Not just any two-decade-old Honda qualifies for a resting place in what Honda refers to as the American Honda Private Collection. When possible, first-year iterations and upper echelon trims of each model are cherry picked to help best represent the line, like the 1988 CRX Si and 1986 Integra LS—both first releases for their respective body styles. Heath and company's work isn't done, though. “We're not serving our truck line very well,” he says before commenting on the CR-V's and Odyssey's successes and how each deserves a spot inside. 

The 1990-1993 Honda Accord remains one of the most recognized, beloved body styles of all time. This generation marks the first Honda to be completely designed, engineered, and manufactured in the U.S. It was also the first to be shipped to Japan for overseas sales.
Honda bettered its Accord for the 1994 model year with an available SOHC VTEC engine that's good for 145 hp. For the 1995 model year the company also offered the Accord's first-ever and rarely talked-about V6 engine—a 2.7L C-series that it shares with the Acura Legend. This particular model is something special, though—boasting a VIN number made up of all sorts of zeros, concluded by a big fat one.
Honda's third-generation Accord was pretty advanced looking for its day, mostly because of its long, pointed nose and headlights that tucked inside of its structure. The 1986-1989 Accord also marks the beginning of a long line of parts interchangeability between Honda and Acura models, sharing the same chassis as Acura's five-cylinder Vigor.
The 1976 Accord was Honda's first family-sized car destined specifically for U.S consumers. A 68hp CVCC (Compound Vortex Controlled Combustion) engine powered the first Accord, which sold for just $3,995. 
By 1975, Honda's Civic and its CVCC technology had already infiltrated the U.S. According to Honda, 700,000 Civics were sold between 1973 and 1979. Long before VTEC was considered, CVCC technology sought to alter the balance between low emissions and acceptable power. Relatively new to car making, Honda rejected the idea of catalytic converters and instead believed that its stratified-charge process, where fuel was injected into the cylinders before ignition, was the answer. The results were reduced combustion chamber temperatures, less likelihood of detonation, reduced heat loss, and lower pumping losses. Many manufacturers considered stratified-charge technology, but only Honda successfully implemented it.
For the Civic's 1980-1983 model years, Honda introduced more utilitarian designs, like the five-door wagon, which would continue on in the U.S. through 1991. CVCC engines were now present in all Civics.
By 1984, the Civic had fully acclimated itself to American car buyers. The third-generation Civic wagon includes several unique features, like seats that fold up and stow away in 10 different configurations.
Besides the wagon, CRX, and sedan, the 1984-1987 Civic was also offered in hatchback form and marks the first use of the Si trim level for any U.S.-bound Civic. This 1986 Si features a 12-valve, 1.5L engine that's good for 91 hp.
The 1988-1991 Civic has gone on to become a cult classic among Honda worshipers. Sedan trims, which weren't popular among enthusiasts at first, are now one of the most sought-after chassis. Although often mistakenly referred to as an EF chassis, Honda never offered an EF version of the Civic in the U.S.
Honda's D16A6 from the 1988-1991 Civic and CRX served as a major turning point for the brand. The compact SOHC engine's fundamentals went on to become the building blocks for some of today's most popular Honda mills.

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