Recap: In May of 1976, Honda started offering the Accord is a mid-size model in its lineup; with production taking place in Sayama, Japan. Like the first generation Civic, it employed CVCC technology in its engines.
The second generation, which debuted in 1982, saw a slight downsizing in terms of exterior dimensions. Also, the CVCC technology was abandoned in favor of more efficient electronic fuel injection (EFI).
The third generation Accord debuted in 1986. This generation saw the debut of the USDM 2-door coupe, which was reverse-imported from Japan.
The chassis code for the Accord changed from “CA” to “CB” when its fourth iteration debuted in Japan in 1989, and North America in model year 1990. For North America, the sedan, coupe and wagon were available. The fourth-gen Accord kept a relatively same fascia all throughout the generation, save for a 1992 facelift.
The fifth generation “CD” series Accord debuted for model year 1994. As before, three body styles were made available: sedan, coupe, and wagon. The LX-V6 and EX-V6 models got power from the same motor as the Acura Legend. While the CD-generation Accord kept a relatively same fascia throughout the entire generation, it received a slight facelift for 1996.
Model year 1998 saw the debut of the sixth generation “CG” series Accord, which was the USDM version built in Marysville, Ohio. Honda of Japan built their own series in Sayama, Japan. The wagon was discontinued, leaving only the sedan and coupe for the USDM.
The seventh generation Accord debuted in model year 2003. Initial engine options were a 2.4-liter and 3.0-liter, but in 2005 Honda debuted the Hybrid model. This got a different 3.0L V6 paired to an electric motor.
The eighth generation Accord ditched the hybrid variant and got the 2.4L and 3.5L gas engines. However, for its ninth-generation 2014 debut, the Accord came available with a plug-in hybrid variant, which got a combined 46 MPG.
The tenth generation Accord entered production in September 2017 for the 2018 model year in North America. The only available body style is the 4-door sedan. Compared to the previous generation’s sedan, it has a wheelbase 54 mm longer, at 2830 (111 in); and exterior length increased by 20 mm (to 4882 mm). The width was kept the same. Engine choices consist of two turbocharged inline-4s: the 192 horsepower L15B7 and the 252 horsepower K20C4. Although the K20 engine in the Accord is the same as with the Civic Type R’s K20 engine, having the same 9.8:1 compression ratio, power output is lower due to the Accord’s smaller turbocharger. This also puts torque (273 ft/lbs) and redline (6800 rpm) at lower levels than the Civic Type R. Honda Sensing is standard across the lineup as a driver assistance and safety system.
In 1964, General Motors debuted its new mid-size version of the A-platform. Included in the A-body family besides the El Camino and Malibu SS was the Chevelle. This vehicle was designed to compete in sales against other compacts and mid-sizers like the AMC Rambler, Ford Falcon, and Ford Fairlane. Throughout its entire production run, the Chevelle would see a variety of body styles, even including a 4-door sedan and station wagon.
The first generation Chevelle had a wheelbase of 115 inches (2921 mm). In its initial season, the Chevelle was available in three trims: Chevelle 300, Chevelle Malibu, and Chevelle Malibu Super Sport (SS). The base Chevelle (the 300) could be had with a 194 CI (3.2L) inline-6, good for 120 horsepower @ 4400 rpm. The Chevelle was updated in 1965, with a “Deluxe” model added to the 300 lineup. The Chevelle Super Sport (SS) debuted with a Malibu SS badge. Thus, this car is also called Chevelle Malibu SS. A 327 (5.4L) Small-Block V8 was a regular production option (RPO) on the 1965 SS. This Small-Block turned out 350 horsepower.
1966 saw an update to the Chevelle and Malibu SS. In the United States, the Chevelle and Chevelle SS became their own lineup, while the Malibu SS remained in the Canadian lineup. The SS396 was equipped with a 396 CI (6.5L) Big-Block V8, which produced 325 horsepower, or an upgrade option which saw power amped up to 360 horsepower. Another option above that, still using the 396 Big-Block V8, was the L78, which threw out 375 horsepower @ 5600 rpm. The 300, 300 Deluxe, and Malibu remained in the lineup for 1967. Included in the lineup, other than in the SS, was the 396 Big-Block V8. This turned out the same 325, 350, and 375 horsepower levels as in the SS.
