1992 Acura Legend Chassis


Specific objectives for the second-generation Legend chassis performance called for more active, driver oriented handling characteristics, reduced noise and vibration, and improved braking feel. The suspension design and most parts are identical on Legend Sedan and Coupe models; stabilizer bar thickness and shock valving changes enhance the sporting character of the Legend Coupe.


A fundamental factor contributing to the excellent handling of the second-generation Legend is its more rearward weight distribution. Honda R&D chassis engineers consider this the ideal distribution for a front-drive automobile with sporting aspirations.

The Legend powertrain incorporates a unique aluminum front subframe. This is not only lighter, but more rigid compared to the steel subframe of the first-generation Legend. It is mounted to the main structure at eight optimum points with specifically tuned bushings designed to isolate vibration and distribute loads throughout the structure.

While similar to the previous layout in concept - double-wishbone geometry - the front suspensionis an all-new design.Widely spaced upper and lower wishbones give precise suspension action, with the coil-over spring/damper units free of the binding caused by the side-loading inherent in less sophisticated strut-type designs.

The rear suspension is also redesigned, featuring upper and dual lower lateral arms carried on a steel subframe. Two tubular trailing arm elements, bolted together into a unit, perform the function of fore/aft location and countering of braking torque. This new system reduces unsprung weight by almost 20 lbs. and it is also more rigid overall.


Sophisticated gas-pressurized shock absorbers also contribute to the riding comfort and handling of the Legend. They feature an exclusive valve mechanism called the Honda Progressive Valve (HPV). In this design, the valve opens and closes progressively, rather than being simply open or closed. This improves the shock absorbers' response to quick wheel movements and results in better rebound control as well. In both cases tire- to- road adhesion is enhanced.

Stabilizer bar diameters have been matched to the suspension geometry, springing and shock absorbers of both the second-generation Legend Sedan and Legend Coupe. The tubular front bar is 1.13 in. (28.6 mm) in diameter on both the Sedan and the Coupe; wall thickness is 3.5 mm on the Sedan, and 4.0 mm on the Coupe, owing to its sportier handling personality. The rear bar on both models is tubular, with a 0.75 in. (19.1 mm) diameter, and a 3.0 mm wall thickness.

Taken as a whole, this new suspension system enabled the Legend engineers to realize the dream of any serious chassis engineer - to improve handling and ride comfort at the same time.


The 1991 Legend has rack-and-pinion steering with a new speed-sensitive variable power assisted system. For improved steering feel, the variation in power assist is now more linear. The system's vane-type assist pump has high capacity for immediate response to quick steering wheel motions, and operates very quietly.


Four-wheel disc brakes match the higher performance and 60/40 weight distribution of the second generation Legend. The ventilated front discs are 11.0in. (280 mm) in diameter and 0.91 in. (23 mm) thick. At the rear, the solid discs are 11.0 in. in diameter. A new drum-in-disc parking brake replaces the former mechanical actuation of the rear calipers. Not only does this result in a more powerful parking brake, but reduced clearance between pads and rotor improves brake pedal feel and allows shorter pedal travel


Standard in all models is the Honda R&D-developed Anti-Lock Braking System (ABS), which has four wheel-speed sensors and three channels.


Every second-generation Legend Sedan and Legend Coupe is equipped with cast-alloy 6.5 JJ x 15 wheels, fitted with 205/60R-1591V V-rated tires. The tires are all-season type on all but the LS Coupe, which receives Michelin XGT-V 205/60R-15 91V V-rated tires. The spare tire and wheel are of compact, temporary use type. Thanks to a new exhaust system layout and a more compact muffler, the spare well is large enough that a road wheel and tire can be stowed there when the spare is installed.

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