The Great Underachiever: Honda Accord (2007)

Let’s be frank: the Honda Accord has the recipe to be a great car. For one, it has the looks. Despite having a replacement due in about a year’s time, it’s still pretty sleek. The lines are taut, purposeful and classic. Even Honda themselves knew how they got things right the first time that the facelift was mainly limited to modernizing the rear-end: now with triangular LED lamps echoing the US Accord Coupe. And then there’s the technology; this car has chock full of it—from the VTEC-equipped 3.0-liter V6 to the vehicle stability assist system, rain-sensing wipers and a smart 5-speed automatic among others. It’s not the lack of space either—as the Accord remains one of the roomiest in its class. So what gives? Let’s dissect this car inside and out and see if there’s a genuine executive car trapped underneath a lukewarm market reception.

There are only two criticisms you can throw at the Accord, and personally, these were its make-or-break factors. First is how it looks too similar to the 2.4 VTi-L. With the exception of the twin tail pipes, split-alloy wheel design and optional Pearl White Mica paint (you have to pay extra for this), you can’t tell the Accord variants apart. A trip to the aftermarket shop can, in fact, transform any run-of-the-mill four banger into a V6 wannabe. While that’s fine if you have a flashy palette to start with, such as the Chrysler 300 or the Toyota Camry, but not when it looks too plain. Larger alloy wheels and perhaps some modifications to the bumpers and grille should have been done to make the V6 a tad sportier.

This same problem carries on inside the Accord V6, where there’s little differentiation between the variants, be it looks or features. Although this Accord is still the top dog when it comes to an easy-to-use interior, you have to criticize at the lack of imagination in its execution. Granted that the materials are first rate all around, the two-tone black/beige interior and dark wood trim is a “been there, done that” affair. A much more daring choice of interior combinations would have set the Accord V6 apart. This certainly isn’t helped by the fact that both the 4-cylinder and 6-cylinder models share almost the same, short list of features. With the exception of the power moon roof, everything the range-topper has, so does the entry-level model. With the move of Japanese executive cars into the realm of German luxury compacts, Honda should have provided token items such as rear air conditioning vents, an MP3 capable sound system with auxiliary audio input and so forth.

The second biggest problem with the Accord is the introduction of the new Civic and CR-V. A look at the newer car’s list of features questions the price increase for Honda’s executive car. For example, both the top-of-the-line Civic and CR-V have HID headlamps, vehicle stability assist, large alloys (16’s on the Civic and 17’s on the CR-V), climate control and a 6-disc/MP3/aux audio system. On the other hand, the Accord V6 only has vehicle stability assist in the aforementioned list. Again, although the Accord certainly has more space than either of the two, both the newly designed Civic and CR-V are slowly creeping up to Accord-levels of space.

Indeed, this is a sad reality facing Honda’s executive car. With such fierce and heavily competition in the compact sedan and compact sport utility vehicle market, there’s a definite squeeze in the executive car class. And that’s a shame really, since the Accord’s still a wonderful car to drive and to be driven in. For all the things it lacks in the features and looks department, the Accord makes up for it with a solid drivetrain. For instance, the V6 engine still delivers the best thrill ride this side of a roller coaster: 100 km/h comes up in around 7 seconds and it’s creamy smooth to boot. The 5-speed automatic may be de rigueur nowadays, but it’s nicely mated to the engine’s character. Not only does it handle the power very well, it promotes excellent fuel economy too: 8.65 km/L in my tests.

Another thing worth praising is the Accord’s suspension system which balances the comfort with the sporty. Though at the limit, it still can’t match the Germans (it feels floaty at around 190 km/h), the Accord manages to be fun, planted and secure. The suspension does it job excellently, absorbing even the worse of road ruts. The steering’s quite responsive and well-weighted too—although like any Accord thus far, understeer’s still the order of the day when driving at the limit. Brakes are equally good as well, something you’d come to expect from a car capable of sudden gushes of acceleration. Replacing the old traction control system is VSA or Vehicle Stability Assist which is Honda-speak for electronic stability control. This system not only curbs wheel spin, but keeps the vehicle pointed in the intended direction.

So there you have it—despite the Accord’s driving dynamics (powerful engine, responsive chassis, obedient steering, and excellent brakes), properly designed cabin and complete safety features (four airbags, ABS, EBD, traction control), it needs to call more attention to itself. At its 1.7 million price range, the Accord is treading ground populated by poverty-spec German luxury compacts (with badge kudos and nothing else) or large Japanese land yachts with all the fancy toys. The Accord cannot simply offer an infallible driving experience; it has to offer much more. The Accord has to be a parking lot standout, something to make its owner shout “I have arrived”, at least the same way the Toyota Camry does. Honda shouldn’t fret. They have gotten all the ingredients right for a potential winner here, they just have to push the right buttons to come out with a box-office champ.

By Ulysses Ang | Photos by Ulysses Ang