1968 saw the introduction of the second generation Chevelle. The wheelbase for the coupe now sat at 112 inches (2845 mm), and the sedan and wagon sat at 116 inches (2946 mm). The base models were the 300 and 300 Deluxe. The latter was available as a 2-door hardtop. 1969 saw a slight cosmetic restyling to the Chevelle lineup. The lineup consisted of the Nomad, 300 Deluxe, Greenbrier, Malibu, Concours, and Concours Estate. The base 300 was dropped from the lineup. The SS 396 still turned out 325 to 375 horsepower from its 396 Big-Block.
1970 saw a more rectangular profile to the Chevelle, as opposed to the “coke-bottle” styling it had in the 60’s. The SS came with two options: the SS 396 with the 402 CI engine, and a new 454 model. The optional LS6 added an 800 CFM Holley carburetor to the 7.4L Big-Block, turning out 450 horsepower and 500 lb/ft of torque. 1971 saw a cosmetic redesign to the Chevelle lineup. It was rectangular like the 1970 model, but the lights had changed. The front fascia was designed to have two headlights flush with the grille, whereas earlier Chevelles had four headlights. The 454 Big-Block was exclusive to the SS. Because of the low-octane gas mandate, all engines produced lower amounts of power. For 1971, the 454 Big-Block in the Chevelle SS turned out an advertised 365 horsepower. That figure was dropped to 270 horsepower in 1972, the last year of the cowl induction 454.
1973 saw a dramatic redesign to the Chevelle lineup. The convertible and 4-door hardtop was discontinued, leaving the 2-door coupe, 4-door sedan, and station wagon in the lineup. The coupe was referred to as “Colonnade Hardtop”, and it had a shorter wheelbase than the sedan and wagon. Only the latter two shared the same 116-inch wheelbase with the Monte Carlo, with which the Chevelle shared the A-body chassis. The base engine for the Deluxe and Malibu models was a 250 inline-6. The Deluxe model was dropped in 1974, leaving the Malibu as the new base. In 1976, the headlights on the Chevelle models were redesigned: more rectangular accents outlining the round lights like brackets, flush with the redesigned grille. The two coupes (formerly Colonnades) were now the Malibu Classic Landau, with the vinyl roof; and the Malibu SS, the “hardtop”. The top-of-the-line was a 350 V8. The Chevelle ended production in 1977, except for the Malibu model, which remained in production as a downsized model many years after that.
The Buick Regal is a mid-size automobile in production since 1973. Upon its debut, it was based on the Century, hence the initial naming “Century Regal” (but that name was dropped by the end of the first generation’s run). Like the Century, the Regal rode on the same GM A-body platform and was assembled in Flint, Michigan. Engine options ranged from a 231 CI (3.8L) V6, 350 CI (5.7L) V8, and a 455 CI (7.5L) V8. Depending on the model, the car’s length was at 212 – 216 in (5400 – 5500 mm), and wheelbase between 112 – 116 in (2800 – 2900 mm).
General Motors downsized many of their vehicles in 1978. Chief among these downsized vehicles were the two Buick models, the Century and the Regal, still riding on the A-body. But by that time, the original A-body was well over 40 years old, and the lineup soon needed a new chassis to ride on. From 1981, the Regal would ride on the G-body, shared with the Chevrolet El Camino, Monte Carlo, Oldsmobile Cutlass Supreme, Pontiac Grand Prix, and other models.
1981/1982 saw an update to the Regal lineup. The car was made to be slightly more aerodynamic, given Buick’s entry into NASCAR. Celebrating Buick’s victories in the Daytona 500 and Winston Cup Grand National, Buick re-engineered the Regal into a lineup of street-legal high-performance variants called Grand National, Turbo-T, and T-Type. Initially, 1982 Regals with the GN package came with a 4.1L V6, throwing 125 horsepower. 1982 saw very limited production of the Grand National, and this model was discontinued, with the 1983 high-performance variant being available only with the Regal T-Type. The Grand National returned in 1984; this time with a turbocharged 3.8-liter producing 200 horsepower. Of the 2,000 Grand National models produced in 1984, approximately only 200 were made with the “T-Top”, making them the rarest Grand Nationals. 1986 saw a power upgrade to the Grand National: 235 horsepower versus the previous gen’s 200. The power was bumped up again in 1987, and that year, the T-Top was discontinued, leaving only the Grand National and the Turbo-T.
