door models plus Type-RThe new Civic has fresh and innovative styling and a distinctive short nose. It is 50 mm higher than its predecessor. The steeply raked bonnet is particularly aerodynamically efficient, while the arching roof line delineates a large glass area ensuring excellent visibility.

Notable features of today’s Civic are its exceptional roominess, its fascia-mounted gear lever and the remarkable performance/ economy combination of its petrol engines. In May this year, a new diesel-engine model was introduced into the range for European Civic models. It is the second Civic model to be so equipped. The new Civic not only achieves 4 star Euro NCAP crash safety performance, but combines this with a best-in-class 3 star pedestrian protection rating.

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