The Armed Force Facing Dimensional Reduction: Honda Inspire Series Evolution

🚗【Model History】The Armed Force Facing Dimensional Reduction: Honda Inspire Series Evolution

📝 Original | Honda Magazine | Japanese Car Enthusiast Magazine | 2024-11-02 11:01:16

Using Liu Cixin's concept of "dimensional reduction strike," let’s discuss the Dongfeng Honda Inspire. It seems a bit underappreciated despite being a quality vehicle. After all, it is part of the 10th generation "U.S.-spec Accord" lineup. In terms of both configuration and mechanical performance, it is almost identical to the GAC Honda Accord, even retaining the U.S.-spec Accord's CV chassis code. But is this the Inspire we see today? Why does it feel somewhat awkward, and why does it share a fate similar to Toyota’s Camry and Avalon? This article will take you through the "dimensional reduction" story of the Inspire's development.

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🔹 The first-generation Inspire and Vigor (CB5) shared the same roots and lineage, both being derivatives of the Accord but sold under different networks.

The first-generation Inspire was born in 1989, derived from the Accord platform. The Accord had many derivative models, such as the Vigor, Saber, Acura TL, and even the early Prelude coupe. Many readers might wonder why Japanese car manufacturers create so many different models based on a single platform. It’s not just Honda; Toyota was especially known for this practice, with its many Corolla variants flooding the market in the '80s and '90s. The reason lies in the different dealership networks. The idea is simple: If I am a Honda dealer with 100 stores across different regions, and each store can sell 1,000 Accords a year, that adds up to a total of 100,000 vehicles. But if I want to offer something distinct from other dealers and avoid price wars, I would negotiate with Honda for a customized Accord model, specifying various configurations and agreeing to purchase 100,000 units annually with exclusive selling rights. This is known as a "bulk purchase arrangement," which led to the creation of models like Inspire and Vigor. Inspire was specifically under Honda's Verno network in Japan.

🔹 When the first-generation Inspire was released, there was no U.S.-spec Accord yet, so its chassis was still the same as the Accord, with the code CB, but it came with an inline five-cylinder engine, which the Accord didn’t have.

The early versions of the first-generation Inspire shared the platform of the fourth-generation Accord (CB series), with an inline five-cylinder G20A engine and chassis code CB5. However, the car’s body size was similar to the Japanese-market Accord but with a higher engine configuration and a significantly higher price, leading to moderate sales. During Japan's economic bubble, instead of cutting down configurations, the solution was to expand. Thus, in 1992, the Inspire adopted the Legend's body size and upgraded to the more powerful G25A engine, changing its chassis code to CC2. The version with the G20A engine retained the code CC3. This explains why the Accord series skipped from CB to CD in its chassis codes—the CC was used for the Inspire. This first-generation Inspire, after growing from small to larger size, became the highest-selling model in the series, with over 200,000 units produced.

🔹 The initial version of the first-generation Inspire was limited in power and size, leading to average sales. The mid-cycle upgrade that borrowed the Legend's body size and added a G25A engine changed that, resulting in strong sales.

The second-generation Inspire had a clearer identity when it debuted in February 1995. Honda was focusing on the U.S. market, where Acura was gaining traction, and exporting U.S.-spec models back to Japan became common. Acura’s 3.2TL and 2.5TL had JDM versions called Inspire and Saber, both built in Marysville, Ohio. Unlike its predecessor, the second-generation Inspire was closer in size to the Legend, featuring front and rear double-wishbone suspension. The powertrain included the G25A (UA2), G20A (UA1), and, from July 1995, a 3.2-liter C32A engine (UA3). The G20A variant, labeled "20G," produced 160 hp and 19 kgm of torque. The G25A versions ranged from 180 hp for the 25G and 25XG to 190 hp for the 25S. The C32A, or 32V model, delivered up to 210 hp and 30 kgm of torque but had a weight of 1.5 tons, making it competent but not outstanding compared to competitors like the Mark II. Japan’s economic downturn reduced demand for luxury cars, affecting the second-generation's popularity.