In 1987, GM partnered with McLaren and American Specialty Cars (ASC) to create the “GNX” (Grand National Experimental). This very-limited high-performance mule was distinguished from other Grand Nationals by a special stealthy all-black with black trim look, and an upgraded version of Buick’s 3.8-liter. This unit developed close to 280 horsepower at 4400 rpm. This car was considered to be in supercar territory, facing off against the Porsche 911 Turbo at the drag strip. At the quarter mile, it was faster than the Porsche (12.7 seconds at 113.1 mph vs. the ’86 Porsche Turbo’s 13.1 sec at 105 mph).
The third generation transitioned to the front-wheel-drive W-body platform in 1988. This was the “first-generation” W-body which featured the same 107.5 inch wheelbase for the Oldsmobile Cutlass Supreme, Pontiac Grand Prix, and Chevrolet Lumina sedan. Engine choices were a 2.8L V6 (developing 125 horsepower); 3.1L V6 (140 horsepower from 1989 to 1993; ’94-up threw 160 hp); and a 3.8L V6 (170 horsepower from 1990 to 1995; 200 hp for 1996). Although the top of the line Regal was the Gran Sport (GS) model, there was no supercar-style high-performance variant like the previous generation had. This generation would be strictly a practical executive mid-size vehicle.
The Regal was revamped for 1997, this time sharing a similar body with the Century. Both it and the Century rode on the W-body platform. These cars were the “second generation” W-body, an upgraded version of the automobile platform whose wheelbase was increased to 109 inches. Starting in 1997, both the Regal and Century were available only as 4-door sedans, and retained this trend until the end of their production runs (the Regal discontinued in 2004, with a hiatus until it relaunched in 2011; the Century discontinued in 2005 with no successor, other than being replaced in the Buick lineup by its Regal sibling). Although the Chinese-market Regal was available with inline-4 and V6 engines, the only engine option available for North America was the 3.8L “Series II” V6, available in two variations: L36, with 205 horsepower; and the supercharged L67 (developing 240 horsepower). The L67 was employed in the top of the line GS. After the Regal ended production in 2004, the LaCrosse/Allure replaced it in Buick’s mid-size lineup during the Regal’s hiatus.
In 2008, GM debuted the next iteration of their mid-size front-wheel-drive platform, dubbed Epsilon II. This platform was the basis for the new Buick Regal sedan, which debuted in China in 2008. Compared to the previous generation, this model had a shorter wheelbase sitting at 107.8 in (2738 mm). This Regal was a rebadged version of Europe’s Opel Insignia executive car, and the Epsilon II platform was also shared with the LaCrosse/Allure, Cadillac XTS, Chevrolet Impala, Chevrolet/Holden Malibu, Roewe 950, and Saab 9-5. The newfangled Buick Regal made its world debut at the 2009 Los Angeles Auto Show in December that year, and began North American sales in February 2010. Initially, the car came in two trims: CXL and CXL Turbo.
At the 2010 North American International Auto Show in Detroit, Michigan, the Regal GS made its debut as a concept car. This vehicle employed a turbocharged 2.0L inline-4, developing 270 horsepower, 50 more horses than the production CXL Turbo’s output. The GS entered production as a 2011 model, and in 2014 it was detuned slightly. This generation was produced until 2017.
For model year 2018, the Regal was redesigned. The 4-door sedan was exclusive to China, while elsewhere two new body styles debuted: a raked 5-door fastback and a station wagon called TourX. It was based on the “Epsilon” platform as before, but this time, was renamed E2XX, sharing this platform with the Cadillac XT4, Chevrolet Malibu, and Holden Commodore.
In May 1976, Honda Motor Co debuted an economy car a grade up from the Civic, and this mid-size Accord model has been a successful mainstay in the Honda stable for many years. The first generation model was available either as a 3-door hatchback or 4-door sedan. The engine options at the time were a 1.6L inline 4 and a 1.8L four. Both the Japanese and American Accords were assembled in Sayama, Japan.
Model year 1982 saw the introduction of the second generation model. This was the first generation USDM Accord to be built in Marysville, Ohio. In Japan, the second gen’s debut coincided with the debut of the similar Honda Vigor. Dimensionally, this model changed as well: exterior length was down by 40 mm to 4410 mm, versus the first gen’s 4450. Many of Honda’s models employed “CVCC” technology in their engines, as did the Accord. But 1984 saw an introduction of electronic fuel injection (EFI) to the Japanese Accord lineup. The American EFI version came in 1985.
