Honda Accord (from 2002 on)

A little history

One of the most iconic cars to ever bear the Honda name, the Accord has been part of the Japanese constructor’s range since 1976. By the early Nineties, global success brought a determining split between the European and American Accords. Honda started production in Swindon, United Kingdom of an Accord that was definitely dissimilar from its counterpart sold in Japan and North America. To make thinks even more complicated, another split saw the next generation of the car being different on the American and Japanese markets… This confused situation lasted until September 2002, when the seventh-generation Accord was launched. The Swindon factory halted production of the model, and all Accords sold in Europe were made in Japan. On the other hand, the American model produced in Ohio continued to be distinct, and grew slightly bigger.

The Japanese Accord (also called Accord Euro) was available as a four-door saloon and a striking estate. Base engine was a 2.0-litre four, from which a potent 220 hp version was developed as the Euro-R, a variant that was carried over from the previous model. V6 engines remained unavailable in a car that was designed with the middle class in mind.

The American Accord didn’t see a station wagon version, but a two-door coupe, based on the shorter chassis, supplemented the four-door sedan. Standard engine was the very same 2.4-litre four that topped the Japanese and European engine ranges, while American buyers had the possibility of fitting a V6 displacing three litres under their bonnets.

In short, both Accords were willing to answer the requirements of the same markets, that of middle-class families looking for an upper mid-range saloon, though this identical need requested a larger car in America than in the rest of the world.

So I said that the introduction of the new Accord in 2002 simplified things... Well, not fully, as both cars were sold on the main market of their counterparts. That is, the Accord Euro became available on the American soil in 2004, but rebadged as the Acura TSX. The other way around, the American Accord was sold as the plush, V6-powered Honda Inspire in Japan from June 2003.

A new Accord, the eighth generation, was put on sale in December 2007, Honda retaining the U.S./Japan differentiation. Though its design is roughly similar, it is more radically edged and, consequently, more aggressive. The American version grew larger than ever, gaining a whopping ten centimetres in length and receiving a larger 3.5-litre V6 as its optional block. Though a station wagon Accord is still not available in North America, a crossover known as the Crosstour has been added at the end of 2009.

About the models

Model: Honda Accord Tourer
Year: 2003
Maker: Ebbro
Scale: 1/43
Distributed by: Ebbro, “Hot!” series ref. 433
Acquired: brand new, in December 2006, in Hong Kong, S.A.R.

A superb model by Ebbro. I promise that I tried hard, but failed to find anything to reproach to this die-cast. It’s a well-deserved 16/20.





Model: Honda Inspire V6
Year: 2003
Maker: Ebbro
Scale: 1/43
Distributed by: Ebbro, “Hot!” series
Acquired: brand new, in December 2006, in Hong Kong, S.A.R.

Ebbro proposes an Inspire that is almost equally seductive: 15/20.

Honda Integra

A little history

With the Integra freshly removed from Honda’s range, it is time to wonder what will be remembered of this car. For most, the Integra was a sporty coupe but, squeezed between the Civic and the Accord, it actually enjoyed a full line-up for most of its existence, which spanned three decades.

True enough, the well-known three-door hatchback was the first to be introduced in February 1985, and also the very last to disappear, but from October 1985 it also existed as a five-door hatchback and, starting in October 1986, as a plain four-door saloon. The existence of this latter model was justified by the simultaneous introduction of the Integra, rebadged as an Acura, on the North American market. On the technical side, the Integra was a standard mid-range car of the era, powered by a 1.6-litre four driving the front wheels. The car’s boldest feature was its pop-up headlights, which were for a short while a trademark of all Honda vehicles.

The first-generation Integra sold well enough, particularly in America, to substantiate the continuation of the nameplate when, in April 1989, its replacement was introduced. Once again, the three-door hatchback appeared first, closely followed by the four-door saloon in May. The five-door was discontinued at this point. With the disappearance of the pop-up lights, the new Integra looked rather plain, but developed a sporty image thanks to its potent engines – a 160 hp now topped Honda’s offer.

Following a now well-known scenario, the third-generation Integra coupe was introduced in May 1993, while the four-door saloon had to wait until July. Japanese buyers were somewhat disturbed by the car’s look, and most particularly by its four small, round headlights. A rapid facelift (September 1995) solved the problem by giving the Integra a very classical front end, while on export markets, the car remained unchanged as its design hadn’t brought the same controversy as on its home market. Yet more performance was offered by the third-generation, which proposed several engines up to a 180hp, 1.8-litre four when introduced, and a real-time four-wheel-drive transmission. The model that would put the Integra name on the automotive map finally appeared in August 1995: this was the Type R, usually sold as a coupe, though a saloon was also available, powered by a specially-tuned fuel-injected 1.6-litre engine. Equipments such as stiffer suspensions, more efficient brakes, a close-ratio five-speed gearbox and Recaro seats of the Type R unmistakeably gave a very different character to the Integra.

The muscular image thus gained by the Integra after the Type R was released probably played a lot when the fourth-generation of the car was introduced in July 2001: in the midst of a range rationalization, Honda dropped the saloon and concentrated on the sole coupe, which was also an indirect replacement for the departed Prelude. By replacing two coupes by a single model, Honda had also taken notes of the progressive decline of the coupe market, a trend which in turn played against the Integra. Despite its new 6-speed manual gearbox and a standard 160 hp, 2.0-litre four which was boosted to 220 hp in Type R guise, the Integra didn’t generate sales high enough to justify its continuation and, in mid-2006, the last Integras retired, their place in Honda’s range being taken by the more-modest-yet-cheaper performance versions of the Civic.

