The Accord began life as the second international car model for Honda some 30 years ago. It was first introduced as a hatchback and then a sedan with the distinction of having front-wheel drive at a time when Japanese sedans in its class were mostly rear-wheel drive. Though still a relative newcomer to making cars even in the 1970s - although already the world leader in motorcycles - Honda had already gained respect for its engineering talent with the CVCC engine which could meet the tough emission control standards in the US without the use of a catalytic converter. Thus when this new model made its debut, the automobile community paid attention.
32 years and over 16 million units later, the launch of a new generation of the Accord for the eighth time still draws a lot of attention because Honda is well known for introducing practical innovations in its new models. This time, it’s the Variable Cylinder Management (VCM) technology which was first used in the latest Legend launched two years ago. The concept is not exactly new and a few manufacturers tried it out in the 1970s but somehow never got it right. Honda has and it is unlikely that it will have to withdraw the technology due to flaws in the design because Honda almost never gets things wrong.
The eighth generation lays claim to be the biggest and most spacious Accord ever offered, along with the most powerful engine under the bonnet this model has ever had. The increase in size - notably 75 mm in overall length with 60 mm more wheelbase and a roofline 25 mm higher - was not prompted so much by the US market where the Accord has been the best-selling passenger car in some years past but by feedback from customers in Asia.
The eighth generation lays claim to be the biggest and most spacious Accord ever offered, along with the most powerful engine under the bonnet this model has ever had. The increase in size - notably 75 mm in overall length with 60 mm more wheelbase and a roofline 25 mm higher - was not prompted so much by the US market where the Accord has been the best-selling passenger car in some years past but by feedback from customers in Asia.
“We did extensive surveys around the world and we found that Asian customers, in particular, wanted more space inside the car along with more comfort,” said Kenzo Suzuki, Executive Chief Engineer from Honda R&D who was present at the media preview today. “We also learnt that the time spent in the car on daily journeys was quite long and therefore providing more space would enhance comfort.”
Indeed, the dimensions of the new Accord are a big difference from the first generation which is more comparable to the Civic of today. It’s grown in size over the years but this time, Honda’s designers made the big leap and in the process, they also elevated its status by adding luxury and sophistication in its appearance.
Emphasising the substantial change, Atsushi Fujimoto, CEO/MD of Honda Malaysia, said that the latest generation is no mere facelift or enhancement of the previous generation. “”The all-new Accord will evoke an all-new emotion that makes a refined and sophisticated statement with pure luxury and performance for the Accord owner, like never before. It represents an upscale shift to a significantly more refined, dynamic and sophisticated sedan,” he said.
The larger proportions of the exterior are fully exploited for the interior and from the highlighted areas where there are dimensional changes from the previous generation, it seems that the designers pushed the cabin perimeter outwards in all directions - including downwards. While the ceiling is 25 mm higher, the floor has also been set lower by 15 mm and with the 60 mm more wheelbase, rear occupants get more legroom. The interior width has also been increased so there’s a more expansive ambience with the couple distance extended by 40 mm.
The dashboard design has a ‘Honda signature’ to it which means it scores high marks for functionality. A lot of ergonomic studies must have been done to optimise the layout of various elements and for the new Accord, all elements relating to providing the driver information have been positioned along the same level. This means the screen showing such information as the air-conditioner, radio and CD settings is at the same level as the instrument panel, so the driver only shifts his or her head left and right, without having to lower it as well. That also allows the eyes to maintain some peripheral view of the road ahead, contributing to driving safety.
At a lower level is the zone, again horizontal, where the controls and switches are situated. In the centre console are the usual buttons and knobs to adjust the radio and CD player (mp3/WMA compatible with a USB slot) as well as oversized knobs for the dual-zone air-conditioning system which now includes ducting to vents at the back of the centre console for the rear passengers. At the same level on the steering wheel are buttons for operating the audio system with cruise control and paddle shifters for the Accord 2.4 and 3.5.
And now on to the powertrains. As before, there are 2.0-litre and 2.4-litre petrol i-VTEC engines and they are essentially upgraded versions of those used before. Outputs have increased for both engines: an extra 6 ps and 2.9 Nm to 115 kW/156 bhp and 189 Nm, respectively for the smaller engine, and 10 ps and 3.9 Nm to 133 kW/180 ps and 222 Nm, respectively for the bigger one. The latter engine is claimed to be the most powerful in its class and yet offers 8% better fuel economy (2.0 is 7% better).
The details of how the outputs have been raised were not provided but they would have been things like reduction of internal friction, new materials, lighter parts, etc. The use of a SOHC cylinder head for the 2.0 engine is said to be because it is the ‘best balance for power and fuel economy.
All versions have 5-speed automatic transmission with Shift Hold Control which does a better job of selecting gears, especially on fast winding roads. The result is quicker response which will be appreciated by the sporty driver. If the same applies to normal driving, then there should be more comfortable cruising with less gear changes too. Drivers of the 2.4 and 3.5 can shift using paddles on the steering wheel as well.
The chassis of the new Accord is an all-new one and features a variable gear ratio (VGR) steering column linked to a rack and pinion system with hydraulic power assistance. The VGR mechanism is said to give better stability for straight and high-speed driving, and smoother and more responsive handling for low-speed driving. A point to note is the smaller turning circle (1.72 metres smaller) which, along with the reduced turns lock-to-lock, makes parking easier.
