Honda Accord 2003 Review

What we liked
>> Very quiet and refined
>> Strong smooth engine and driveline
>> Plenty of standard equipment

Not so much
>> Lack of driving involvement
>> Very little steering feel
>> Average handling

Honda Australia sells two very different Accord models. To read about the Honda Accord Euro, click here.

OVERVIEW
The new 7th generation Accord comes to Australia at a time when Honda is in the process of revitalizing itself and attempting to lift its sales performance after what has been a very slow few years for the Japanese carmaker. Over the past few years, the company seemed to have lost its edge in producing dynamic exciting cars and the sales figures reflected this. Part of the problem was the previous 6th generation Accord which as originally a US sourced model, replaced what was once a stylish, good driving, medium sedan with bloated, soft, dull transport for aging executives. It did sell but in much lower numbers than the car it replaced with sales reaching about 4000 a year at their peak. Now Honda is hedging its bets and having it both ways. To entice those who enjoyed driving the 5th gen Accord, in June of 2003, it launched the Accord Euro - a sporty Japanese designed stylish four cylinder six-speed car that is a delight to drive - which has been a great success in bringing Hondaphiles back to the brand. And to appease those more mature 45 to 60 year olds who did actually like the bigger softer 6th generation Accord, its replacement arrived in August simply dubbed Accord. To help avoid any confusion, the smaller sporty version is now being referred to simply as the Euro, while the new US-designed, Thai-built four and six cylinder sedans will be known as Accords.

FEATURES
The new generation Accord, like its predecessor is offered in three models with the entry level four cylinder wearing the suffix VTi. There are two models fitted with the V6 engine, the mid range Accord V6 and the top spec V6 Luxury and all feature a new five-speed automatic transmission as standard. At launch prices ranged from $34,250 for the VTi, through $39,990 for the V6 and $45,240 for the V6 Luxury. This is a significant drop from the previous car where the last of the models sold was the V6 L at $49,100. Even the base model four cylinder arrives at over $6000 less than the previous model with a similar level of specification.

COMFORT
Overall, the new car is 20mm longer, 35mm wider and sits on a 35mm longer wheelbase than the previous generation with most of that translating into increased interior length offering rear adult passengers plenty of leg and headroom. Interior width has actually decreased marginally, so three across the back is still for very short trips only, but up front both driver and passenger benefit from taller and wider seats that offer good comfort and support. Getting a good driving position is easy with tilt and telescopic steering column and 40mm seat height adjustments while storage is catered for with big door bins and a central lidded cubby. Comfort and convenience equipment levels are also high with standard dual zone climate control, power windows and mirrors, remote central locking, six-stack in dash CD audio system and steering wheel mounted cruise control across the lineup. The V6 also gets audio controls on the wheel and power driver's seat height adjustment while the Luxury adds full power driver's seat, sunroof and leather trim. Big improvements to noise vibration and harshness (NVH) make the new Accord a very quiet and refined car to ride in.

SAFETY
As well as being bigger all round, the Accord's body is also stronger and stiffer improving both crash performance and handling. The Accord VTi gains bigger brakes and a latest generation anti-lock brake system with electronic brake force distribution is standard across the range. For additional active safety, the V6 models also get traction control, which integrates with the drive by wire throttle control. On the passive safety front, all Accords are fitted with dual front and front side airbags, with occupant sensors in the front passenger seat. Bigger 205/60 tyres on 16-inch alloy wheels also improve grip.

MECHANICAL
Although both the four cylinder and V6 engines are largely carried over from the previous model, they have undergone some significant revisions to both improve NVH and also power and torque outputs. The four-cylinder engine has gone up in capacity by 100cc and is now a 2.4-litre unit. Although this is same capacity as the Euro's engine, it is an entirely different unit with the Accord powerplant producing 118kW and 218Nm against the Euro's 140kW and 223Nm. The 3.0-litre V6 still uses essentially the same block as the old car, but changes to the induction, exhaust and valvetrain have pushed power up by 30kW to 177kW with torque up 22Nm to 287Nm. Both engines are mated to a new automatic transmission that gains an extra ratio making it a five speed, with slightly different ratios for the V6 for better fuel consumption at cruising speeds. The Accord retains its familiar double wishbone front and rear suspension system which has had some minor revisions and retuning to improve overall handling characteristics.

