All new for 2003 is the Honda Accord saloon, on sale from 1 February. Later in the year, a Tourer version will be go on sale but that was not available to drive at this time, the public debut being at the Geneva Motor Show.
So what's different? The old model Accord was anonymous in its styling, which disguised a capable car built to typical Japanese quality standards. The new model is altogether more striking in its appearance, seeming almost dart shaped, certainly its very distinctive and to my eyes attractive.
The new shape is not without benefit as a class leading drag coefficient of 0.26 attests - to place this figure in perspective, the Honda Insight hybrid car could only manage a Cd of 0.25, and this only with skinny tyres, rear wheel spats and styling that can only have come from the set of Thunderbirds. The payoff for such a low Cd comes as a high top speed and excellent fuel economy in relation to engine size and power.
The Range
The new Accord range has been simplified, with only two engines currently available (four cylinders with capacities of either 2.0-litre or 2.4-litre), although later in the year Honda's all new, in-house developed diesel engine will join the range. The 2.0-litre Accord is available in SE, Sports and Executive grades, the 2.4 only as Executive and Type S.
This car is clearly aimed further up market than the previous model. Honda are aiming for the customer who would otherwise consider a Saab 9-3, Alfa Romeo 156, Audi A4, Lexus IS200 and their like. First impressions would suggest that Honda will be successful - the exterior styling, interior ambience and build quality all suggest that the new Accord is very much a prestige car. UK prices for the range start at £16,495 for the 2.0 SE model and run up to £22,095 for the fully specified 2.4 Executive automatic.
The new Accord is built in Japan, the same model being sold in Japan and Europe, but not the United States who have a completely different Accord (though this Accord is to be sold as the Acura TSX in the States). Both the 2.0 and 2.4-litre engines are all aluminium twin cam engines with Honda's i-VTEC technology which combines VTEC (variable valve timing and lift electronic control) and VTC (variable timing control) and are both fully EU2005 compliant.
The 2.0-litre engine produces 155 bhp at 6,000 rpm and maximum torque of 190 Nm at 4,500 rpm. A five-speed manual gearbox is standard with the 2.0-litre engine, and a five-speed automatic gearbox is available as an option in all three grades.
The larger 2.4-litre engine produces 190 bhp at 6,800 rpm and a maximum torque figure of 223 Nm at 4,500 rpm. The manual transmission for the 2.4 models is a six-speed gearbox, with the same five-speed automatic available only in the Executive grade version. The 2.4-litre engine also features an electronically controlled drive-by-wire throttle system.
Equipment Levels
The 2003 Accord is very highly specified, even in entry level model 2.0 SE form where standard fit equipment includes anti-lock brakes with electronic brakeforce distribution and brake assist, electric power assisted steering, integrated CD-tuner, climate control with separate controls for driver and passenger, alloy wheels, electric sunroof and so on - check the equipment table at the end of this article for further details.
From a safety point of view, Honda is aiming high clearly hoping for that all-important 5-star NCAP rating (the car has not been tested yet). Along with the usual driver and passenger airbags, and the (becoming usual) side airbags, the Accord also includes curtain airbags to offer enhanced security in the event of a side impact - these are standard throughout the range. Pedestrian safety has also been given important consideration. Given that the Honda Civic holds the distinction of recording the highest pedestrian safety rating of any car tested by NCAP, Honda's expectations for a good NCAP rating are with good reason.
Driving
My first drive was with the top of the range 2.4 Executive automatic. Opening the driver's door was a feast for the eyes, the Indigo Blue pearlescent paint of my test car was set off with a very expensive looking beige leather interior that tied in well with Honda's prestige aspirations for this model. A quick look around showed that the equipment count was increased over the entry level models by more than just a bit of leather - the most obvious addition being the touch screen controlled combined DVD Satellite Navigation/Audio system where even the audio settings were controlled from the touch screen. Also on the extra equipment list were the electrically adjustable seats for both driver and front passenger, cruise control and a bit of the obligatory wood grain around the centre console. Not so obvious additions were the 6 CD autochanger as well as the single CD playing unit installed in the dash, larger 16 inch alloy wheels and HID (High Intensity Discharge) headlamps. Common to all 2.4 models but not available on the 2.0 cars is Vehicle Stability Assist and drive-by-wire throttle control.
