Honda Accord VTi-LN 2013 Review

Price: $41,490 (MRLP)
Engine: 2.4-litre four-cylinder petrol
Output: 129kW / 225Nm
Transmission: Five-speed automatic
Wheels / Tyres: 18x8.0 / 235/45
Fuel / CO2: 8.1L/100km / 192g/km
Safety: Six airbags / Four-star ANCAP

The Honda’s 2.4-litre, four-cylinder engine is matched to the only five-speed automatic transmission on test, serves-up 129kW at 6200rpm and 225Nm at 4000rpm, placing it as the fourth-most powerful in our line-up.

In our straight-line acceleration test, the Accord was out-paced by all competitors in this company, including the less powerful Malibu. It also took the longest distance to stop from 60km/h -- though as our brake-test equipment was on the fritz, this result is relative only to the others on test.

Its smooth delivery of power, arm-chair-like comfort and soft suspension did make for a very polished ride. But in contrast to the similarly-soft Camry, the Accord was a more eager performer on our test circuit.

While this ninth-generation Accord could not match the handling of the Mondeo, Malibu or Mazda6, its predictable behaviour paved the way for a confident and composed driving experience. New MacPherson strut front suspension replaces the previous double-wishbone arrangement, yet ride quality is improved over the outgoing model.

The Honda’s steering was quick and direct, but it still lacked the sharpness and direct feedback demonstrated by the Mondeo and the. On long freeway journeys, however, it was quite soothing, and offered lane-keeping technology to passively steer the Accord within its lane.

The Accord proved to be frugal matching the Malibu and Mazda6 and sipping around 7.6L/100km during testing.

At $41,490 (plus on-road costs), the Accord was the second-most expensive car on test, though it should be noted that the model tested was of a higher grade than that requested (the comparable mid-grade Honda Accord VTi-S is available from $33,490).

It did redeem itself with nice touches like satnav, partial leather trim, front and rear parking sensors, paddle gearshift and a full-size spare wheel. Additionally, it was the only car tested with tyre pressure monitoring; yet it was also the only one to lack split-fold rear seating. Metallic paint is a no-cost option.

Honda offers an industry-standard three-year/100,000km warranty for the Accord, though it falls behind the mean when it comes to after-sales support. A roadside assist plan is only available at an extra cost and there is no capped-price servicing arrangement, effectively killing its chances in this section.

Additionally, service intervals lag behind the best, its requirement to be inspected every six months/10,000km tying it for last with the Mazda6.

Come resale time, RedBook.com.au lists the median private sale price of a 2010 Honda Accord VTi-L, which sold new for $38,990, at $21,250. This represents a retained value of 54.5 per cent, enough for second place in the comparison.

The Honda's system was supported by a single-point controller, which works well. In keeping with sensible operation found in other cars (but not Audis!), the knob in the Accord moves the cursor left when turned anti-clockwise, and right for vice versa. It's surely not rocket science to set up such a system for right-handed people (which includes passengers) in right-hand drive cars. More power to Honda for getting it 'right'.

Like the Camry, the Accord had a foot-operated parking brake. The judicial collective remains ambivalent when it comes to this type of setup. Personally, I don't mind it, but I wouldn't want to be attempting a handbrake turn using my left foot. At least one of our testers disliked it in both cars.

Relying equally on what Douglas Adams once called 'large, friendly letters', and easily identifiable graphics, the Accord's minor switchgear is a lesson in bringing the luddites to water -- and strongly encouraging them to drink. By way of example, the boot/filler cap finger pull is located adjacent the driver's seat between it and the door. Just push down to release the filler flap, pull up to unlatch the boot. The text on the toggle even tells you as much.

The sound quality of the Accord’s audio system dead-heated with the Malibu for first place. Honda also gained points for its single-point control for entry of the destination address in the satnav system.

The Accord simply offers all the technology, but presented in a manner that is easily accessible for all owners.

EXECUTION OF INTENDED PURPOSE
Honda’s maxi-size Accord keeps getting better with each generation, and the latest version brings it right into contention as a class front-runner. For a start, it offers a roomy cabin that vies with the Camry as the most capacious in class, and backs this up with an elegant, restrained interior that is nicely tailored to suit the demographics.

Comfy, supple leather seats featuring full power adjustment on the driver’s side (the passenger misses out on seat tilt and lumbar adjustment) make the most of the big interior. Back-seat legroom is excellent and wide-opening doors allow easy access to the softly padded three-person bench.

However, we couldn’t help note that the rear seatbelt buckles could not be stowed a la Malibu.

Honda still can’t resist employing multiple information screens: In this case the upper screen presents navigation and computer displays activated by a BMW iDrive-style controller in the centre dash, while the lower (smaller, touch-screen) display looks after the sound system.

The Accord VTi-L’s active cruise control is operated from the right-hand steering-wheel spoke, where it is easy to find and use, and shift paddles are standard.

The main negative in this rather generous package was the small opening through a single-fold rear-seat backrest into the mid-size (457-litre) boot with its luggage-crusher hinges. The boot lid itself was light and closed with ease.

Driver vision was arguably the best of the bunch, with BMW Hofmeister-style C-pillars employing a rear window kick to maximise the view.

In keeping with the plush and refined theme, the Accord was equally quietest on the road, sharing its overall dBA levels with the Camry (see breakout box)

FIT, FINISH AND FINESSE
A very high level of quality was immediately evident in the Accord, both inside and out. The attention to detail was impressive, with a lustrous paint finish presented in conjunction with tight, uniform panel gaps. One niggle that did detract from an almost flawless build was there was a small rattle from the lower left-hand side of the dashboard.

The minimal use of raw black plastics across the front fascia elevated the Accord to a higher plain, however, under the bonnet, a maze of exposed plumbing and wiring lowered it again.

But it’s in the cabin (arguably where it most counts) that the Accord leaps ahead. An excellent door action with reassuring ‘thunk’ was met by a luxurious finish on the door cards, upholstery, console and dashboard.

We did note that the woodgrain garnishes were at odds with the modern design aesthetic, but not as much as those of the Toyota Camry. The instrument panel was slightly obscured by the wheel rim and the speedo increments ran all the way to 260km/h -- unnecessary.