Balance of Power: Honda Accord (2004)

August 11,2004

Now that the compact cars have powered up to 2.0 liters and power output in the range of 150 bhp, it’s the turn of their bigger brothers to drink from the fountain of power. Latest one to have a go is the Honda Accord. The four-cylinder Accord goes up to 2.4 liters, with 157 bhp and 218 Nm. Two variants powered by that engine are offered: the plain VTi and more luxurious VTi-L. The most intriguing new arrival is the brawniest Accord yet, with a 3.0 V6 under its hood, pumping out a heady 240 bhp and 288 Nm.

From the outside, the Accord doesn’t look that different from its brothers. With regard to the front end, that suits us just fine, as the aggressive S2000-turned-sedan look is still fresh and distinctive. Unfortunately, the generic and bland rear end has been left untouched also. The most visible change is the alloy wheel design, which, oddly, is less sporty than the five-spoke on the 2.4-liter VTi-L. The design makes the wheels look smaller, but they are still 16-inchers. The side mirrors also sprout turn-signal repeaters, ala Mercedes. Potential customers, who no doubt will want some bragging rights, may need a little more differentiation from the lower-rung models.

It’s a similar story with the Accord’s interior. Not much has changed here, apart from wood trim on the steering wheel (which we can do without), and a power moonroof (that’s more like it). We’ve driven several hundred kilometers snuggled in this cockpit, so we know that everything is in place for comfortable driving. The central controls and display for the audio and airconditioning are clear and intuitive; you can pretty much keep the owner’s manual locked up in the glovebox. The driver’s seat feels like a finely-tailored suit, with generous thigh and back support, as well as proper side bolstering. Both front seats are power adjustable. With a steering wheel that is adjustable for reach and rake, it’s easy to find the perfect driving position.

The gray leather looks elegant, combining well with the dark plastics of the dashboard. The faux wood adorning the door panels and center dash is among the best of its kind that we’ve seen, providing some relief from the seriousness. Headroom is generous all around, even with the standard moonroof in place. The headliner itself is well padded and feels like real cloth, a feature long absent from Japanese cars. The rear seating provides vast amounts of legroom and enough shoulder room for three adults.

The instrument panel lights up in stages: the markings first, then the needles, in what amounts to a pleasant invitation to drive. We oblige by twisting the ignition. At startup and idle, the V6 is inaudible, and remains nearly so throughout the rev range. Too bad, as we wanted a more exciting soundtrack. This engine lets the results do the talking, and its message of power is loud and clear.

We found the 2 liter Accord to be adequate when cruising but lacking at traffic lights, its force too weak for the large body it was attached to. We forgot all such concerns the moment we stepped on the 3.0’s drive-by-wire gas pedal. Response is instantaneous, with a satisfyingly linear acceleration that doesn’t let up. There’s no gradual build-up or sudden shove in the back, but a strong, sure pull each time you order it. Perhaps this was what Honda meant when they said that the Accord was inspired by the cheetah.

Sometimes, late is better than early because just recently, Honda’s 3 liter V6 pumped out “only” 200 bhp. Honda relied on some its F1 racing experience to boost horsepower by 20 percent and fuel efficiency by 6 percent, while also reducing emissions and engine weight. For instance, the exhaust system does away with traditional exhaust manifolds; instead, these are integrated into the aluminum cylinder heads. This results in freer flow of exhaust gases, almost directly into a catalyst, ensuring quicker warmup to operating temperature. Changes to the throttle body and intake manifolds, precise air and fuel control, larger valves, and a higher compression ratio also bump up the horsepower. The biggest boost comes from the VTEC system, which provides two operating modes for the intake valves. At low revs, one of the two intake valves for each cylinder remains nearly closed, while the other follows a higher-lift, short-duration rocker. This promotes swirl in the combustion chamber for good low-end torque. At high revs, both valves follow a long-duration, high-lift camshaft lobe for good breathing and added power.

With five adults on board, the Accord’s V6 shrugs off small matters such as mass and inertia. This car has been tested to generate a 0-100 km/h time of barely more than 7 seconds. On short stretches of road, the car accelerates to 120 km/h seemingly as easily as the old car did to 60 km/h. At 200 km/h on the open highway, the car still feels composed, with a substantial reserve of acceleration still available.

Seamless acceleration is provided by the five-speed automatic. There’s no power mode switch or manual override for the gearbox, and this time, we’re happy to report that there’s no need for them. The transmission has the brains to figure out exactly when you need a downshift, and how to hold a gear for a corner. Why else do you call it an automatic?

There’s a small switch below the steering wheel, marked TCS. Pushing it turns off the traction control system and lights up a yellow warning triangle in the instrument panel. Even with the system off, we couldn’t induce any torque steer, either from complete stops, or in the middle of a corner. Even in a torrential downpour, the car’s steering stayed true to the desired direction.

Though the steering doesn’t provide much feedback and feels too light, it is precise and there’s no dead zone anywhere in its arc. The brake pedal feels firm and confident, even when scrubbing off speeds in excess of 180 km/h.

Just as there’s no replacement for displacement, there’s no substitute for a proper double wishbone suspension at each corner. (Even if that doesn’t sound as catchy.) The Accord feels firmly planted even on imperfect roads, never floaty and never harsh.

Superior driving dynamics, including a powerful engine, responsive chassis, and obedient steering, combined with a properly designed cabin and complete safety features, provide more comfort than a whole boatload of toys such as reverse sensors and power sunshades. The only driving tools we are missing here are HID headlamps and bigger wheels.

In 3.0 V6 VTEC guise, Honda has a worthy flagship in the Accord. It has the presence, the chassis, and the cabin to compete against the entry-level German and Swedish sedans, and trump all of those not equipped with a top-line engine. The balance of power has just changed.

By Jason Ang | Photos By Ulysses Ang
Also published in “Overdrive”, the monthly motoring supplement of The Manila Bulletin

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