Car 1: 1994 Sherwood Green Legend Coupe LS 6-Speed.. 402k and Counting
iTrader Score: 0 reviews
Some Legend Reading Material
I am in this Scientific Writing class and was recently shown how to access old newspaper archives. I found some cool stuff when I typed in Acura Legend, so let me share some of it. Most of it is for coupes, but let me know if there is anything in particular you want me to access, I think I can get most US newspapers too.
'93 Acura Legend Coupes likely to become collectibles; [Final Edition]
Jeremy Cato. The Record. Kitchener, Ont.: Nov 7, 1997. pg. D.4
Acura's Legend Coupe is a prime example of a very good car that almost nobody wanted to buy -- although those who did fell in love and are now loathe to part with them. Thus, used ones go for a premium.
What's more, Acura hasn't made any new Legend Coupes since the third generation Legend was reborn in 1996 as only a sedan with the new moniker 3.5RL. My bet is that someday, say in 15 or 20 years, Coupes built from 1992 to 1995, the recommended years, will be considered interesting and valuable collectibles.
For the present, it's worth remembering that the second and last generation Coupe arrived with high hopes just as Canada had become gripped in the worst recession since the Great Depression. Try selling a $40,000-plus two-door in that climate. Acura did and lost money in the effort.
Nonetheless, for its time the Coupe proved to be a sophisticated personal luxury car, with lots of technological innovations and elegant styling.
Those who bought were slightly greying baby boom executives who are most likely to have done a good job of caring for their cars -- or paying someone to do so.
So if you find one for sale today, don't be surprised to find all the service records at the ready, for the asking.
Back at its introduction, the chief engineer for the coupe, a fellow named Sugiyama, described how they used an America's Cup racing yacht as the image on which they hoped to model the Legend. Their plan was to create a car with the looks and driving characteristics of a sleek, fast,
manoeuvrable ocean-going champion. In most respects they succeeded.
More aggressive than luxurious
Compared to the four-door Legend sedan of the time, the coupe is much more aggressive than luxurious. It was also smaller between the axles (wheelbase) and in overall length. As you might expect, that meant a penalty in interior room -- especially the back seat. The coupe also had firmer suspension tuning and if you test drive an older one, make sure things haven't gotten soft over the years.
The only engine choice in those years was 3.2-litre, single-cam V6 engine with 24 valves. At 3.2-litres, it's almost 20-per-cent larger in displacement than the engine in the first Legend, and with 200 horsepower, it's 26-per-cent more powerful.
Bottom line: if you go for an older Legend Coupe, you'll be trading down in power.
Acura Canada began selling the last generation Coupe in the spring of '92 and, as in the past, the lineup included in L and super-equipped LS versions. The latter had everything from burled walnut and leather upholstery to a great sound system.
1993 Acura Legend Coupe LS
Red Book pricing (average retail):
1996: Not available.
1995: $35,025 ($53,000 original manufacturer's suggested retail price).
1994: $27,7750 ($49,400).
1993: $23,600 ($50,000).
1992: $18,525 ($45,460).
1991: $15,825 ($43,565).
1990: $11,675 ($42,295).
Buyer's alerts: Surprisingly, some fit issues cropped up in 1994, along with dealer service bulletins on poor radio reception and a steering wheel shimmy. Worth making sure they've been addressed. In particular, look for scratches on the door glass indicating metal clips are rubbing.
The verdict: Good car, bad timing. The '93 model year is probably your best bet.
Car 1: 1994 Sherwood Green Legend Coupe LS 6-Speed.. 402k and Counting
iTrader Score: 0 reviews
This one is interesting, one of my favorite players (who recently retired) Gary Roberts had a Acura Legend
Maurizio Lobalsamo. Toronto Star. Toronto, Ont.: Nov 15, 2000. pg. 18
Leafs like big, roomy vehicles ; Toronto's pro hockey players like their SUVs, but some have other plans; [Ontario Edition]
It smelled worse than garbage day on Spadina Avenue, but to me, nothing could be so sweet. I was in the Home Team's dressing room after a morning practice at the Air Canada Centre talking cars with Toronto's beloved Maple Leafs.
You might think the young and athletic Leafs drive sleek performance cars. Think again; most of the half dozen or so players I spoke with prefer the comfort and roominess of a trendy SUV.
Gary Valk is a great guy to talk cars with. His father has had a mechanic shop in Edmonton for the last 30 years. Gary grew up around cars.
"My first car was a '67 Camaro," recounts the right winger, as he unlaces his skates. "It had a V6 in it, so we tore it all apart and put in a 350 . . . slicks on the back, headers, all souped up.
"We used to go drag racing with it in the north end of Edmonton."
As Valk grew older his tastes changed. "As soon as I got traded to Anaheim I bought a Beemer convertible, but I had to get rid of it; I have a child now." Now, Valk drives a family-friendly Jeep Cherokee.
But he remembers previously owning vehicles better suited to the singles' lifestyle- a Mazda RX7 Turbo and a Toyota Supra.
He does not own as many cars as he'd like, mainly due to lack of garage space, but would like to buy an older car for fun. "My dad got me going on those old Fiat Spiders and MGAs. As soon as I get settled down somewhere, I'd like to get a toy like that."
I ask what he keeps in his glove compartment. "A lot of diapers and baby wipes."
"And they aren't for his kids!" yells an unidentified leaf assistant from across the room, to laughter.
Gary Roberts used to drive a 1997 Mercedes S500, but the Canadian border authorities would not let him bring it into Canada without expensive alterations.
"It was going to cost between $4,000 and $5,000 to have it changed . . . so I ended up selling it to my ex-team mate Sean Hill in St. Louis."
Roberts' previous vehicles have included a BMW convertible, Dodge Ram V10 4x4, 5-L Mustang and a '66 Corvette. Now he drives a Chevy Tahoe. His favourite car? His Acura Legend 6-speed coupe.
"It wasn't a real sports car, but it drove like one," says this season's leading Leafs goal scorer.
Wouldn't he like a sports car?
"I drove [Doug] Gilmour's Ferrari and it was pretty amazing."
Roberts prefers the new Porsche 911s. "A buddy of mine has a Porsche dealership in Newmarket; he's been calling bugging me to buy a Porsche- they're pretty nice looking."
"I'm kinda a cottage guy now," concedes Roberts. "I got a cottage and dirt roads, so you will probably see me driving a truck for the next few years . . . maybe I'll have a toy down the road."
I ask him if he likes electronic goodies, such as high-end audio and video equipment, in his car. "I know in the trucks they're all putting the big monitors in, but my daughter is 10 now and we don't go on too many long drives. We're past that stage of trying to keep the kids occupied. But it sure is a good idea nowadays- a great idea."
Roberts prefers a manual gearbox to an automatic, but not in heavy traffic. "Driving down Yonge Street or down Mount Pleasant to come to the rink, I couldn't imagine driving a stick-shift- especially for a guy that likes to drink coffee while he drives."