The third generation Accord debuted for 1986, and this generation saw the introduction of the 2-door coupe. In Japan, there were several different versions of the Accord: CA1 (with the 1.8L A18A), CA2 (with the 1.8L B18A), CA3 (with the 2.0L B20A), and the ’87-up CA5 with the 2.0L A20A. American and Canadian versions ranged from BA, CA5, and CA6. The CA6 was the 1988 Accord Coupe, similar to (or same as) Japan’s ’88 CA6 coupe. The North American VINs for the Accord actually started either with “JHM” or “1HG”, denoting “American Honda Motor”. Some ’87 to ’88 models started with “2HG”. For example, the first 6 digits of the VIN of a 1988 Accord coupe would go something like “JHMCA6” or “1HGCA6”.
September 1989 saw the debut of the CB series Accord in Japan. This prompted the 1990 model Accord in North America. For this generation, a station wagon was introduced, and the 3-door hatchback was discontinued. The engine lineup included four inline-4s. They were the 1.8L F18A, and three F-series’s, F20A (SOHC), F20A (DOHC) and F22A (SOHC).
1992 saw a refresh to the Accord model. Notable cosmetic changes included a restyled front splitter (front bumper), conversion to amber turn signals on the front, and restyled tail-lights. This refresh would last until the end of the model’s run in 1993.
The CD series Accord debuted in most markets in September 1993. The body style choices remained the same from the previous generation: 2-door coupe, 4-door sedan, and station wagon. The engine options also varied depending on the year and trim. The CD3 got a 1.8L F18B, and the CD5, CD6, CD7, CD8, and CD9 models got the 2.0-liter or larger “F-series” engines. Model year 1995 saw the introduction of a V6 into the Accord lineup. The CE6 Accord LX-V6/EX-V6 got the 2.7L C27A4 shared with the Acura Legend. The Accord got a mid-cycle refresh for 1996, and the 1997 model (the final year for the “CD” generation) remained relatively the same.
The Accord underwent a renewal for its sixth generation in August 1997, for the 1998 model year in North America. This series is referred to as the CG. At the same time, in Japan, a slightly different model, the CF/CL debuted. The CL was the high-performance Euro-R, something North America did not receive. Although a wagon variant existed in the lineup in Japan, for North America the wagon was discontinued, leaving only the sedan and coupe. While the Sayama plant in Japan built both the JDM and USDM Accords for this generation, the Marysville plant built only the USDM version. Upon its introduction, the Accord was available only as a sedan, but gained a coupe model one year in. The 1.8-liter was discontinued, and the engine lineup consisted of 2.0-liter or larger. The Accord got a refresh in 2001, and continued production through 2002.
The CM series Accord debuted in September 2002 for North America. Initially, the engine options were 2.4L K24A4 and the 3.0L J30A4. They produced 160 and 240 horsepower, respectively. In 2005, the US got a hybrid model, which employed a 3.0L V6 (not the same as the J30) paired to a 144V electric motor. Total system output was 255 horsepower @ 6000 rpm. The Accord was refreshed in 2006, and the base motors from before were altered for higher power output. The 2.4L upgraded to the 166 hp K24A8, and the 3.0L V6 to the 244 hp J30A5.
Model year 2008 saw the start of the eighth generation Accord. It was slightly larger than its predecessor, being 4950 mm long and 1847 mm wide. The chassis codes varied depending on the model and engine combo. The CP2 got the 2.4L K24Z2/K24Z3 (sedan); the CS1 the K24Z3 (coupe); CP3 the 3.5L J35Z2 (V6 sedan), and the CS2 the J35Z3 (V6 coupe). The Accord got a refresh in 2011, and the generation ran production through 2013. There were no hybrid models for this generation.
The ninth generation Accord debuted in model year 2013. This model was shorter (4862 mm) and wider (1849 mm) than the previous generation. While Honda did declare the Accord (at least since the last model) would not have (or need) a hybrid variant, in model year 2014 the Plug-in Hybrid debuted. The maximum combined city/highway EPA rating was 46 MPG (5.1 L / 100 km). US production would be limited to 1,030 units.
The Accord was refreshed in 2016, but the Plug-in Hybrid was discontinued. The refreshed model in this generation would last only until 2017, before the end of its production run followed by the introduction of the tenth generation Accord.