About the model

Model: Honda Integra Type R
Year: 1998
Maker: Ebbro
Scale: 1/43
Distributed by: Ebbro “Trendies”
Acquired: brand new, in December 2006, in Hong Kong, S.A.R.

Ebbro obviously chose a Type R to represent an Integra. Its model its made in the usual quality the Japanese die-cast maker is known for, and deserve a 14/20.

Honda Mobilio

A little history

Long gone is the time an automobile should make dream its potential buyers above anything else. Today, a car has to be economical, ecological and practical, and so small boxes on wheels seem to flourish everywhere. Note that the concept on fitting as many passengers as possible in a very limited volume is nothing new – the first successful of all certainly was the original Fiat Multipla – but Japanese car makers brought it to new heights.

In December 2001, after receiving a fresh welcome and suffering from poor sales, the Honda Capa enjoyed an early retirement, giving way to a new Mobilio, more modern, more fun than its predecessor. With a relatively long wheelbase, sliding doors and a low floor, the Mobilio was a 4-metre-long-yet-roomy MPV able to seat seven. Extremely large windows were characteristic of the Mobilio, their design purportedly answering the need of putting the glazed areas low enough for young children to enjoy the scenery. As the Capa, the Mobilio could be ordered in 2- or 4-wheel-drive versions, but all through a lone “Multimatic S” continuously variable transmission.

Ten months after its release, the initial Mobilio was joined by the Mobilio Spike. Two seats were sacrificed in order to add cargo room and increase versatility. Apart from this, the Spike enjoyed a slightly different body.

Receiving only minor modification throughout their lifetime, both the Mobilio and Mobilio Spike were withdrawn in June 2008 after the announcement of the Freed, which is unfortunately larger and received a much more tortuous body. Well, beauty is in the eye of the beholder.

About the model

Model: Honda Mobilio Spike
Year: 2002
Maker: Ebbro
Scale: 1/43
Distributed by: Ebbro
Acquired: brand new, in January 2007, in Hong Kong, S.A.R.

An excellent model – but is that surprising from Ebbro? Good paint and parts perfectly adjusted: it’s 15/20 for me.

Honda Fit

A little history

Honda launched its subcompact Fit, which took over the name Jazz on some export markets, in June 2001. Sold globally, this five-door hatchback saloon was fitted with various engines from 1.2 to 1.5 litres. A second-generation Fit/Jazz, roughly similar but larger and more aerodynamic, was unveiled in October 2007.

(This car’s history will be expanded in due time, please be patient.)

About the models

Model: Honda Fit
Year: 2001
Maker: Ebbro
Scale: 1/43
Distributed by: Ebbro, "Hot!" series ref. 43225 (pearl white) or 43228 (metallic blue)
Acquired: brand new, in December 2006 (white) and February 2007 (blue), in Hong Kong, S.A.R.

Excellent job by Ebbro, which proposes a perfectly reproduced and assembled Fit. My rating is 15/20.

Honda 1300

A little history

Until 1969, Honda remained confined to wheeled boxes and a few derivative coupes emitting bee-like screams from under the bonnet each time the accelerator pedal was pressed. In May that year, the Japanese company finally introduced a middle-range automobile, its 1300 saloon. The car was brilliant from a technical point of view, with a 1.3-litre engine cooled by forced air driving the front wheels, quite efficiently thanks to no less than 100 bhp in standard form, 116 bhp in its “99” variant. On the outside, the car looked nonetheless as daring as its bland name implied. The glamour Honda needed was brought by a coupe based on the 1300, which was released during 1970. The styling was both elegant and aggressive, though some regretted the overly beaked central section of the front end. The coupe received the same engines as the saloon, and was called either “7S” with the standard block or “9S” with its more potent version.

The 1300 saloons and “S” coupes were only built until late 1972, when the 145, generally similar except for a more conventional water-cooled engine, was launched, only to be retired two years later.

(This car’s history will be expanded in due time, please be patient.)

About the models

Unfortunately no scale model of the Honda 1300 saloon seems to exist (please correct me if I’m wrong), but at least Ebbro and Norev, among mainstream die-casts makers, have reproduced the coupe.

Model: Honda 1300 Coupe 9S
Year: 1970
Maker: Ebbro
Scale: 1/43
Distributed by: Ebbro, "Oldies" series ref. 43415
Acquired: brand new, in December 2006, in Hong Kong, S.A.R.

A very nice model, to which all my remarks regarding Ebbro’s Isuzu 117 apply. A special mention about the side windows, which are simply beautiful. This model certainly looks great. My rating: 14/20.

Note: I have a brand-new copy of this model that I'm disposing of. If interested, please contact me through e-mail (the address is in my Profile).

Model: Honda 1300 Coupe 9S
Year: 1970
Maker: Ebbro
Scale: 1/43
Distributed by: Ebbro, "Oldies" series ref. 43512
Acquired: brand new, in December 2006, in Hong Kong, S.A.R.

Another 9S, this time with a gold metallic paint and a vinyl-covered roof. The car looks even better under this fancier guise, but honesty forces me to give it the same rate of 14/20 as the previous model.