The suspension consists of independent double wishbones at the front and a multi-link arrangement at the rear. It’s a familiar layout and one which works well for a large sedan. Revisions in the geometry enhance stability at high speeds and for better cornering stability, the car’s centre of gravity has been lowered by 18.2 mm so the roll centre is closer to the road. This has been achieved by positioning the mass of the engine lower down and also installing the fuel tank lower.
For wheels and tyres, the 2.0 has 16-inchers with 215/60 tyres while the 2.4 and 2.5 use 17-inchers and 225/50 tyres. Disc brakes, ventilated in front, are fitted to all four wheels. Incidentally, the spare tyre is a space-saver type which, well, saves space; it should not be used for extended periods except to get the car to a tyre shop to repair a puncture on the full-size tyre.
Frontal airbags are provided for both occupants and for the 2.4 and 3.5, there are also side airbags with an Occupant Position Detection System (OPDS). The 3.5 also gets curtain airbags on both side windows which drop down to give extra protection during a side collision. All versions have active headrests designs that will reduce next injuries due to whiplash.
Indeed, the dimensions of the new Accord are a big difference from the first generation which is more comparable to the Civic of today. It’s grown in size over the years but this time, Honda’s designers made the big leap and in the process, they also elevated its status by adding luxury and sophistication in its appearance.
Emphasising the substantial change, Atsushi Fujimoto, CEO/MD of Honda Malaysia, said that the latest generation is no mere facelift or enhancement of the previous generation. “”The all-new Accord will evoke an all-new emotion that makes a refined and sophisticated statement with pure luxury and performance for the Accord owner, like never before. It represents an upscale shift to a significantly more refined, dynamic and sophisticated sedan,” he said.
The larger proportions of the exterior are fully exploited for the interior and from the highlighted areas where there are dimensional changes from the previous generation, it seems that the designers pushed the cabin perimeter outwards in all directions - including downwards. While the ceiling is 25 mm higher, the floor has also been set lower by 15 mm and with the 60 mm more wheelbase, rear occupants get more legroom. The interior width has also been increased so there’s a more expansive ambience with the couple distance extended by 40 mm.
The dashboard design has a ‘Honda signature’ to it which means it scores high marks for functionality. A lot of ergonomic studies must have been done to optimise the layout of various elements and for the new Accord, all elements relating to providing the driver information have been positioned along the same level. This means the screen showing such information as the air-conditioner, radio and CD settings is at the same level as the instrument panel, so the driver only shifts his or her head left and right, without having to lower it as well. That also allows the eyes to maintain some peripheral view of the road ahead, contributing to driving safety.
At a lower level is the zone, again horizontal, where the controls and switches are situated. In the centre console are the usual buttons and knobs to adjust the radio and CD player (mp3/WMA compatible with a USB slot) as well as oversized knobs for the dual-zone air-conditioning system which now includes ducting to vents at the back of the centre console for the rear passengers. At the same level on the steering wheel are buttons for operating the audio system with cruise control and paddle shifters for the Accord 2.4 and 3.5.
And now on to the powertrains. As before, there are 2.0-litre and 2.4-litre petrol i-VTEC engines and they are essentially upgraded versions of those used before. Outputs have increased for both engines: an extra 6 ps and 2.9 Nm to 115 kW/156 bhp and 189 Nm, respectively for the smaller engine, and 10 ps and 3.9 Nm to 133 kW/180 ps and 222 Nm, respectively for the bigger one. The latter engine is claimed to be the most powerful in its class and yet offers 8% better fuel economy (2.0 is 7% better).
The details of how the outputs have been raised were not provided but they would have been things like reduction of internal friction, new materials, lighter parts, etc. The use of a SOHC cylinder head for the 2.0 engine is said to be because it is the ‘best balance for power and fuel economy.
All versions have 5-speed automatic transmission with Shift Hold Control which does a better job of selecting gears, especially on fast winding roads. The result is quicker response which will be appreciated by the sporty driver. If the same applies to normal driving, then there should be more comfortable cruising with less gear changes too. Drivers of the 2.4 and 3.5 can shift using paddles on the steering wheel as well.
The chassis of the new Accord is an all-new one and features a variable gear ratio (VGR) steering column linked to a rack and pinion system with hydraulic power assistance. The VGR mechanism is said to give better stability for straight and high-speed driving, and smoother and more responsive handling for low-speed driving. A point to note is the smaller turning circle (1.72 metres smaller) which, along with the reduced turns lock-to-lock, makes parking easier.
The suspension consists of independent double wishbones at the front and a multi-link arrangement at the rear. It’s a familiar layout and one which works well for a large sedan. Revisions in the geometry enhance stability at high speeds and for better cornering stability, the car’s centre of gravity has been lowered by 18.2 mm so the roll centre is closer to the road. This has been achieved by positioning the mass of the engine lower down and also installing the fuel tank lower.
For wheels and tyres, the 2.0 has 16-inchers with 215/60 tyres while the 2.4 and 2.5 use 17-inchers and 225/50 tyres. Disc brakes, ventilated in front, are fitted to all four wheels. Incidentally, the spare tyre is a space-saver type which, well, saves space; it should not be used for extended periods except to get the car to a tyre shop to repair a puncture on the full-size tyre.
Frontal airbags are provided for both occupants and for the 2.4 and 3.5, there are also side airbags with an Occupant Position Detection System (OPDS). The 3.5 also gets curtain airbags on both side windows which drop down to give extra protection during a side collision. All versions have active headrests designs that will reduce next injuries due to whiplash.
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