Honda Accord VTi 2008 Review

In a world of increasing petrol prices, there is a constant chatter in the automotive marketplace about downsizing. Smaller cars, smaller engines and lower fuel bills might be the mantra of the moment, however, there are still plenty of buyers that demand a big car.

To that end, market leader Toyota has been the sole local player to offer its 'large' car with both four and six-cylinder engines -- in the hope of covering as many bases as possible in the fuel efficiency/driveability equation. But now Toyota has a true and very direct rival on both fronts in the form of the new Honda Accord.

Once little more than a stretched Civic, the Accord has well and truly grown up. In its latest incarnation it is an equal measure -- dimensionally at least -- to the three locals: Falcon, Commodore and Aurion/Camry.

But given the front drive versus rear drive argument, it is the latter that is squarely in Honda's sights with its base model four-cylinder Accord VTi hitting the market at $29,990 -- exactly the same price as Toyota's auto Altise Camry.

Toyota has traditionally sold more fours than sixes -- due no doubt in part, not withstanding price, to the fuel economy benefits (real or perceived) of a four-cylinder engine versus a V6. However since the launch of Aurion with its improved and more fuel-efficient V6, the gap has narrowed significantly. In 2005, the split between the Camry four-cylinder and V6 was nearly two to one. Year to date July 2008, it's an almost even 50/50 split.

Since Honda first introduced its V6 with the Gen VI Accord in 1997, its sales split between four and six-cylinder models has been more evenhanded with about a 50/50 ratio through the life of the cars. With the new model, V6 sales are currently running at about 70 per cent of the total -- an outcome that seemingly flies in the face of traditional wisdom in a market where petrol has hit $1.80 a litre.

Higher trim variants (aka V6s in the Accord's case) usually sell well straight off the launch of a new model, but according to Honda, it is not expecting a great change in the preferences of buyers as the latest Accord beds in. So what is it that's driving Accord buyers into the V6 over the VTi four. To find out Carsales Network decided to pitch the two cars against each other and deliver our verdict.

Both cars share dimensions, running gear and near-identical spec levels (see our local launch coverage here) so when it comes down to it, the choice is marked by price differentials and engines, and the subsequent fuel economy/driveability differences.

Visually, the differences between the VTi and V6 are that the latter gets bigger 17-inch alloys wrapped with 225/50 rubber (compared to 215/60 16-inch alloys on the four), indicator repeaters in the wing mirrors and twin versus single tailpipes. Spec-wise, the V6 gets an eight-way electrically adjustable driver's seat and side curtain airbags.

On the price front, the VTi four-cylinder hits the market with a very attractive sticker that, while lineball with the Toyota Camry, is a marked improvement over its predecessor -- especially when you look at launch prices for the previous two generations.

The Gen VI Honda Accord was the first to introduce the US-styled car back in 1997 and at the time, the 2.3-litre four-speed auto four-cylinder model hit the showrooms priced from $38,850. The subsequent Gen VII model that arrived in 2003 with a bigger 2.4-litre five-speed auto cut that to $34,250. Now, with the latest Gen VIII model, Honda has effectively dropped the price of its base model VTi Accord nearly $9000 in ten years.

At the same time, spec has increased and the new model VTi represents very good value with a standard kit list that includes climate control, cruise control, power windows and mirrors, remote locking, six-stack CD, four airbags, ABS and VSA stability and traction control.

The V6 too has dropped in price but not as substantially. Gen VI kicked off at $43,950 and with a starting sticker for the latest base model V6 of $38,490, it is still a relatively hefty
$8500 premium over the VTi. Take off say $1000 for the added curtain bags and electric driver's seat and $7500 is still a fair whack to pay for an engine upgrade.

But this is no ordinary V6 engine and perhaps its very high tech nature explains part of its appeal. The 3.5-litre V6 is Honda's first to be fitted with Variable Cylinder Management (VCM) that continually monitors engine loads and seamlessly shifts between operating on three, four or all six cylinders as required.

It's primarily a fuel saving technology and if our test results are any indication, it works well. Official ADR 81/01 combined fuel consumption tests list the VTi at 8.8L/100km and the V6 at 10.0L/100km. Over the course of a week of city and country driving covering 650km in the V6, we pretty much hit the 10.0L mark spot on.

The following week over about 400km with a similar mix of urban/highway driving in the VTi, we managed around 9.5L/100km. In neither car were we particularly conscious of fuel efficiency and drove in the same style for both.

It is perhaps here, where the "fit for purpose" criteria comes into play. Dropping a smaller engine into a big car is not necessarily going to produce lower fuel consumption, as often you have to work it harder to achieve the same end result.

And on the road, that is definitely the feeling you get comparing the VTi with the V6. With only 133kW/222Nm, the 2.4-litre four feels slightly sluggish off the line requiring a firm boot to get the car moving at a decent pace. Tootling around at suburban speeds and once on the highway it is okay, but any requests for a bit of swift acceleration are largely left unanswered.

Using the paddle shifts on the smooth and responsive five-speed auto will hold gears and allow the engine to push higher into the rev-band for greater response (and more grunt), but it does start to get a little raucous at the top end.

The V6 on the other hand is strong off the line with its peak outputs of 202kW and 339Nm giving it plenty of midrange grunt for easy overtaking, tackling hills or even a reasonably enthusiastic punt along a country road. The extra 69kW/117Nm only have to deal with a weight penalty of 100kg, so the bulk of that extra oomph gets to the ground where it is needed.

There is also a fair difference in the ride and handling compromise between the two cars. The VTi, while being substantially more controlled in the body, with less wallow through the twisty bits than its predecessor, is still set-up with priority given to comfort. Thanks to its softer suspension settings and higher profile tyres, it delivers a very comfortable passage over most surfaces. The only let down is the steering which, although reasonably direct, is still very light and lifeless.

The V6 on the other hand, has a great deal more weight and feel to the steering and a firmer tune to the suspension that provides the confidence to push that bit harder and know that the car is going to remain very stable and solid on the road. There is a trade-off, however, in ride comfort and while it feels firm but fine on smooth surfaces, it tends to get a little harsh over small sharp ruts, especially at lower speeds around town.

With its softer ride, adequate but hardly inspiring engine and very good value price, the VTi is still likely to appeal to the suburban commuter who regards their car as little more than a means of transport. The V6 on the other hand offers a more sprightly and involving drive experience, if you don't mind a slight compromise in ride quality.

But if its fuel economy that is driving your decision, don't be fooled by perceptions of four-cylinder economy and six cylinder thirst. With the Accord V6's clever technology, there is very little difference between the two.

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