Honda wants its new Accord to be considered as an alternative to BMW, Mercedes and Audi. But can it really compete? asks Kyle Fortune
BMW 3-SERIES, Mercedes-Benz C-Class, Audi A4 and Honda Accord. Can you spot the odd one out? The Honda, and not merely because it's the only Japanese car among a trio of Germans, Think "premium" and the three Germans will unquestionably feature, and however good Honda's reputation is, that's some serious competition to be placing itself among.
With its Accord, Honda reckons it's at least the measure of the Germans. So when it arrives later this year it'll be more expensive than the outgoing car, but more comprehensively equipped, more spacious, better quality and - if you believe Honda - a genuine premium player.
Certainly it looks more striking, if admittedly familiar, but with a bit more presence. There's a self-assured look to the chrome grille, while prominent feature lines also help continue that more assertive, confident look compared to its rather restrained predecessor.
Those new lines do little to hide its increased size - the Accord's dimensions swelling by 80mm in width, the wheelbase also growing by 35mm. That's to the benefit of interior space; if the Accord's upmarket aspirations are measured by room for the driver and passenger, then it feels as if Honda might be on to a winner.
To accommodate that growth the track has increased by 75mm, which should benefit the driving experience.
The result is undeniably impressive, as the Accord feels very surefooted and composed, its smooth, cosseting ride actually bettering the premium rivals Honda is pitching it at in terms of comfort.
There's also some sharpness to the way it drives, though inevitably being front-wheel-drive it's not able to equal the fine balance of its Mercedes and BMW targets, but it runs the Audi very close. Where it's lacking is in the steering feel: there is some weight at the wheel's rim, but there's little in the way of actual information. And it feels even more remote if you opt for some of the more space-age kit that's on offer with the new Accord.
Choose the Lane Keeping Assist System (LKAS) and the steering wheel writhes about in your hands as you drive it down the motorway. Using a camera, it actively scans the road ahead and inputs small assistance to keep the Accord between the white lines.
It's one of a number of technological highlights for the segment, the Accord also including radar-guided Active Cruise Control (ACC) and a Collision Mitigation Braking System (CMBS). The latter not only warns you audibly, visually and physically (by tugging the seatbelt) of an impending collision, but will brake the car to reduce its severity.
All three are bundled under the name Advanced Driver Assist System, and will only be offered optionally on higher grade models. Impressive as all that technology is, it does seem like overkill on the Accord.
In standard guise it's a more appealing drive - if anything, the numerous systems do very little to add to its relaxed, comfortable gait on a long drive.
Three engines will be available: a 2.0-litre petrol unit with 154bhp, a 2.4-litre petrol option with 198bhp and a 2.2-litre i-DTEC turbodiesel. There's really no need for the 2.4-litre though, as the 2.0-litre unit is surprisingly eager, delivering a 0-100km/h time of 9.3 seconds.
Even so, it's the diesel that's the obvious choice in the range, not least for its 5.6l/100km combined economy figure and 148g/km CO2 figure.
The 148bhp diesel engine is a development of Honda's acclaimed i-CTDi unit. It's a smooth unit, revving with the vigour of a petrol engine, but still delivering a huge 350Nm of torque from just 2,000rpm. It's perfectly suited to the Accord, and although it's only offered in manual guise the Accord's six-speed unit is one of the best out there, shifting with speed and precision that makes it an absolute joy to operate.
Sadly, the same isn't true of the rest of the controls. Honda may have significantly improved the materials in the cabin, but the design of the fascia is overly complicated. There are buttons absolutely everywhere, not least on the steering wheel.
It's this, allied to the lack of a convincing premium badge, that ultimately means the Accord doesn't quite reach its lofty goals.
That's not to say it's not a very impressive new D-segment car; it is, it's just highly unlikely that it'll have buyers leaving BMW, Audi and Mercedes-Benz. The VW Passat, Mazda6 and Ford Mondeo have a tough new contender though.
Factfile
Honda Accord 2.0:four- cylinder, inline petrol
engine; 154bhp @ 6,300rpm; 192Nm @ 4,300rpm; 0-100km/h: 9.3
seconds; top speed: 214km/h; 170g/km CO2; 7.2l/100km.
Five-speed auto:0-100km/h: 10.7 secs; top speed: 210km/h; 178g/km CO2; 7.4l/100km
Honda Accord 2.4:four- cylinder, inline petrol engine. 198bhp @ 7,000rpm; 234Nm @ 4,500rpm. 0-100km/h: 7.8 secs; top speed: 226km/h; 209g/km CO2; 8.8 l/100km. Five-speed auto: 0-100km/h: 9.5 secs; top speed: 210km/h; 204g/km CO2; 8.6l/100km
Honda Accord 2.2 D-TEC:four-cylinder, inline turbodiesel engine; 148bhp @ 4,000rpm; 350Nm @ 2,000rpm; six-speed manual front-wheel-drive; 0-100km/h: 9.6 secs; top speed: 210km/h; 148g/km CO2; 5.6l/100km