Alyn McCauley is a car nut. "I'm always buying car magazines," explains the centre. "I just bought the Dupont Registry (a magazine on luxury living); there's a lot of nice cars in there."
He drives a purple 1998 Volvo C70 Coupe, but he tells me his dream car is a Lamborghini Diablo.
I ask him if he will ever buy one.
"Like to," he chuckles, "maybe one that's 10 years used.
"One car I'd like to get is the [Nissan] 300 ZX . . . Twin Turbo," he confesses. "I'm not a big fan of doing a lot to the car," he says. He prefers to keep his vehicles in stock form.
Standing 6'4" barefoot, Cory Cross is the tallest of Leafs. He drove a 1999 BMW 528 back in Florida when he played for Tampa. He drives a Cadillac Escalade now.
"I need a big vehicle to be comfortable," says the towering defenseman, as he smiles down at 5'10" me.
When he was living in the U.S., Dimitri Khristich piloted a dark green 1995 Mercedes 320 convertible. These days, he drives a Jeep Wrangler soft-top.
"I bought it for fun and I kinda like it," explains the left winger as he removes his equipment.
I catch Brian McCabe as he leaves the dressing room. He owns a GMC Yukon.
My time running out, I realize I have to snag the big C. Readers will want to know. I ask him about his wheels.
As befits the captain of the good ship Maple Leaf, Mats Sundin, it turns out, drives a Navigator.
__________________
My Legend:
Its a love hate kind of thing, but with allot more love.
I am a cowboy, Legend Coupe I ride - Wanted Dead or Alive
Car 1: 1994 Sherwood Green Legend Coupe LS 6-Speed.. 402k and Counting
iTrader Score: 0 reviews
Another Calgary Flames Connection, Al Coates was the former GM of the Flames, and was responsible for bringing Jarome Iginla over in an infamously unpopular trade which paid of huge. He Loves his legend
Gas tax bonanza should be ours; [Final Edition]
AL COATES. The Record. Kitchener, Ont.: Aug 27, 2005. pg. F.2
My daily -- and quite unpimped -- ride is a 13-year-old Acura Legend coupe, loaded to the sunroof with every automotive bell and whistle known to mankind. The CD player, of course, no longer works. The air conditioner conked out this summer.
Last year, a fender job cost me four grand. This year, in addition to the usual brake job and exhaust jobs, and in addition to the master-cylinder replacement, there is also a little repair awaiting my Mastercard on something called an electronic speed sensor.
Each and every year, I spend the equivalent of the annual gross domestic product of Burkina Faso to keep this little beauty on the road -- and I would not fault the guys down at Fairview Acura if they had my home number on speed dial.
I, being male, think my little Legend is a classic. I cannot bear to get rid of it. I tell my gracious and lovely spouse that I love things that are old. She, being female and therefore perceptive, catches the drift immediately and responds that I am a twit.
Somewhere between those two solitudes -- my love for an old car, her apparent love for an even older fool -- might lie the basis for compromise. Which probably means that, sooner rather than later, I shall have to admit defeat and buy a new car.
I thought of this the other day while providing my automotive sweetheart with some $1.10-a-litre, 91-octane nourishment at the local gas bar. Hmmm, 60 bucks and change to fill 'er up, I was pleased to observe. A new all-time high. That's gotta be good, right?
Well, yes, it is, especially if you are Paul Martin and Ralph Goodale, the guys who cook -- oops, I mean, balance -- the books up Ottawa way. Let's start with the small stuff, my little fillup:
Of the $60 in gasoline that went into my tank, about 38 per cent of it -- more than 20 smackers -- went directly into the hands of the provincial and federal governments. There are taxes upon taxes upon taxes in the gas-pricing business and it all starts with a 10- cent-per-litre federal excise tax. Then, there's a 14.7-cent-per- litre provincial tax on top of that. Then, there's a 1.5-cent-per- litre federal "deficit-elimination'' tax on top of that. (Hey, didn't we eliminate the deficit a few years ago?)
Then, on top of the basic gas price, and on top of all those taxes, comes the dreaded seven per cent GST? Have you noticed here that Ottawa is actually taxing taxes? Have you noticed also that as the basic gasoline price rises, Ottawa benefits handsomely through the GST escalation?
For the current fiscal year 2004-05, the Canadian Taxpayers Federation estimates the 10-cent excise tax alone will add nearly $4.5 billion to the Ottawa treasury. The GST on gasoline will add nearly $1.2 billion. Starting this year, Ottawa, in its benevolence, will return part of that windfall to the provinces through an escalating gas-tax transfer, but that concession is relative peanuts: Ottawa will collect a total of $36 billion in gas taxes over the next six years; it will give only $5 billion or so to the provinces.
Now, let's be honest about this gasoline business. Fact is, we are all either goofy or in denial. Giant 4x4 pickups to pick up some milk at the 7/11. Real-estate agents swarming around in Hummers. Soccer moms in Escalades. Maybe $1.50 a litre will put an end to it. Then again, maybe not -- it's still a free world out there, isn't it?
But something is bound to give. The major airlines -- reeling on the fumes of high-flying jet-fuel costs -- have already jacked up their fares with fuel surcharges. Just this week, Air Canada announced new surcharges on heavy luggage -- after Oct. 12, passengers will be permitted only two checked-in bags, each with a maximum weight of 23 kilograms. The current limit is 32 kilos. After Oct. 12, the penalty for luggage over 23 kilos will be $35 per bag for domestic flights and $60 for international.
This stuff isn't just a smoke-and-mirrors cash grab by Air Canada. In its fiscal second quarter this year, the airline's fuel costs jumped 42 per cent over the first quarter. In dollar terms, Air Canada spent $156 million more in Q2 than in Q1.
But even with crude at $67 US a barrel, this globe of ours continues to spin on its axis. Presumably, the sun will rise tomorrow, likely in the east.
I will still be driving my classic, costly automobile. My buddies will still be driving their 4x4s and Vettes and, even with gas at $1.10, they'll still haul their toys up to Southampton or Parry Sound every weekend to run their power boats around the lake.
Up in Ottawa, Martin and Goodale will strip to the buff, toss all our money into a giant bathtub and swim in it.
These guys are in political paradise. They'll take in $5.7 billion through the gas-tax grab this year and more than $36 billion over the next six years.
This year, in sum, they'll run a $9.5-billion budget surplus. Next year, barring something nasty and unforeseen, the surplus will top $11 billion.
That money, in case anyone has forgotten, is yours and mine -- and I, for one, would like to have some of it back. One day soon, I'll need a new car.
Car 1: 1994 Sherwood Green Legend Coupe LS 6-Speed.. 402k and Counting
iTrader Score: 0 reviews
Acura's Legend lives up to name; [Final Edition]
MARK TOLJAGIC. Cambridge Reporter. Cambridge, Ont.: Jan 24, 2002. pg. C.6
2002 The Cambridge Reporter. All rights reserved.
Having once parked cars at an upscale hotel downtown, "Lenny" has sampled some of the most exclusive motor cars on the planet: Ferrari, Rolls, Aston Martin. Ask him which one he most enjoyed wheeling around the garage and he doesn't think twice.
