Junkyard gem: 1984 Honda Accord LX Sedan

By | March 31, 2024

Honda is now on its 11th generation Accord since the first 1976 models reached our shores. Those introductory cars were all hatchbacks, but the first-generation Accord sedan appeared here for the 1978 model year. When the larger second-generation Accord arrived as a 1982 model, a four-door sedan version remained part of the lineup. Production of the second generation Accord continued until 1985; these reliable but rust-prone cars are now all but gone, but I found a fairly solid example at a self-service yard near Denver.

Honda began building Accords at its Ohio plant in 1982 and there are now up to 30 million vehicles built in the United States (including motorcycles), but the current Junkyard Gem was assembled in Saitama Prefecture, Japan.

The only engine available in the US market in 1984 was this 12-valve 1.8-liter ES2 SOHC, rated at 86 horsepower and 98.6 pound-feet. Yes, couple at body temperature!

The twelve-valve design wasn’t about screaming horsepower; Four of those valves were small valves that delivered a rich mixture to the combustion chambers as part of Honda’s revolutionary CVCC system.

The comp Vortex cchecked cThe combustion system was a stratified charge design that amounted to two carburetors in a single unit, one feeding a lean mixture to the main combustion chambers and the other sending a richer, easier-to-ignite fuel-air mixture to low combustion. rooms separated from the main one by a mesh grille. The spark plugs ignited the rich mixture, and the fire spread to the lean mixture next to the door. The result was extremely clean combustion (by 1970s standards), requiring no catalytic converter or other complex and/or expensive hardware to meet increasingly stringent United States emissions standards.

The first CVCC-equipped Civics appeared in the United States as 1975 models and easily met Clean Air Act requirements, while other manufacturers struggled with various glitches that hurt performance and fuel economy. However, as federal and then California emissions requirements became stricter, the CVCC system itself was burdened with clumsy workarounds. In the mid-1980s, vacuum hose diagrams for CVCC engines in the US market resembled a map of the universe, surpassed in complexity just fifteen years later by the infamous General Stanley McChrystal. Stability/COIN dynamics in Afghanistan Powerpoint slide.

The problem had more to do with carburetion than the CVCC system, as it is a nightmare to get a technology invented in 1887 to keep the levels of hydrocarbons, carbon monoxide and nitrogen oxides in internal combustion at very low levels under every conceivable combination of environmental conditions and circumstances. driving situation, especially if you have separate rich/lean circuits in your carbs. What do you do when a car suddenly drives down a slope at an altitude of 1800 meters while it is 30 degrees Celsius outside and the carburetor butterflies suddenly shut? With automated electronic fuel injection and a closed system: no problem! With a carburetor you need a lot of sensors, solenoids, etc. for that one situation… and there are dozens of other special situations.

Honda saved time by adding computer control to some CVCC components; The mid-1980s system worked very well when all its bewildering tangle of components functioned correctly, but it could be maddening to diagnose and repair when something went wrong. Honda began selling cars with its PGM-FI fuel injection system here in the 1985 model year; the last CVCC cars on the US market were 1987 models (Accords and Preludes without a CVCC carburetor were sold here until 1989). Automotive history is what we look for in the junkyard!

For 1984, there were two grades of the Accord in the United States: base and LX. This is a range-topping LX with an automatic, so MSRP would have been $10,299 (about $31,365 in 2024 dollars). Honda still uses the LX designation, but on the cheapest Accord; the upmarket 2024 Accord EX starts at $29,910 and is much bigger, faster, safer and more comfortable than its predecessor from four decades ago. See, back in the day were not always better; the 2024 Accord actually gets much better fuel economy than the 1984 Accord, despite the ’24 Accord weighing half a ton more than the ’84 Accord and despite the ’24 Accord being a lot cheaper in adjusted dollars.

Amazingly, the LX Accord came with what would have been considered an excellent audio system by 1980s standards. AM, FM and cassette with track detection, Dolby and metal capabilities, plus a three-band equalizer and digital tuning.

The second generation Accord was a terribly good value for its time and for decades it retained strong resale value (it wasn’t until smog testing regimes in some states became much stricter in the early 2000s that it became difficult to pass an emissions test in a CVCC accord). I found one discarded example with over 400,000 miles on it.

This one has 344,719 miles, which is respectable, but nowhere near outstanding for an ’80s Accord. For an ’80s Accord odometer from a junkyard Real impress me, it must have over 600,000 miles, or at least 500,000. It’s very unusual for a junkyard Honda to have little mechanical maintenance indicators on the speedometer not are red across the board; few bother to reset them even when maintenance is taking place.

I bet it was a runner when it got here, but the rust doomed it. Road salt is used sparingly here, and the single-digit humidity dries out damp areas before they can rot from leakage through weather stripping, but Japanese cars of this era were tasty snacks for the Rust Monster, even in not-so-corrosion-prone regions.

It seems like most second-generation Accord commercials were for the hatchback, but here’s one for the fuel-injected 1985 Accord SE-i sedan.

In Japan, this generation of Accord sedan became stylish SALON badges on deck.

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