Honda Accord Euro 2008 Review - International

Not so much
>> Inconsistent steering feel
>> Bulky seating
>> That we don't get the wagon, diesel versions right away

About our ratings

OVERVIEW
It's been 30-plus years of Accord; five years since the 'split' between the Accord and the smaller sporty model, and now the second generation of Euro.

Built in Japan for European tastes and sold in the US as an Acura, the smaller Accord is known as the Euro only in Honda's domestic and antipodean markets. In Australia and New Zealand, Honda offers both Accord and Accord Euro whereas UK only sees the midsize model. In turn, the large car is sometimes referred to as the 'US Accord'.

If not by name, there's a clear distinction between Euro and the now even bigger Accord (more here) on size, and equally buyer group. Most Accord owners are retirees, while Euro buyers tend to be university educated 30 and 40-somethings, with a taste for sports handling and the latest looks.

To that end, the new Euro gets a thoroughly modern interior makeover, revised suspension and new auto with paddle shift and, in Europe at least, Honda's latest developments in driver aids.

The Euro has also grown in size and sharpened its looks, handling and engine performance. But expect a steeper price by the time it arrives in local showrooms late June. First impressions suggest the money's well spent, however, keen pricing on Mazda's evergreen 6 means Honda Australia will have to work hard.

Honda has retained the three-tier Euro line-up: standard, Luxury and Luxury Navi.

Even at base level the new Euro comes standard with a decent level of equipment, including dual-zone climate control, power windows, 17-inch wheels, cruise control and six-disc, 10-speaker sound system and leather-trimmed steering wheel (but cloth trim).

The Luxury spec adds 18-inch wheels and extras including leather trim, sunroof and electrically-adjustable heated front seats. As the name suggests, the Navi spec gets sat-nav, as well as Bluetooth and reversing camera.

MECHANICAL
Second-gen Euro retains the previous model's 2.4-litre four-cylinder, but with tweaks to increased power and torque. Outputs now sit at 147kW/233Nm.

Revisions to the engine have also delivered better fuel consumption, now claimed at 8.9L/100km versus 9.1L/100 previously, when matched to the six-speed manual. A five-speed automatic transmission with paddle shift is also available.

Manual models come with a shift indicator light to assist economy, which Honda says can be improved by up to 5 per cent when following the shift recommendations.

The 2.4-litre engine is one of three powerplant options available overseas, including the 2.0-litre i-VTEC four-cylinder and the 2.2-litre i-DTEC turbodiesel engine boasting the latest developments in Honda's diesel programme. The turbodiesel is currently not available with automatic for Accord in the UK, which Honda Australia says is preventing its availability for sale locally.

The new Euro gets double wishbone front suspension and multi-link suspension for the rear. Combined with a wider track and lower centre of gravity than the previous model, Honda claims the new Euro has improved handling characteristics. The new model also boasts greater body rigidity front (by 35 per cent) and rear (20 per cent).

Entry Euro comes with 17-inch alloys and full-size spare, while the up-spec models are fitted with 18-inch wheels but offer a space-saver spare wheel. A full version for the 18-inch-shod models' wouldn't fit in the boot, and besides, Honda Australia says customers aren't complaining... Just Aussie motoring journos!

PACKAGING
New Euro is (80mm) wider, (5mm) lower and has a (35mm) longer wheelbase than its predecessor. Apart from a more spacious cabin, Honda says the new platform has allowed a (75mm) wider track which is key to the new model's improvements in handling.

Final specification isn't available until closer to release in June, but as noted above local buyers can expect the familiar base and luxury level option, with 'Luxury Navi' at the top of the range.

The new Euro's interior is a blend of ultra-modern and luxury, with LED instrumentation, a multitude of buttons for driver and passenger comfort around the cockpit and centre 'stack', including a prominent multi-way dial for access to onboard controls and information. The info system features a service reminder that displays distance and days remaining to a required service.

Interior trim and materials, and the colour schemes (black or light grey) are all tasteful and feel high quality. Honda has used slush moulding (solid-forming materials poured into a mould) for the fascia, to eliminate mating lines, and elsewhere the fit looks exact and consistent. There's also storage in well-placed locations around the cabin, such as in the sides of the buttress-style front console.

Seating is generous front and rear. The driver's and front passenger seats feature active headrests and new internal structure designed to reduce the effects of vibration.

Honda says the "careful" application of extra noise absorbing materials, improved insulation within door pillar structures and a new floating rear subframe have helped to improve NVH levels.