"Acura Legend," he says, with the fervour of Homer Simpson eyeing a dozen donuts.
Admittedly, Lenny hasn't jockeyed cars since the early '90s, but I never forgot his eyebrow-raising conclusion.
It took a lot of cojones for Honda to anoint its flagship car the Legend in 1986. It represented the firm's first foray into the uppity luxury market. It was its first six-cylinder car, to boot.
Honda gave the car its own dealer network, dubbed Acura, thereby launching a new segment of premium Japanese brands, joined four years later by Toyota's Lexus and Nissan's Infiniti (Mazda's Amati was stillborn).
At first, the boys in Munich regarded Acura with the same derision reserved for sidewalk gum. Then a funny thing happened. The car started living up to its name.
CONFIGURATION
The front-drive Legend came to Canada in 1987 both as a four- door sedan and two-door coupe. The coupe was powered by a slightly larger version of the sedan's all-aluminum 2.5 L V6, making 160 hp and 162 lb-ft of torque. The 2.7 L engine appeared in the sedan soon afterwards.
Buyers could choose between a four-speed automatic transmission and a five-speed manual. Inside, the cabin had the same airy feeling present in all Hondas of the era. Only the optional leather seating seemed un-Honda-like.
The first-generation Legend soldiered on until 1991. With Lexus and Infiniti now firmly ensconced on the scene, Acura was compelled to make the new model bigger and more luxurious without sacrificing Honda's characteristic lightness of being.
The 1992 model was much larger and heavier, and unfortunately lost some of its nimble handling.
Increases in bore and stroke increased the engine's displacement to 3.2 litres. That, coupled with direct ignition and enhanced valve gear, provided 200 hp on tap and 210 lb-ft of thrust. While oriented longitudinally, it still drove the front wheels.
A bigger, fatter coupe followed the sedan's lead, but it wore more aggressive tires and benefited from firmer damping rates, answering critics who griped the Legend had grown too soft. The sedan and coupe were destined to serve two distinct markets.
Acura redefined itself in 1996, jettisoning its Legend-ary name in favour of European-style alphanumeric nomenclature. Sadly, the manual transmission and coupe were buried along with the nameplate.
The 3.5RL carried over much of the Legend's platform; even the 3.5 L V6 was familiar. The small displacement increase was derived by extending the stroke to yield more useful torque: 224 lb-ft at only 2,800 rpm.
What the new car gained, in addition to 100 kg, was noise, vibration and harshness - improvements that were hardly needed.
Too bad they meddled with the styling: the new car had grown tall and bloated.
ON THE ROAD
Equipped with a manual shifter, the first-generation Legend could attain highway speed (96 km/h) in 8.1 seconds; 9.6 with the automatic.
Braking was poorer than average: it took 61 metres to stop from 112 km/h. And the car did not have a tenacious grip on terra firma, generating only 0.75 g on a circular skidpad.
But, as with some cars, numbers don't tell the whole story. Turn- in and on-centre tractability were above reproach; the variable- assist power steering was nearly perfect.
The 1992-'95 Legend, with its 200-hp V6, was quicker. A manual- transmission version could attain highway velocity in about 7 seconds (8.2 for the autobox) -- sweet territory. The ride was supple and well-controlled.
The 1996 3.5RL completed the transformation to high-zoot cruiser, surrendering the last vestiges of sporty playfulness for the cocooning qualities of a leather-lined bank vault.
WHAT OWNERS SAID
Owners liked the original Legend for its V6 power and refinement without the high-buck pretensions.
"I wish Acura would not have started competing with Lexus and the like. They had a nice niche, being slightly below Lexus and above Nissan."
Even the pricier 3.5RL was viewed as a sensible alternative, says Irvin Schein. "I leased a 1996 Jaguar VandenPlas for two years. What crap. The RL is far superior in every respect, except 'prestige' value, whatever that is."
Owners complained of transmission and clutch failures, and of clunky shift quality. Prematurely worn front-end suspension pieces, as well as brakes, were commonly reported. Rust was a problem in the earlier cars.
Still, for those with a hankering for running with the big dogs, better to do it from behind the wheel of a fancy Honda than some boutique auto maker. That's what Lenny thinks, anyway.
[Illustration]
Caption: Photo: The Acura Legend was replaced for the 1996 model year, with the RL series of vehicles (shown above is the 1999 RL) after Honda's upscale division decided to play up the Acura name in its line-up.
Credit: TORSTAR NEWS SERVICE
__________________
My Legend:
Its a love hate kind of thing, but with allot more love.
I am a cowboy, Legend Coupe I ride - Wanted Dead or Alive
Car 1: 1994 Sherwood Green Legend Coupe LS 6-Speed.. 402k and Counting
iTrader Score: 0 reviews
Legend short on doodads, long on quality issues; [Final Edition]
Jeremy Cato. Expositor. Brantford, Ont.: Feb 15, 2001. pg. D.3
EDMONTON - It's been all too easy to forget a Legend, at least when the Legend we're referring to is Acura's near-luxury sedan.
Too bad. The Legend, which was replaced for the 1996 model year by the RL sedan, has proven itself both reliable and durable, not to mention pleasant to drive over the long haul - especially the second- generation versions introduced for 1991.
That year the engineers and designers at Honda, Acura's parent company, did exactly what you would have expected them to do: introduce an evolutionary version of the Legend first introduced in Canada in 1987.
The new car was powered by a V6 engine, not a V8 or V10 as had been rumoured prior to the launch. And it did not come equipped with a gratuitous array of high-tech do-dads. The latter should be of note to used car buyers, because aging do-dads tend to need replacement or repair.
The four-door Legend also remained a front-wheel-drive sedan, despite the arrival that year in Canada of rear-drive, V8-powered rivals from Infiniti (Q45) and Lexus (LS400), the respective luxury division of Nissan and Toyota.
IMPROVEMENTS
Still, the Legends of 1991-95 had their share of technical improvements. Take the then-new 24-valve, V6 engine, for instance. At 3.2-litres, it was almost 20 per cent larger in displacement than its predecessor and with 200 h.p. it was 26 per cent more powerful. Neat tricks considering the new engine tipped the scales at exactly the same weight as the previous one. Fuel efficiency proved to be almost identical, too.
It's also worth noting that unlike with the first-generation Legend, the 1991-95 car had its engine arranged longitudinally (north-south) as opposed to a transverse (or east-west) layout, in order to help improve the Legend's performance and handling. That change made it more of a driver's car thanks to better overall weight distribution.
Other changes that helped make the Legend more a driver's dean included an all-new body and chassis. While only slightly longer than the first-generation Legend, (100 mm more, to 4950 mm), the '91 was wider (to 1810 mm) and had a longer wheelbase (150 mm more, to 2910). The body was also made more rigid and the independent suspension was refined and improved.
