Jil McIntosh
Special to the Star
For the longest time, it seemed like "mid-size sedan" was a short way of saying "does the job, but be careful, or you'llAt Honda, the latest make-over is the Accord.
As is now customary with make-overs,
this eighth-generation Accord – it's been around for 32 years, believe it
or not
– gets bigger, with a longer wheelbase, and a body that's stretched and widened
over the previous model.
You notice the room most in the
interior, where front-seat passengers sit farther apart, and rear-seat riders
get more room
when riding three abreast.
It also gets better looking, especially when compared with its lacklustre last-generation model.
A prominent nose with six-sided
grille leads the way, followed by angular headlamps that wrap around the front
corners
and extend into the fenders.
Sharp sides and a rising body
crease define the side view, and if the back end isn't quite as noticeable
as the front, it may
be because it's trying too hard to be Teutonic.
The sedan – which will be the
overwhelming choice among buyers – doesn't lose anything in comparison with
its two-door
sibling's looks.
There's no shame in needing four doors here.
Pricing has not yet been announced,
save for a general range: the sedan will run from about $25,000 to $38,000,
while the
coupe will start at around $27,000 and run to $39,000.
Four variations on four- and
six-cylinder engines are offered. While some other Honda vehicles currently
have
similar-displacement powerplants, these engines are all-new and exclusive
to Accord, at least for now.
A 2.4-litre inline four-cylinder makes 177 hp in the base LX sedan.
Move into an upper-line four-cylinder
sedan, or either of the pair of four-cylinder coupe trim lines, and this motor
pumps
out 190 horses.
The V6 models get a 3.5-litre that makes 268 hp, the strongest engine yet in an Accord.
It comes with an extra trick
up its sleeve: Variable Cylinder Management shuts off cylinders under light
load for improved
fuel economy. An "Eco" light appears in the dash when two or three cylinders
are shut off, but it's otherwise unnoticeable.
The fourth engine goes into
the V6 coupe when it's ordered with the six-speed manual transmission, the
only version that
offers that gearbox.
Four-cylinder models come with
a five-speed manual that can be optioned to a five-speed automatic; V6 sedans
get only
the five-speed autobox.
While both V6s have the same
horsepower and torque, the six-speed coupe's engine uses a variable valve
timing and intake
system, rather than the cylinder management, for sportier performance.
The manual coupe is sporty indeed. Its short-throw shifter and sharp handling make it great fun to toss around on winding roads.
But most buyers will end up in the lower-end vehicles.
I didn't get a chance to drive
the base 177 hp engine, but the 190 hp four-cylinder will be more than enough
for most needs:
it's quiet and it's strong, even when called upon for highway passing.
The automatic has a shift-hold
system that reduces the transmission shifting up and down during the frequent
brake-and-throttle
of driving on winding roads.
The V6 is even more of a highway
hauler, with smooth acceleration, and fuel economy that's expected to be an
improvement
over the 3.0-litre unit it replaces.
One Accord that doesn't return
for 2008 is the hybrid. Honda says buyers prefer smaller hybrids, and so it's
concentrating
on a new smaller gasoline-electric version.
The Accord's new chassis improves torsional rigidity by 20 per cent, with a lower centre of gravity.
The new variable-gear-ratio steering is very responsive and cuts steering effort at low speeds.
The wheels are pushed out farther for a lower stance, and the car feels solid and well-planted on the asphalt.
My main complaint with the last-generation
Honda was that the ride was far too harsh.
This new version is firm enough for confident driving, but soft enough to
be comfortable.
Inside, the dash is all soft-touch or textured plastics, along with either attractive metallic trim or too-glossy fake wood.
Controls are clustered on the
centre stack, below a vehicle information screen (or navigation screen, if
so equipped) that's
set in line with the instrument panel, for easier viewing.
The new sport-style seats are supportive, and extra legroom in the sedan gives rear passengers enough space to stretch their legs.
The coupe is a tighter fit, but
still bearable, even with the front seats all the way back. The rear seat
folds, but only as a single unit,
which isn't as handy as a split seat. The trunk is deep, but narrows considerably
around the wheel wells.
For the first time, all models come with four-wheel disc brakes, even on the base LX.
You also get across-the-board
ABS, vehicle stability control, curtain airbags, dual-chamber side airbags
with torso and pelvis
protection, active head restraints and front-end pedestrian safety styling.
The new front-end structure better disperses energy in crashes.
This is a very good redesign,
with strong engines and good interior comfort.
The well-done six-speed coupe should impress sportier-minded drivers with
its performance and price.
Accord now a mid-size sedan that gets the job done, and you'll definitely notice it when it does.