Luggage space is 467 litres which Honda says makes the Euro's cargo capacity best in class -- that's "against other premium saloons". Mazda6 sedan's boot space, as an example among the 'lessers', is 519 litres.

In Europe the Accord is available with an optional-fit Advanced Driving Assist System, including lane-keeping assistance, adaptive cruise control and Collision Mitigation Brake System (CBMS). The latter feature will activate an alarm and tension front seatbelts if the system determines the distance between the Accord and the car directly in front is too close upon approach.

Experienced while as a passenger during our drive of the new Euro, we'd have to say the CBMS is certainly hasty to react. The feature, along with lane-keep assist, is unlikely to be offered on Australian-delivered Euros.

SAFETY
All models come standard with driver and front passenger airbags, side airbags and full-length curtain airbags, and Honda's Vehicle Stability Assist and Motion Adaptive EPS. The stability system works in conjunction with the electronic power steering system to "prompt" the driver to steer in the right direction in slippery conditions.

Honda says the new Accord benefits from safety improvements by way of its Advanced Compatibility Engineering (ACE) body structure, incorporating front-mounted polygonal main frame, increased reinforcement for the side section of the frame and the use of particular lightweight steels in critical areas.

Like the new Accord, the second-gen Euro has yet to be crash tested but the high airbag count, standard stability control, latest-tech crash cell structure and faith Honda isn't likely to go backwards on commendable pedestrian and child safety standards leads us to believe five EuroNCAP stars will be a cinch.

Until the test, for our rating we're giving it 3.5. If it scores five stars from ENCAP, including at least three for pedestrian safety, we'll grant four, or even 4.5 if the company outdoes itself on the pedestrian rating. See? Not so difficult to understand... Wait for our local launch review for ENCAP's verdict.

COMPETITORS
Honda's "new model direction" for Euro is designed to help it jump the likes of Volkswagen's Passat and take on premium players including Audi A4.

However the Euro's closest competitors Down Under remain Mazda6, Subaru Liberty and the aforementioned VW. There's also Ford's new Mondeo midsizer, which (like the Passat) offers a turbodiesel option.

Honda Australia was managing 650 Accord Euro sales a month but expects around 800 for the new model.

Both auto and manual models offer smooth driving but we especially liked the auto for its well timed and chosen changes when left to its own devices. The five-speed unit is also fuss-free used in 'S' mode and the shift paddles don't intrude on space around the steering wheel.

Euro's ride is supple over both highway and B-roads and its handling is quick with good balance through corners. Steering feel is light and generally inoffensive, however, it bogs down, confused against torque steer, in corners under power. There was also tyre squeal, easily provoked, from the Bridgestones fitted to the European launch models, otherwise tyre roar over most roads was minimal, at least on the 17-inch wheeled models we tried.

The new Euro is a visual feast. Bold(er) wheelarches and road stance, sharp body lines front-to-rear and, inside, a vast selection of dashboard-mounted dials for comfort control and what-not, and multiple buttons attached to the multifunction sports-style steering wheel.

All very handy but the centrally-located dial is rather obtrusive, and the control unit loads the front console with a lot of plastic. The LED backlit instrumentation sets off the modern, tech-slanted interior styling.

Seating up front is full-size and quite soft, with generous bolstering for the sides and especially at shoulder height. For all Euro's sporty style, these are certainly not firm sports seats and would look equally at home in the bigger Accord model. Rear passenger space is decent in terms of seating and legroom, but headroom for taller passengers is not as good as it is up front.

Front passenger room and vision forward is excellent, however, rearward vision is obscured by the large (but comfortable) seats and headrests, and smallish windows. The sedan's boot 'deck' is high, but taller drivers shouldn't have an issue. In the top-spec models the front seats are electrically adjustable, including for height.

The Euro wagon model we sampled had similar rearward vision issues, though for other reasons namely a small rear window and wide rear pillar.

The Tourer was equally comfortable, quiet and spacious as the sedan and certainly pleasing on the eye. We're a chance for local delivery if Honda Australia can sort an ADR gripe with the ISOFIX child seat fixtures for the rear, but that won’t be until a mid-life model refresh in around two years' time.

Honda wants the Euro to take on premium rivals like Audi A4, but it remains closer to Mazda6 in local terms. As the 6 is the segment's best-seller, that's not such bad news at all.

It'll take a direct comparison test to split the two, but we like the Euro's added dose of luxury equipment -- especially considering it's at entry level. Until that localised evaluation, we'd have to say it's also better than the returned mid-size contender, Mondeo.

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