As for looks, in profile Legend of this era have a wheels- forward, short-overhang appearance and the body shell is rounded and aerodynamic.
ROOMY
Inside, this Legend had room for four adults, with more headroom and elbow room than the previous car. The seat were also improved and should remain reasonably firm even in cars almost a decade old. All the gauges and controls were arranged with typical Honda logic. Touches of wood trim here and there added to the luxury feel.
In driving, this version of the Legend has a balanced feeling for a front-wheel-drive car. The engine is responsive, the steering pretty sharp. The car is quiet, too (though the Lexus of that era is more quiet). The four-speed automatic always has delivered relatively harsh shifts for an up-town sedan, though.
For safety, all models came with anti-lock braking and a driver's side airbag was standard from year one (a passenger airbag was optional). By '92 airbags were standard all around and cupholders even found their was into the central console.
For '93, Acura's engineers had improved the shift quality of the automatic, but it still wasn't best-in-class. A coupe version with a six-speed manual transmission and 30 more h.p. arrived that year, also. By '94, Acura was also offering a more potent version of the Legend sedan (230 h.p.) and there were some minor styling upgrades. In 1995, Acura stood pat with the Legend, awaiting the arrival of the RL for '96.
Overall, the Legend represents one of your better values in near- luxury sedan transportation. If you want one, though, be patient with your shopping. Acura didn't sell too many Legends in Canada during some of those years from 1991-95 (remember the recession) so selection may be a bit limited. If you find one you like, however, you're looking at a pretty good used car.
PRICING
Current Red Book Pricing (avg. retail): Acura RL 3.5 and Legend LS
2000 $45,675 - ($52,000 original MSRP)
1999 - $40,375 ($52,000)
1998 - $34,550 ($55,000)
1997 - $28,675 ($54,600)
1996 - $23,225 ($52,300)
1995 - $16,975 ($51,300)
1994 - $13,925 ($49,400)
For recalls:
1993: Transport Canada recall No. 1992090 refers to passenger side airbags produced without igniter material.
1991: No. 1991064 refers to engines that may rock forward on the engine mounts in a minor frontal collision, possibly damaging the transmission shift cable bracket.
1990-1987: No. 1995086 refers to plastic front seat belt release buttons that may break.
(Service bulletins courtesy of Alldata Corp.)
The Verdict: Excellent used car value in a near-luxury car.
CHECK THE SPECS
1991 Acura Legend Sedan
Market Segment: Luxury sedan
Market competition: Audi V8 Quattro, BMW and 5-Series, Jaguar XJ6, Mercedes-Benz 420SEL, Lexus LS400, Infiniti Q45, Lincoln Continental, Cadillac STS.
Drive system: 3.2-litre V6 SOHC 24-valves; 200 h.p. at 5500 r.p.m.; 210 ft-lbs torque at 4500 r.p.m.
Car 1: 1994 Sherwood Green Legend Coupe LS 6-Speed.. 402k and Counting
iTrader Score: 0 reviews
'93 Acura Legend Coupes likely to become collectibles; [Final Edition]
Jeremy Cato. The Record. Kitchener, Ont.: Nov 7, 1997. pg. D.4
Acura's Legend Coupe is a prime example of a very good car that almost nobody wanted to buy -- although those who did fell in love and are now loathe to part with them. Thus, used ones go for a premium.
What's more, Acura hasn't made any new Legend Coupes since the third generation Legend was reborn in 1996 as only a sedan with the new moniker 3.5RL. My bet is that someday, say in 15 or 20 years, Coupes built from 1992 to 1995, the recommended years, will be considered interesting and valuable collectibles.
For the present, it's worth remembering that the second and last generation Coupe arrived with high hopes just as Canada had become gripped in the worst recession since the Great Depression. Try selling a $40,000-plus two-door in that climate. Acura did and lost money in the effort.
Nonetheless, for its time the Coupe proved to be a sophisticated personal luxury car, with lots of technological innovations and elegant styling.
Those who bought were slightly greying baby boom executives who are most likely to have done a good job of caring for their cars -- or paying someone to do so.
So if you find one for sale today, don't be surprised to find all the service records at the ready, for the asking.
Back at its introduction, the chief engineer for the coupe, a fellow named Sugiyama, described how they used an America's Cup racing yacht as the image on which they hoped to model the Legend. Their plan was to create a car with the looks and driving characteristics of a sleek, fast,
manoeuvrable ocean-going champion. In most respects they succeeded.
More aggressive than luxurious
Compared to the four-door Legend sedan of the time, the coupe is much more aggressive than luxurious. It was also smaller between the axles (wheelbase) and in overall length. As you might expect, that meant a penalty in interior room -- especially the back seat. The coupe also had firmer suspension tuning and if you test drive an older one, make sure things haven't gotten soft over the years.
The only engine choice in those years was 3.2-litre, single-cam V6 engine with 24 valves. At 3.2-litres, it's almost 20-per-cent larger in displacement than the engine in the first Legend, and with 200 horsepower, it's 26-per-cent more powerful.
Bottom line: if you go for an older Legend Coupe, you'll be trading down in power.
Acura Canada began selling the last generation Coupe in the spring of '92 and, as in the past, the lineup included in L and super-equipped LS versions. The latter had everything from burled walnut and leather upholstery to a great sound system.
1993 Acura Legend Coupe LS
Red Book pricing (average retail):
1996: Not available.
1995: $35,025 ($53,000 original manufacturer's suggested retail price).
1994: $27,7750 ($49,400).
1993: $23,600 ($50,000).
1992: $18,525 ($45,460).
1991: $15,825 ($43,565).
1990: $11,675 ($42,295).
Buyer's alerts: Surprisingly, some fit issues cropped up in 1994, along with dealer service bulletins on poor radio reception and a steering wheel shimmy. Worth making sure they've been addressed. In particular, look for scratches on the door glass indicating metal clips are rubbing.
The verdict: Good car, bad timing. The '93 model year is probably your best bet.
Car 1: 1994 Sherwood Green Legend Coupe LS 6-Speed.. 402k and Counting
iTrader Score: 0 reviews
Refined Acura Legend comes through as `a car for leaders' Image rules at market's high end; [Final Edition]
By Brian Moore TORONTO STAR. Toronto Star. Toronto, Ont.: Mar 4, 1995. pg. M.4
Hard to believe that Acura's flagship four-door, the Legend, has been on the Canadian market for nearly eight years.
When the sedan debuted in March, 1987, with the launch of Honda's luxury division, Lexus and Infiniti were still unknown nameplates.
Today, the luxury-performance market is crowded - and cut-throat. Besides its Japanese rivals, Acura also has to worry about a resurgent Mercedes-Benz and BMW, both busy sinking factory roots in the U.S. South.
Now in its fourth year, the second-generation Legend is about as good as it's going to get. A week with a 1995 maroon (officially, Garnet Red) tester with taupe leather interior showed me that's pretty good.