A quick play with the Sat-nav system showed it to be easy to use without having to resort to the manual, allowing me to select town and then street anywhere in the UK. The touch screen facility seemed a little inconsistent, when selecting an address sometimes I had to almost push my finger through the screen, later when I brushed the screen showing where somewhere was on the colour map, the display altered to give information on where I had touched the screen. In any case, there is also a joystick to duplicate the function for those that prefer the alternative method.
With the seat moving electrically in every which way, and a steering wheel that moved in and out as well as up and down, it was easy to find a driving position that suited. As I moved off I noted that the engine was very quiet, and that the automatic transmission had a manual selection facility as well as the conventional automatic mode. Leaving the car in drive for the time being, initial impressions were that the gearchange was very smooth although watching the rev counter showed that at town speeds the gearbox was busy changing up and down.
Once I left the confines of town and got out into the country the Accord came into its own. The ride was a little firmer than I expected, but not so firm that it disturbed the driver or the car. The gearbox worked really well, holding onto a gear on full throttle all the way to 6800 rpm, changing down one or two gears almost immediately on kickdown. A little experimentation with the manual change showed that in the damp conditions I had for the test, there was more feeling of control - I could choose which gear to be in rather than kickdown and take pot luck, this became my preferred method when overtaking on less than perfect roads. The manual mode involves slipping the lever over to the right. You then get a sequential change, forwards to go up, backwards to change down, with the quality of the change still being almost imperceptible.
For a big car, the Accord acquitted itself well on the twistier roads, going where it was pointed without any obvious trace of understeer - just a feeling that grip levels were being approached, but in a calm gentle reminder sort of way.
My feeling was that the Accord in this specification was a perfect Friday afternoon car. For those of you not acquainted with the South-East of England on a Friday afternoon, traffic levels and driving standards seem to take a hit, stress levels increase and driving becomes such a chore that I actively try not to travel at this time. The Honda Accord 2.4 Executive cushioned me from everything going on outside, even when cut-up by an errant taxi-driver I just shrugged my shoulders and carried on as serenely as before.
This is a £22,000 car that feels much more expensive. Neighbours and work colleagues would not fail to be impressed with this car, yet at the same time it was both rewarding and cosseting for the driver - being just as happy cruising on the motorways as being hurried along fast A and B roads. My only minor gripes were that wind noise was a little higher than I would have expected at UK motorway speeds and the interior ambience was slightly let down by the undamped openings for the ashtray and Sat-nav DVD - cars with prestigious aspirations have these things on their repertoire of abilities.
The following morning I tried the Honda Accord 2.4 Type S, the sporty model in the range. The leather and wood had gone, to be replaced with black cloth sports-style seats with manual adjustment, and a metallic effect finish on the console. The Sat-nav system was also absent, in its place a storage space covered by a metallic effect door. Finally, the automatic gearbox had given way to a six-speed manual with a chunky silver metallic gearknob.
From the onset it was obvious that the suspension settings on this car were a lot sportier although the ride wasn't badly affected. As soon as corners arrived, it became noticeable that the car shrunk around the driver. The automatic Accord had seemed very capable on twisty roads, but this model was so much more so - just more confidence inspiring to the extent that I soon started taking liberties around clear roundabouts, even eventually invoking the Vehicle Stability Assist. This didn't actually interfere with my driving, as it was only noticeable from the warning light on the dashboard glowing momentarily. I sat a lot lower in this car (although that might just have been because I couldn't easily find the seat height adjuster!), but the lower seating position suits the more sporty nature of this model. At £19,095 the Type S saves £2000 on the manual version of the 2.4 Executive. You do lose a lot of kit, but this car is clearly aimed at a younger, sportier driver than the Executive, and on that Honda hits the spot.
The Car Enthusiast will bring you a full road test of the Accord and Accord Tourer later in the year.
For more information:
Honda UK: www.honda.co.uk
First drive review: 2003 Honda Accord
Story by Trevor Nicosia
Trevor Nicosia currently races Lancias in Britain. Find out more at his site - www.nyssaracing.com.
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