of the Toyota Crown, Mazda Luce and Nissan Cedric/Gloria. In 1981, Honda had introduced a luxury level version of the Accord, called the Honda Vigor, but realized that they needed to manufacture a larger, more exclusive sedan with similar dimensions to the Crown, Luce, Cedric and Gloria. When the Legend was introduced worldwide, the optional equipment list was minimal as commonly identified equipment regarded as luxury in nature was included as standard equipment, leaving the only option the choice between a manual or automatic transmission. The major mechanical difference between the Legend and the Toyota, Mazda and Nissan sedans was that the Legend was front-wheel drive, which Honda stated was "quite simply the most logical means to the ends the engineers desired: a true luxury car with a low, aerodynamic hood; a spacious interior with a nearly flat floor, and the superior traction that results from placing the engine and drivetrain transversely over the drive wheels." This provided the Legend with a front-end heavy 63/37 front to rear weight distribution ratio, similar to the NSU Ro 80. The ride was engineered to appeal towards the luxury car market and not necessarily towards the performance market, and the front to rear weight distribution ratio reflected this goal. Efforts to minimize torque steer were achieved by the half shafts and the angles of the joints at the ends of those shafts being equalized, helping the Legend to accelerate in a straight line. The Japanese-spec Legend was offered in three trim levels; the V6Xi with the 2.5 L C25A V6 engine, with the slightly shorter and narrower V6Gi and V6Zi using the 2.0 L C20A V6. The V6Gi had the same level of equipment and luxury features as the V6Xi, whereas the V6Zi had reduced content and a lower price. The V6 engines were available with electronic, multi-port sequential fuel injection Honda called Programmed Fuel Injection, or PGM-FI and a variable length intake manifold on the smaller 2.0 L V6. The larger 2.5 L engine was upgraded to the C27A 2.7 L displacement for model year 1988 and added the variable length intake manifold as a major engine improvement. The engine benefited from Honda's successes with its endeavors in Formula One racing in 1964, and Honda's F1 racing car, the Honda RA271. Transmission selections were either a four-speed automatic transaxle with a computer controlled lockup torque converter, or a five-speed manual transaxle. In