Who is this front-wheel drive mid-sizer aimed at?
``Upper-income professionals - people making around $80,000 a year and up,'' says Jerry Chenkin, Acura's vice- president of sales and marketing for Canada.
``This is a tough, tough segment to sell in. These drivers are looking for a car that sends out the message: `I've got it; you know I've got it; I have nothing to prove'.''
POTENT STATEMENT
The Legend's key asset in luring buyers, in his view, is the balance it strikes between performance and luxury. And its reliability, he says, keeps maintenance costs in line, a point even big spenders appreciate.
While Acura lacks the decades of automotive heritage that Mercedes can point to, Chenkin sees this as letting a Legend owner make a potent statement about the kind of person he or she is.
``The Legend buyer is a leader, whereas a Mercedes buyer is a follower. Our customer is prepared to spend money, but doesn't need the badge in the driveway to justify it.''
How much money?
My tester - in top-of-the-line LS trim - listed at $51,400. Accessories - four floor mats ($133) and four splash guards ($170) - boosted the price to $51,703.
Budget-minded types who can live without leather upholstery, upgraded stereo and other goodies can get into a Legend in L trim for $47,400.
The big Acura's clean, rangy lines are graceful but, to my eye, come up short in the drama and distinctiveness expected of a premium automobile.
Behind the wheel, the car's tall side glass and generous headroom impart a pleasant spaciousness. The well arranged dashboard is dominated by a handsome, extra-large speedometer and tachometer.
If - as they say of human eyes - these two instruments are windows to an auto's soul, then the Legend's speak of a noble and straightforward machine that serves well.
A feature I particularly liked: the automatic climate-control system has a three-button ``manual select'' override that lets you dial up the conditions you want, as opposed to putting up with what system thinks you want. Take note, GM.
However, even with draped leather on the doors and some expanses of caramel-colored wood, the cabin seemed a bit sombre and shy of $50,000 bucks worth of luxo-decadence.
Chenkin contends that real Legend types aren't looking for flash inside or out. ``Comfort is a big factor in this bracket. People want good step-in height rather than a low roof, for instance.''
On the road, the Legend's 3.2 litre, 24-valve V-6 engine is a smooth and willing performer. Unfortunately, its 200 horses are supposed to be fed premium fuel. Fuel economy is so-so - 12.6 litres per 100 km in city driving, 8.9 L/100 km on the highway.
Ride and handling are poised and communicative, although the Acura tends to tilt in tight cornering. Only an automatic transmission is offered in the sedan. (The Legend line also includes a coupe with a six-speed manual box as standard.)
Dual air bags and four-wheel anti-lock brakes are, of course, standard.
NEW MODELS COMING
A replacement car for the current Legend is slated to arrive in February, 1996. Acura officials call it an evolutionary design but decline to elaborate.
Starting list prices for some other high-end six-cylinder sedans:
Mercedes C280, $48,750; Mercedes E320, $60,950; BMW 525i, $52,900; Lexus ES300, $44,700; Infiniti J30, $48,100; Mazda Millenia, $37,820; Saab 9000 CDE, $45,995; Buick Park Avenue Ultra, $40,400; Chrysler LHS, $36,225.
Acura sold about 500 Legends in Canada last year, but expects to move only half that number this year, as anticipation for the new model builds.
The company's 42 Canadian dealers plan to sell around 11,000 cars in calendar 1995, up 1,000 over '94.
Hopes for the increase are based on a new U.S.-built bobtailed coupe due to hit the market next spring.
That car, a stretch of the Honda Accord, will offer a V-6. It will slide between Acura's entry-level Integra and mid-range Vigor.
Then there's the Acura that will be built at Honda's Alliston, Ont., plant, starting in 1996.
This one will be sold exclusively in Canada, Honda says, but is zip-lipped on details of the car. In the model hierarchy, it will go above the Integra but below new U.S.-built coupe.
Sounds like busy times ahead at Acura stores.
*** Infomart-Online ***
[Illustration]
HONDA CANADA PHOTO: FAST ACT: THE 1995 LEGEND SEDAN CARRIES A 3.2 LITRE V-6 UNDER THE HOOD THAT HONDA SAYS REFLECTS ITS FORMULA ONE RACING EXPERIENCE.
__________________
My Legend:
Its a love hate kind of thing, but with allot more love.
I am a cowboy, Legend Coupe I ride - Wanted Dead or Alive
Car 1: 1994 Sherwood Green Legend Coupe LS 6-Speed.. 402k and Counting
iTrader Score: 0 reviews
Trying to live up to it; New Legend Coupe has a tough job - perhaps too tough; [FINAL Edition]
Doug Sweet. The Gazette. Montreal, Que.: Aug 3, 1991. pg. K.4
I had my numbers all wrong, but the end result is the same.
"How much does it cost?" is the first question most people ask when they're ogling one of the more exotic pieces of machinery I'm lucky enough to drive.
"How much horsepower does it have?" is usually the second.
In the case of the new Acura Legend Coupe, I was high on the first and low on the second when discussing the car with family and friends before I'd had a chance to check the numbers.
I was guessing about $52,000 and 189 horsepower. The real numbers are about $43,000 and 200.
And while that's not bad, the numbers and the car aren't enough to keep this Legend from being eclipsed, to my mind, by other cars like BMW's new 325i.
That's the problem with calling something a Legend. You've constantly got to live up to it.
Acura, built by Honda, was the first shot in a luxury/performance war in which the Japanese have taken on the best from Europe and the United States (mostly Europe).
On sale in Canada since 1987, Acura has a well-deserved reputation for quality and reliability, topping a number of those owner- satisfaction surveys.
But the competition has not stood still. Both Toyota and Nissan have followed Honda's lead by developing their own luxury/high- performance lines (Lexus and Infiniti, respectively) and such European manufacturers as BMW, Alfa Romeo, Audi and Saab have been delivering new or improved products in the interim.
So while the Legend, priced at introduction in the mid-$30,000 range, at first appeared to be decidedly stiff competition in 1987, it has had to work hard to keep up.
The new coupe, introduced this spring, doesn't quite make it.
That's not to say the Legend coupe isn't a fine car, because it is. I had the chance to take it to Toronto and back and found it comfortable, quiet and powerful over long stretches of 401. When I managed to find a twisty bit or two it performed admirably, if unspectacularly.
Both the coupe and sedan versions of the Legend are powered by the same single overhead camshaft, 24-valve, 3.2-litre V-6 engine with an aluminum block and heads that delivers the aforementioned 200 horses and 210 foot-pounds of torque. That's an increase of 40 horsepower over the first version of the Legend.
Although this is a front-wheel-drive car, the engine has now been tucked into its tidy bay longitudinally for better weight distribution and less vibration.
For now, the only available transmission is a four-speed overdrive automatic. A five-speed manual may be available in 1992. Brakes are four-wheel disc (front discs are ventilated) with Honda's own anti- lock braking system, which require a tad too much effort.
