Honda's cross-over Avancier combines the virtues of sedan and multi-purpose vehicle. Rear-seat passengers in the Avancier get "limo-like" accommodations with seats that slide and recline. Avancier's automatic transmission selector is on the central IP console.

The Avancier is built on the largest of the global Accord architectures, developed for the American and Asian-Pacific markets except Japan, which prefers a compact version. Its wheelbase is 50 mm (2 in) longer than the U.S. Accord's, at 2765 mm (109 in), while the overall length of 4700 mm (185 in) is shorter. Its overall width is 1790 mm (70 in), and it is taller than the sedan at 1500 mm (59 in). The car features four conventional doors and a rear hatch, which wraps over the roof with a glass "top light."

The Avancier is fitted with standard high-intensity-discharge low-beam headlamps. The body style and configuration do not duplicate another Japan-exclusive Accord variant, the station wagon. The car's height is exploited to provide unique interior ambience and convenience—sort of a cross between a luxury sedan and a compact minivan. The low central tunnel and a dashboard-mounted transmission selector lever allow walk-through between the front seats and between the front and rear compartments. Upper-model rear seats feature a fore-aft slide range of 70 mm (2.8 in) and seatback recline. With the seat at the rear-most position, leg room is superior to that of the larger Legend/Acura RL sedan. Luggage space under a hard shelf has a 350-L (12.4 ft3) volume; however, it can been increased by folding the 60/40-split rear seatbacks forward and level with the trunk floor.

The Avancier's seating positions are halfway between sedan and compact minivan, with higher hip and eye points than in the Accord sedan, which facilitate easy entry and exit and offer a better view for rear-seat occupants. The chassis is an adaptation of the U.S. Accord's, its double-wishbone suspension specifically tuned for this vehicle. The vehicle's variable-ratio rack-and-pinion power steering features engine-speed-sensing hydraulic power assistance. In contrast, the Japanese Accord range features an electronically controlled electric power steering system. The brake system comprises RL-size front ventilated and rear solid disc brakes, tandem vacuum assist, four-sensor three-channel ABS, electronic brake distribution (EBD), and brake assist.

Two engine types are available. The J30A engine is the latest version of the SOHC 3.0-L V6 manufactured by Honda of America Manufacturing in Ohio. The 24-valve engine features the VTEC variable-intake valve timing system. Below 4500 rpm, the VTEC employs low-speed timing and smaller lift cams, generating powerful swirl of the incoming charge to stabilize combustion with a heavy dose of EGR. EGR is precisely administered by an electrically actuated solenoid valve instead of the previous vacuum-operated one. The fuel injector is air-assisted to promote finer atomization of fuel. At over 4500 rpm, the high-speed high-lift cams actuate the intake valves.

In addition to VTEC, the J30A adopts a two-stage variable-induction system. The plenum chamber's volume and tract length are varied by a shutter valve. The valve is closed below 4000 rpm, leading incoming air through narrower and longer tracts to make use of resonance charge effects. Above 4000 rpm, the valve opens, shortening the tracts as well as opening a connecting passage to use the inertia charge effect of the rushing air. The J30A engine produces 160 kW (215 hp) at 5800 rpm and 272 N•m (201 lb•ft) at 5000 rpm on a higher 10.0:1 compression ratio (from 9.4:1), yet the engine is still content with regular-grade unleaded gasoline.

The V6 engine is mated to Honda's first five-speed automatic transmission. The type MFYA transmission continues in the Hondamatic tradition in that it employs a constant-mesh geartrain on three parallel shafts, vs. the more common planetary gear variety. The new transverse transmission is quite compact, with its 440-mm (17.3-in) width being only 37 mm (1.5 in) wider than the four-speed unit and allowing it to fit neatly in the space occupied by the latter. So expect expanded application to the V6 family that powers the Accord, Odyssey, and Acura CL and TL. The transmission has closely spaced first through third gears, and overdrive fourth and fifth. Specific ratios are (first through fifth) 2.563:, 1.552:, 1.021:, 0.767:, and 0.551:1, combined with the final drive ratio of 4.200:1. The electronically controlled transmission incorporates a lockup clutch on the torque converter and grade-logic feature. The transmission's selector lever is on the central console extended from the instrument panel. The quadrant has a vertical zig-zag pattern with P-R-N and lateral D3 and D gate. A switch on the lower part of the panel holds second or low gear when required.

The F23A VTEC 2.3-L inline four-cylinder engine is similar to the unit that powers the U.S. Accord, but is tuned to meet Japan's 2000 LEV standards. The SOHC 16-valve unit produces 112 kW (150 hp) at 5800 rpm and 206 N•m (152 N•m) at 4800 rpm on a 9.5:1 compression ratio. The standard transmission for this engine is the familiar Honda four-speed automatic. The F23A continues to revolve counter-clockwise, as has been the curious tradition of Honda's inline fours, while the newer V6 turns clockwise. Honda is in the process of updating its engine and transmission families to run clockwise, recent examples being the S2000 sports car's inline four and the Insight hybrid's triple. The four-cylinder Avancier series includes an all-wheel-drive model that employs Honda's dual-pump on-demand torque split and transfer system.

The Avancier is equipped with an i-SRS system, the lowercase character meaning intelligent. Front-seat dual SRS airbags are standard on all models, as are pyrotechnically actuated front seatbelt tensioners and load-limiters. Front-seat SRS side airbags are a factory-installed option. The SRS computer unit performs separate control of the belt-tensioner, dual airbags, and side airbags.

Impact energy is transmitted from the vehicle's body to the SRS unit, which is transformed to an electric signal by a deceleration sensor. The belt tensioner is actuated by a fixed threshold value, while the airbags are individually controlled by their own threshold values. Depending on crash severity and whether the occupant wears the seatbelt, one or both bags may inflate. The passenger side's dual-stage inflator may be ignited simultaneously or sequentially depending on impact conditions. Honda did not rush into the side airbag installation race in Japan (it installed the system in certain U.S. and European models first), citing its danger to a passenger of smaller stature (a child, to be more specific) who may be seated out of position, which is often the case in Japan. The Japanese government will soon mandate the use of child safety seats. The Avancier's passenger-side seatback has imbedded out-of-position detection system pads to sense the occupant's seating height and head position. If the system determines that a passenger of small stature is seated out of position (e.g., leaning against the door), it inhibits the side airbag's deployment.

Honda seems to pay scant regard to its own product hierarchy when it comes to introducing new technology or innovation: the first new car usually gets it. The Avancier gets a couple, including the i-SRS airbag system. Others are optional adaptive cruise control and a CCD-camera system. The adaptive control employs an infrared laser radar and maintains a preset following distance by throttle and brake control. It warns the driver by sounding a buzzer if separation from the preceding vehicle becomes too close or another vehicle cuts in. The front side-view camera system has a CCD unit at each front-bumper corner. The system shows the cross-road scene on the navigation system's color LCD screen. Both directions may be shown on a split screen or one direction at a time. Another option is a monochromatic CCD camera on the rear hatch that shows the area immediately behind the vehicle, assisting the driver in reversing in a tight space. Another option is an ultrasonic transmitter system to warn of obstacles immediately in front and behind the vehicle.

Jack Yamaguchi