The engine. Although it’s hidden deep under the hood, a car’s powerplant determines so much of its personality that often it’s the primary distinction between the car and its competitors. So how much engine can you get these days with a million bucks, give or take a hundred thousand? Nissan offers its ultra-smooth 2.0 24-valve in the Cefiro, while Mitsubishi has a more powerful but less-refined 2.5 V6 in its Galant. For less money, the Galant can also come with an aging and indifferent 2.0 sohc 16V. Toyota has a 2.2 16V that offers ample torque but becomes buzzy at higher revs. If you have more money than sense, a significantly more expensive option is the weak 1.6 liter in the substantially smaller BMW 316i.
Into this battle jumps the Honda Accord, armed with a 2.0 or a 2.3, both sohc inline-4s with 16 valves actuated by VTEC. The variable valve timing and lift electronic control system was first made famous in Honda’s NSX, which extracted 270 bhp from a mere 3.0 liters, with no turbo- or superchargers attached. It has since appeared in the Civic, Prelude and the Accord in various guises, sometimes tuned to achieve high fuel economy (18 km / liter in the U.S. Civic 1.5) and in other cases to produce more power. This current version of VTEC appeared in the 1994 U.S. Accord, and it combined fuel economy (8% better than the non-VTEC) with greater power output at high revs. The new 2.3 is a bored-and-stroked successor to last year’s 2.2, made possible by using thinner cylinder liners in the same aluminum block. Maximum power is a modest (for a 2.3) 157 hp at 5700 rpm, while torque is a meaty 210 Nm at 4900 rpm.
Although Nissan claims that its 2.0 VQ is a Ward’s Best Engine awardee, it was actually the 3.0 which was given the distinction. This Honda 2.3, however, is a genuine nominee, cited for its technical sophistication and refinement. The 2.3 is rather thirsty, though, registering only 6.3 to 6.5 km / liter during our test.
Twist the ignition key, and the Accord’s 2.3 spins to life, settling down to a quiet idle-quieter than the aircon fan at speed setting “2.” Look into the engine bay, and you’d be surprised that the Accord actually has no sound insulation on the firewall. Revved slightly, the engine produces a smooth clattering sound not unlike a sewing machine. Ample low-end torque and fluid clutch action make launching from a stop quick and easy. Quick prods of the sensitive throttle make the car lunge eagerly forward, and it’s always tempting to reach the VTEC transition point, which ranges from 2300 to 3200 rpm. The previously docile engine becomes Mr. Hyde at this point, revving quickly to its 6500 redline with a satisfying roar. The engine is quite happy above 3500 rpm, and keeping it in the correct gear is a pleasure with the precise five-speed manual. One thing about the gearbox, though-a cold engine and transmission make first gear very difficult to shift into. Hopefully that will lessen as the car gains some mileage.
While the powerful inline 4 can bring you to a corner quickly, the new suspension makes sure you go around it just as fast. The front suspension retains conventional double wishbones, but it’s been redesigned with a lower roll center for reduced understeer. The rear now has five links per side (upper and lower lateral links, a lateral toe-control link and leading and trailing diagonal arms) which combine to give double-wishbone geometry with a Watts linkage to control fore-and-aft wheel movement. Both front and rear are mounted on subframes for easier and more precise assembly. The suspension works well, absorbing bumps and road irregularities with composure. Infamous Metro Manila overnight potholes (That wasn’t there yesterday!) are heard rather than felt.
The steering is rather heavy particularly at parking speeds, and turn-in is consequently slow. Once into a corner though, the chassis behaves predictably. Though understeer and body roll are still present, the car is quite willing to change direction, even given sharp inputs at the steering wheel. Brakes, front and rear discs with ABS, haul the car down from speed with no drama or hesitation.
The interior is by far the best in its class. The leather interior standard on the 2.3 will make you want to stay in the car just to savor the aroma. Switches click with unmatched precision, with the exception of the flimsy aircon and intermittent-wiper knobs. The ideal seating position is easy to find because of the steering wheel’s location and the electric motors on the driver’s seat. The aircon and stereo are mounted high on the center console, which incorporates clever cutouts for one’s knees and a large open storage bin. The large stereo with 3-disc in-dash changer can provide a light show which is quite distracting. Large trunk is marred only by the irritating bulge of the spare tire.
Dynamically, the Accord is an excellent car. Its one failing is actually its exterior styling. Its front and sides look sleek and low-slung, but the rear looks heavy. No doubt its conservative design will age well, but here and now, it’s somewhat boring and wanting for interesting details. The Cefiro looks more elegant, while the Galant is much more aggressive. Does the 2.3 lift it up above its competitors? In refinement, smoothness and effortless power, definitely. However, only in combination with the unflappable chassis and opulent interior does it score a clear victory. Maybe engine isn’t everything after all.
Text By Redline |Photos courtesy of Honda Motors Philippines Inc.
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