There is lots of punch here, but you've got to be prepared to plant your right foot fairly firmly before you feel it. And don't expect the Legend, at nearly 1,600 kilograms, to feel like a turbocharged rocket when the engine is called upon. The power surge is strong and steady, but muted.
Inside, like much of the competition, the Legend is nicely upholstered in leather and loaded for bear. A six-speaker Bose sound system that comes as part of the $2,200 LS option package will shake your windows and rattle your walls from its walnut- trimmed enclosure in the middle of the dashboard. The instrument cluster, pure Honda, consists of an enormous speedometer and tachometer flanked by fuel and temperature gauges. Everything, as usual, falls readily to hand, with the exception of some heater controls. So long as you're prepared to leave the climate control system on automatic, the controls are easily spotted and easy to operate.
A driver's side air bag is standard, a passenger's side air bag is part of LS package, which also includes the walnut trim, a ski bag through the back seat and an interior lighting package.
Seating is comfortable in front (the seats are heated and electronically adjustable) but rear seat passengers in particular pay the price for the standard-equipment electric sunroof which, thanks to the slope of the coupe's roof, cuts sharply into available headroom.
The Legend, as before, delivers a smooth ride with that delightful combination of comfort and firmness one expects in a luxurious sports car. Borrowing from technology employed in the much more expensive and exotic Acura NSX sports car, Honda has installed aluminum suspension components in the Legend.
The coupe gets beefier stabilizer bars and a generally stiffer suspension than the slightly more sedate sedan. There's little body roll or nose dive, but the car does feel on the heavy side, a little less nimble than some of its competitors.
As for the new exterior, comments from casual observers were decidedly mixed. Some found it sleek and sexy and obviously expensive ("It looks like a Lexus" is, to some, fairly high praise), while others found the redesigned body bulky and heavy looking. There certainly is a hulkishness to the new Legend coupe that wasn't there the first time, and the lines of our test car weren't helped by a rear, dealer-added spoiler. A little lip on the trunk lid would look much nicer.
This new Legend is billed by Honda as a completely new automobile, not just a tweaking here or a new fender line there. And, given the engine and drivetrain changes, the new body shape and so forth, Honda is perfectly right.
All these changes have been accomplished with Honda's usual degree of excellence - so much so that there are no surprises here.
Say what you will about Alfas, but the Alfa Romeo 164 at least delivers a joyously raucous exhaust note and solid punch. The new Bimmer 325i feels lighter and more nimble in the corners, and for less money. Saab has that wonderful turbo and a spacious interior in the 9000.
The Legend, in the same manner as the Toyota Camry, does everything competently, but without any fireworks.
I guess if you're building a Legend, you should offer everything.
Acura's new Legend Coupe has a beefier, hunkered down look that has drawn mixed reviews
CARS
[Illustration]
Black & White Photo; Acura's new Legend Coupe has a beefier, hunkered down look that has drawn mixed reviews
Credit: GAZETTE
__________________
My Legend:
Its a love hate kind of thing, but with allot more love.
I am a cowboy, Legend Coupe I ride - Wanted Dead or Alive
Car 1: 1994 Sherwood Green Legend Coupe LS 6-Speed.. 402k and Counting
iTrader Score: 0 reviews
New Acura Legend sports 6-speed transmission; [Final Edition]
Kitchener - Waterloo Record. Kitchener, Ont.: Jan 22, 1993. pg. D.4
1993 The Record - Kitchener-Waterloo. All rights reserved.
Note
More power and a six-speed transmission to get it to the ground mark some of the refinements to the new Acura Legend coupe.
For 1993, Legend's 3.2-litre V-6 has been tweaked and tuned to supply 230 horsepower, up from last season's 200. Running a single overhead cam, 24 valves and a three-stage variable volume induction system, the engine makes its maximum horsepower at 6,200 rpm while peak torque of 205 foot-pounds arrives at 5,000 rpm.
A six-speed manual stick makes optimum use of the newfound energy. Thanks to the "fore and aft" powertrain placement of the front-drive Legend, the new transmission can be accommodated in the coupe chassis without upsetting front-to-rear weight balance.
The six-speed transmission is the first such unit manufactured by Honda for production cars. An electronically controlled four-speed automatic is also available.
An integral part of the performance package is a traction control system that utilizes sensors from the ABS brakes to determine wheelspin and apportion power to the drive wheel with the best grip.
Redesigned 16-inch alloy wheels are shod with Yokohama 215/ 5/85 R16 all-season performance tires. Distinctive grille treatment and several exterior/ nterior color combinations help set the Legend coupe apart from the crowd.
The Legend coupe with manual transmission has a list price of $48,300.
%sn%
__________________
My Legend:
Its a love hate kind of thing, but with allot more love.
I am a cowboy, Legend Coupe I ride - Wanted Dead or Alive
Car 1: 1994 Sherwood Green Legend Coupe LS 6-Speed.. 402k and Counting
iTrader Score: 0 reviews
Acura Legend a jewel of superb fit and finish; [Final Edition]
Art Suderman. The Ottawa Citizen. Ottawa, Ont.: Apr 21, 1993. pg. B.4
Acura has turned up the wick on the hot market niche with more motor and a six-speed manual transmission for the 1993 Legend coupe.
Honda's proven 3.2-litre V-6 has been "breathed on to generate 30 addition ponies. Its horsepower rating is now a healthier 230 at 6,200 rpm.
Credit for the added energy goes to direct ignition, larger intake valves and a three-stage induction system.Putting power to pavement in most entertaining fashion, the six-slot stick is a joy to play with. This is Honda's first six-speed transmission for use in production machinery and the Japanese automaker has come up aces.
Clutch takeup is delightfully light and linear. The stubby shift lever moves through the double H pattern with astounding accuracy. An electric lockout guards against crunching into reverse when sixth is what you really wanted.
Legend coupe's road manners could stand some fine tuning. When the flow of traffic mandates many on-throttle, off-throttle applications, the drivetrain tends to rubberband. This is felt as a series of slight jerks.
The rack and pinion steering is quick enough, but the variable power-assist system has an artificial feel to it that may leave enthusiastic drivers wanting more road feedback.
Sophisticated NSX-style traction control and all-disc brakes, fortified with four-channel ABS, helps you avoid others who insist on playing car curling when roadways are icy.
The Legend chalks up a fuel economy rating of 8.6 L/100 km (33 mpg). Around town, the thirst for premium unleaded is 13.5 L/100 km (21 mpg). Inside and out, the Legend continues as a polished jewel of superb fit and finish.
Panel fit conforms to extremely close tolerances. In the quest for a body so tight it seems welded shut, Legend features no-slam doors fitted with an electric motor in the latch to cinch them tightly against rubber insulation.
Our test unit came by way of Honda Canada's west coast media fleet in Richmond, B.C.
The suggested list price is a $49,000 plus freight and taxes. That includes dual airbags, automatic climate control, power everything, cruise control, heated seats, anti-theft alarm, power sliding glass sunroof with privacy panel and a multi-speaker AM/FM cassette sound system with major controls repeated on the steering wheel hub.