COMPETITORS
With the Euro catering for those after a mid-sized sporty sedan, Honda has taken the bold step of claiming the new Accord will directly target the local manufacturers' upper level models. The company sees the four cylinder VTi directly in competition with Toyota's 2.4-litre four cylinder $31,490 Camry Ateva. We would also suggest that buyers are likely to take into consideration Mazda's excellent new 2.3-litre 6. What is most surprising however, is Honda's decision to pitch the V6 models to take on the might of the Holden Berlina and Calais and Ford Fairmont and Fairmont Ghia. They may be similar spec and price and run V6 engines but we reckon they are significantly different buyers and although the new Accord is bigger, it still doesn't match the locals. Mitsubishi's Verada and up-spec V6 Camrys seem more logical rivals.

ON THE ROAD
A short drive through southern Queensland revealed that despite similar origins to its predecessor, the new car is a much better drive. It feels tighter, far more refined and smoother than the V6 it replaces. In a word, it is no doubt a competent car. But although it is an improvement, it still lacks any great feeling of involvement - in dramatic contrast to the smaller Euro - and you feel as though you are piloting a large sedan that for the most part, is under the control of something else. There is very little feedback through the steering and the car just doesn't feel as though it is well connected to the road surface. It is solid in terms of quality and finish but it just doesn't feel planted enough to push on hard with confidence. The ride quality is good, with the suspension soaking up the harshest surfaces and the cabin is supremely quiet with minimal road and little engine noise. The engine itself has ample power but lacks the bottom end torque of the local sixes. It is however, smooth and refined and the new five speed shifts when needed with imperceptible precision. Overall, the new Accord is a pleasant enough place to be for cruising the highways or trawling through the urban byways, but just don't expect it to be exciting. For that, buy the Euro.

7 DAY TEST

BOTTOMLINE
Exactly like the Euro only totally different -- we prefer the Euro.

If the Accord Euro represents a return to form for Honda, then the Accord V6 suggests that part of the company at least is still living in the bad old days. Well, perhaps things aren't that bad but if you're expecting Euro-plus-a-bit in the V6 then you're going to be disappointed.

The Accord V6 is unashamedly designed and built to appeal to the world's biggest auto market -- the USA. Though the V6s we'll see Down Under are not built in the land of the brave, nor the home of the free, they are all but right-hand-drive clones of those that are… Perhaps a nice way to say it is that US consumers have different expectation of their cars -- they want a comfy quiet, roomy Accord. A Honda-badged recliner, with room in the back for Randy and Ty perhaps... Four-wheeled white goods.

Saddled with the V6, Honda Australia's putting on a brave face. It'll appeal to an older demographic, they say -- 45-60 compared to 35-50 for the Euro. The company is also aiming the car at traditional buyers of Commodores and Falcons if its television ad campaigns are anything to go by.

In mechanical terms, the car is nevertheless well-credentialed. The V6 and V6 Luxury models are powered by a silky smooth 3.0-litre V6 which produces 177kW. A bodice-ripping 118kW 2.4lt four-cylinder VTi model is also offered. All versions are coupled to Honda's excellent five-speed auto. It says five speed in the press kit though it had us fooled into thinking it's a four-speeder thanks to the abbreviated auto gate. There's no sequential mode a-la Euro.

In the Luxury version equipment levels are high, though not as high as its smaller stablemate. While the V6 shares six CD stereo, sunroof, leather interior and dual climate control in comparison to the Euro Luxury missing in action are: heated seats, power adjustment on the passenger pew, rain sensing wipers and HID headlamps with washers.

Nor is the interior fit and finish of the V6 as good as the Euro -- at least in terms of the press cars we tested. Dash fit on the V6 was particularly substandard and not a patch on my partner's seven year old Civic!

Safetycrats will be happy with the V6's standard front and side airbag compliment as well as standard traction control, ABS and front seat belt pretensioners. Drivers will be less pleased with the dumbed-down dynamics of what is an undeniably handsome sedan.

In the absence of the brilliant Euro, we wouldn't be so critical of the V6. However, jumping from one to the other as we did does nothing to enamour you to the bigger Accord. It's a bit like taking off your Nike Airs and donning a pair of cowboy boots -- and then trying to run the 110m hurdles. You can do it but you're not only going to be slower and less comfortable but you'll knock over a couple of gates while you're at it.