🔹 The UA2 model launched in 1995 featured the G25A engine and was called the 25GX.

🔹 Its interior, similar to the CC2, gained a luxurious feel with wood trim accents.

🔹 The 1995 Saber, sold by a different Honda network, was sportier than the Inspire but failed to compete with the rear-wheel-drive Mark II.

🔹 In 1995, the Saber offered a NAVI navigation system, which was cutting-edge at the time.

🔹 The sportier 25S model with the G25A engine had 10 more horsepower than the standard 25GX.

🔹 The UA3 top model came with the C32A V6 engine, producing 210 hp, a high-performance spec for the time.

The third-generation Inspire appeared in October 1998 after only three and a half years of the second generation, which didn’t have a mid-cycle refresh. This generation was also produced in the U.S. and switched exclusively to J-series V6 engines, with the J25A (UA4) producing 200 hp and 24.5 kgm of torque and the J32A (UA5) making 225 hp and 30 kgm. Both featured SOHC VTEC, and the double-wishbone suspension continued, offering top-tier handling in its class.

🔹 The UA4 Inspire 25V had the J25A six-cylinder engine with 200 hp.

🔹 The UA5 Inspire 32V had the J32A engine with 225 hp and Acura TL-level features, plus exclusive JDM amenities.

🔹 The DVD-based navigation system and CD/MD changer were ahead of their time. (MD = MiniDisc, a high-quality digital audio format)

In June 2003, the fourth-generation Inspire debuted, merging with the Saber series in Japan and closely resembling the U.S.-spec seventh-generation Accord. Production shifted back to Saitama, Japan. The sole engine choice was the J30A V6, featuring SOHC i-VTEC and Variable Cylinder Management (VCM), enabling three-cylinder operation to save fuel during low load. It produced 250 hp and 30.2 kgm of torque, paired with a five-speed automatic transmission. The 2003 Avanzare version included groundbreaking HiDS, with features like IHCC (adaptive cruise control), CMBS (collision mitigation braking), and LKAS (lane-keeping assist)—technology that became mainstream in other markets only recently.

🔹 The fourth-generation Inspire incorporated many innovations and matched the U.S. Accord’s design, with the J30A engine as the sole option.

🔹 Its rear resembled the domestic Accord.

🔹 Keyless entry, auto-dimming mirrors, noise cancellation, lane-keeping, CMBS, and ACC were standard.

In November 2005, a mid-cycle refresh added updated bumpers and taillights. This generation ended production in 2007.

🔹 The 2005 refresh included a revised grille.

🔹 The taillights changed to a triangular design.

🔹 Navigation was upgraded to an 8-inch HDD-based 3D system, noted for its detailed graphics.

The fifth-generation Inspire debuted in December 2007, echoing the U.S.-spec eighth-generation Accord. It featured the J35A engine, producing 280 hp and 35 kgm of torque, exceeding U.S. models' power (the J35Z2 had 270 hp). Its chassis code was CP3, with 2.0L and 2.4L models labeled CP1 and CP2, respectively.

🔹 The fifth-generation Inspire mirrored the U.S. high-spec Accord and was Japanese-built despite its U.S.-centric design.

🔹 Standard 17-inch wheels and VGR steering, with double-wishbone front and multi-link rear suspension.

🔹 The J35A was a mainstay of Honda’s V6 lineup and featured all its signature technologies.

This generation had two minor updates: one in 2009, addressing noise issues with added insulation, and another in 2010 with new bumpers and 17-inch wheels. The Inspire's 23-year run in Japan ended in 2012, marking it as an exemplar of U.S.-spec models adapted for the JDM market, often with superior build quality and features.

🔹 The 2010 update was the last version of the JDM Inspire.

The sixth-generation Inspire currently exists only as a China-spec model, designated CV4 with the L15BR engine and CV6 with the LFB12 hybrid engine, differing from the GAC Honda CV1 and CV3. While historically, the Inspire was a derivative of the U.S. Accord, it is now labeled as the successor to the Spirior, China’s version of the European Accord. Despite this odd positioning, the return of the Inspire in