Interior decor is gorgeous and expertly tailored. Gathered leather upholstery is complemented by vinyl trim so grainy it would fool a bovine. Burled walnut garnish surrounds switch plates and the central control panel.
(Art Suderman is an automotive columnist with the Calgary Herald. Distributed By SouthamStar Network.)
[Illustration]
Black & White Photo; Acura Legend: Superb, but pricey
__________________
My Legend:
Its a love hate kind of thing, but with allot more love.
I am a cowboy, Legend Coupe I ride - Wanted Dead or Alive
Car 1: 1994 Sherwood Green Legend Coupe LS 6-Speed.. 402k and Counting
iTrader Score: 0 reviews
Power, 6-speed 'box polish Legend coupe; [SA2 Edition]
Jim Kenzie. Toronto Star. Toronto, Ont.: Apr 24, 1993. Sec. C. pg. H.10
Copyright 1993 Toronto Star, All Rights Reserved.
Honda's Acura franchise was the first Japanese carmaker into our luxury leagues. The entry-level Integra and up-scale Legend earned both critical and commercial success.
But the second-generation Legend, introduced two years ago, hasn't had quite the same impact, as Toyota's Lexus has stolen much of the limelight.
To recapture the market's attention, and heighten interest in the coupe version of the Legend, Honda has turned up the performance wick several notches on the two-door.
Chief among the changes is an uprated version of 3.2 litre single overhead-camshaft 24-valve V-6. Nothing dramatic; just tuning tweaks, revised cam profiles; your basic hot-rodding. It now produces 230 horsepower, 30 more than before and also 30 more than the Legend sedan, which stays with the previous powerplant.
As is often the case with modifications like these, torque suffers. It peaks at 206 pound-feet at a revvy 5000 r.p.m., versus 210 pound-feet at 4500 r.p.m. for the milder motor.
To compensate for the peakier output, a new six-speed manual gearbox has been developed - a Honda design, incidentally, not a bought-off-the-shelf item. With more ratios to choose from, the driver can keep the engine in the power band.
Interestingly, the top three cogs are all overdrive ratios, with a very short final drive ratio to keep the over-all gearing reasonable. Other carmakers try to avoid this situation, since overdrive gears tend to be noisier, but I suppose Honda has its reasons.
A four-speed electronic automatic transmission, the only gearbox available on the Legend sedan, remains an option on the coupe.
Two hundred-thirty ponies is a lot for a front-wheel drive car to handle, so a traction control system, similar to that used on the NSX sports car, is standard on the Legend coupe.
The suspension has been firmed up to keep the new-found power under control. New 16-inch alloy wheels and wider 215/55 VR16 tires complete the mechanical mods, and are about the only visual difference between last year's coupe and the '93. It remains a controversial design, with a rather heavy aspect at the rear. Credit where credit's due; it is distinctive.
The interior is mostly unchanged, and that's mostly okay. It is beautifully crafted, and has a simple but not stark look, with dark, high-quality plastics, rich leather, and wood trim that actually looks good. All switches and controls operate with slick authority.
I did have trouble finding the right driving position, though. The steering wheel telescopes but does not tilt, and there's not a great deal of headroom to play with, so even the power-height- adjustable seat doesn't help much. And no matter how I sat, the side bolsters pinched my upper thighs.
The passenger gets power only for fore-and-aft adjustment, but both front-seat occupants benefit from air bags.
Some Honda habits die hard, including their penchant for hiding minor switches behind the huge steering wheel, and positioning the sunroof switch about as far away from the sunroof itself as it can be. Yeah, yeah, I know you can get used to it, but why should you have to?
And even BMW is rumored to have cupholders by next year. Will the Legend coupe remain a holdout?
Honda's daytime running lights don't illuminate the tail-lamps, so if you want to be seen as well from behind as you are from in front, you must switch on the lights. And remember to switch the lights on at night, please!
Since the heater/air conditioner, radio and digital clock displays all dim automatically when you turn the lights on, you're guessing at these readouts in bright sunlight, unless you flick the lights off. There are liquid crystal displays that don't do this (cf. BMW).
The sound system is by Bose, and it's wonderful. I'm glad some Japanese carmakers are learning that Americans really do design the best car radios in the world. At full power, though, the left rear speaker grille started buzzing. I said, at FULL POWER . . .
The primary radio controls are huge knobs, easy to work. Selected redundant controls are conveniently located on the steering wheel hub, as are the cruise control buttons.
The car feels big from the driver's seat, especially in town, since those massive rear roof pillars could conceal an aircraft carrier - make sure those side-view mirrors are set correctly. And you can't see any of the trunk lid; backing up may be an adventure.
The Legend coupe welcomes you inside by automatically pulling the door shut. This may be a left-over from the previous car; it had frameless windows, which are notoriously hard to seal. However, the new coupe's windows are fully framed. Then the lower seatbelt holder rotates to present the belt to you.
Ready for take-off? Take off you can. My test car's clutch was a bit iffy - without care in engagement, it exhibited some shudder. There is some front- wheel drive effect - a tugging at the steering wheel - if you really brutalize your way off the line; even something approaching axle tramp, if that's possible with an independent front suspension.
The traction control warning lamp is useless. It doesn't come on until seconds after the system starts to take effect. The switch that disables traction control is one of those hidden behind the wheel.
Once on the move, the Legend powertrain is very satisfying. It's quiet when puttering along, with Yankee-style gearing: just 2000 r.p.m. in sixth gear at 100 km/h. And while acceleration is leisurely at low revs, the engine has fine flexibility, pulling 1000 r.p.m. in sixth.
But massaging the gearbox is a big part of the fun. It feels terrific, with just enough resistance to motion to give the impression of strength - what I imagine the door to a Swiss bank vault must feel like.
Revving the engine brings out the snarl, and the power. An upshift at 6500 r.p.m. drops revs to about 4500 r.p.m., right into the meaty part of the torque curve. Driven like this, the Legend coupe is quick indeed. (I wonder what the Japanese word for "brio" is?)
The ride is firm, but pleasantly so. Only on really big bumps at high speed, like the notorious railroad crossing near my home, does it get a bit unsettled. It's likely the more aggressive tires are largely responsible for the considerable degree of road rumble on rough pavement.
The handling is also very good, albeit in a front-drive frame-of- reference. When pressing on, you cannot be unaware that the front wheels are doing the motivation, but it's never ponderous.
About the only component that doesn't maintain the consistently harder edge of the revised coupe is the steering. It's too light in feel, although the increasing effort as road speed rises is more progressive than on other Hondas.
While my usual carping about petty details may dislocate a few noses around Honda Canada's head office Monday morning, I enjoyed driving the Legend coupe. It now has a driving personality to go along with its distinctive appearance, probably coming closer to a BMW 850i in feel than anything else in its class - and at a fraction of the price.
While the Lexus SC400, and even the domestic entries like the Lincoln Mark VIII and Cadillac Eldorado Northstar have been getting most of the hype in this segment, shoppers for any of those worthies would be wise to give the Legend coupe a look.
Price: $48,300. As tested: $48,541 (excluding taxes)
Standard equipment: power steering, four-wheel disc anti-lock brakes, front seats with driver's height adjustment, mirrors, locks, windows with driver's-side express-down; dual air bags; traction control; air conditioning; cruise control; telescoping steering wheel; leather upholstery; AM-FM stereo sound system with trunk- mounted compact disc changer; power sunroof
Major options: floor carpets - $90; mudguards - $152
Extra charges: Freight - $245; pre-delivery inspection - (varies with dealer); federal air conditioning excise tax - $100
Parts Basket (cost of commonly needed parts, excluding installation): exhaust system - $728; front fender - $670; tail- light lens - $301
Transport Canada fuel economy: city 13.5 L/100 km (21 m.p.g.); highway 8.6 L/100 km (33 m.p.g.)
Warranties: entire car - 3 years, 60,000 km; powertrain and major components - 5 years, 100,000 km (no deductible, no transfer fee); surface rust protection - 3 years; rust perforation - 5 years, no mileage limit
[Illustration]
Caption: Photo: REVISING LEGEND: To recapture market attention, Honda has turned up the performance wick on the Legend coupe with 30 more h.p. and six-speed gearbox.
__________________
My Legend:
Its a love hate kind of thing, but with allot more love.
I am a cowboy, Legend Coupe I ride - Wanted Dead or Alive
Car 1: 1994 Sherwood Green Legend Coupe LS 6-Speed.. 402k and Counting
iTrader Score: 0 reviews
ACURA LEGEND: Costly coupe adds kick with new power module; [Final Edition]
Art Suderman. Calgary Herald. Calgary, Alta.: May 14, 1993. pg. D.1
1993 LEGEND COUPE
PRO -- Smooth six-speed transmission, flawless fit and finish.
CON -- High purchase price.
PRICE RANGE -- $49,000
ACTION in the high-performance coupe class just got a lot more exciting.
Acura turns up the wick on the hot market niche with more motor and a six-speed manual transmission for the 1993 Legend coupe.
The power module is Honda`s proven 3.2-litre V-6. But the single overhead cam 24-valver has been "breathed on" to generate 30 addition ponies. Horsepower rating is now a healthier 230 at 6,200 rpm, while maximum torque of 206 foot pounds occurs at 5,000 rpm.
Credit for the added energy goes to direct ignition, larger intake valves and a three-stage induction system. Free-flow exhaust manifolds also play a part. Rather than the more common transverse placement, the mill is mounted longitudinally.
The six-slot stick is a joy to play with; it puts power to pavement in most entertaining fashion. This is Honda`s first six-speed transmission for use in production machinery, and the Japanese automaker has come up aces.
Clutch takeup is delightfully smooth and progressive. The stubby shift lever moves through the double H pattern with astounding accuracy. An electric lockout guards against crunching into reverse when sixth is what you wanted.
Legend coupe`s road manners could stand some fine tuning. When the flow of traffic mandates many on-throttle, off-throttle applications, the drivetrain tends to rubberband. This is felt as a series of slight jerks.
When accelerating hard, a hint of torque steer can be felt. Tossing the car into a series of serious slalom moves results in excessive body lean. In spite of it, the fully independent double wishbone suspension keeps the proceedings under balanced control.
The rack and pinion steering is quick enough, but the variable power-assist system has an artificial feel to it that may leave enthusiastic drivers wanting more road feedback.
Sophisticated NSX-style traction control and all-disc brakes fortified with four-channel ABS help to avoid others who insist on playing car curling when roadways are icy. For versatility in dealing with all driving conditions underfoot, the traction control system can be shut off via a dashboard button.
Performance numbers are impressive but not as exhilarating as specifications of the underhood arsenal would suggest.
Exhibiting notably serene power delivery, Legend scoots from zero to 100 km/h in 8.5 seconds. There`s plenty of jam in reserve for passing and merging, with 50 to 100 km/h taking 5.7 seconds and 80 to 110 km/h 4.5 seconds.
With the tranny resting in sixth slot and V-6 dozing at 2,000 rpm, Legend chalks up a fuel economy rating of 8.6 L/100 km (33 mpg). Around town the thirst for premium unleaded increases to 13.5 L/100 km (21 mpg). Fuel tank capacity is 68 litres.
Legend, inside and out, continues to be a polished jewel of superb fit and finish. Acura`s wet-look paint job sparkles like a diamond knuckleduster on a sunny day.
Panel fit conforms to extremely close tolerances. In the quest for a body so tight it seems welded shut, Legend features no-slam doors fitted with an electric motor in the latch to cinch them tightly against rubber insulation.
Nose cap styling is a thing of beauty. Oval projector-type lamps flank a miniature body-color grille which raises with the hood. Sideview incorporates the seemingly contradictory design aspects of near-zero frontal overhang with lengthy hindquarters aft of the rear wheels. The rear quarter windows actually roll down.
Painstakingly prepared by Silverhill Acura, our test unit comes by way of Honda Canada`s West Coast media fleet in Richmond, B.C.
Suggested list price is a cool 49 grand, plus freight and taxes. The hefty chunk of change includes dual airbags, automatic climate control, power everything, cruise control, heated seats, anti-theft alarm, power sliding glass sunroof with privacy panel and a multi-speaker AM/FM cassette sound system with major controls repeated on the steering wheel hub.
Interior decor is gorgeous and expertly tailored. Gathered leather upholstery is complemented by vinyl trim so grainy it would fool a bovine. Burled walnut garnish surrounds switch plates and the central control panel.
Attention to detail is evident in functional items like power-operated front seat belt presenters, an auxiliary sunvisor above the rear-view mirror and various recessed control buttons that pop out into an operational mode.
The attractive dashboard is sensibly laid out, but some switchgear is annoyingly small and not illuminated at night. A white on black analog instrumentation grouping is always visible behind a steering wheel that telescopes but doesn`t tilt.
It`s a tight squeeze getting into the back seat. Once settled in, headroom and legroom are sufficient for full-sized folk. Rear seatback is fixed, but a ski sack opening is hidden behind the centre armrest.
Spots to stow the many small items of everyday travel include a large glovebox, dual-section door pockets, central armrest storage and a lidded compartment in the rear parcel shelf. The spacious trunk cavity contains two catch-all bins.
Acura Legend coupe rides on a wheelbase of 2,830 mm (111.4 in.) and has an overall length of 4,890 mm (192.5 in.). Width is 1,810 mm (71.2 in.), height is 1,360 mm (53.5 in.) and curb weight is 1,601 kg (3,529 lbs.).
__________________
My Legend:
Its a love hate kind of thing, but with allot more love.
I am a cowboy, Legend Coupe I ride - Wanted Dead or Alive
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