Road Test/Honda Accord: Change is a painful process. While many see it as symbolic of life, for others it brings disruption and discord. So it's with some trepidation that Honda is calling time on those 1.8-litre sales reps who traverse our road network, their boots filled with sample widgets and sprockets. Michael McAleer reports.
If they want to continue to carry the Accord logo on their 03 motor they had better apply for that managerial job. Honda will no longer carry them.
The new saloon-only Accord is for the "two-litres" in the firm. Honda has set its sights on the likes of the Audi A4, the Alfa Romeo 156 and the Volvo S60. It even has aspirations to compete with BMW and Mercedes. While it may seem like a logical step for any manufacturer, it's a leap across a mighty chasm.
The decision to remove the 1.8-litre option, and offer only 2-litre or 2.4-litre engines could be described as brave, particularly considering the smaller engine's ability to slip under Mr McCreevy's 1.9-litre VRT tax band, something many of its new high-brow competitors fail to do.
However, doubtless the decision was not determined greatly by the needs of the Irish audience. In the grand scheme of things, Honda is trying to move the car closer to the front door of the office and out of the wild open planes of the general reps car park. It undoubtedly will cost Honda in overall sales, but represents a maturing of the model range.
Yet it takes much more than simply withdrawing lower-sized engines to make the repositioning appear more than simply a marketing ploy.
A good reputation against competitors on the fleet market bears little fruit when it comes to wooing the managerial set. When you are chasing the likes of the German marques you have to offer more. And just because you aim to move up in the market, does not mean that customers are less interested in value for money. So how does the Accord meet this task?
Sensible and spacious seems the best description of the new Accord. While Honda has built up reputation for reliability and quality, we approached the car with the same unnerving worries as we do all cars that boast success on the US marketplace.
Considering the vast differences in taste and requirements that exists either side of the pond, we're always wary when told a car is "among the most popular passenger cars in the US". It either means it handles like a bus, or is the same size as one. However, the Accord thankfully manages to cross the great divide without too much bother.
While its design could in no way be described as original or bold, it does carry a similar shape to many of its competitors in the market.
Imitation is the highest form of flattery, so undoubtedly the designers of the Mazda6, the Saab 9-3 and even the current VW Passat can all feel a sense of achievement from the Accord. Certainly in the "run for your life" design test, whereby pedestrians are asked to identify the car that nearly ran them over at the traffic lights, the Honda comes out as "it was a Mazda6, your honour, or a Saab, or was it a Toyota?"
While Honda may be erring towards less aggressive stance for the Accord, any attempt at taking on the likes of the sharper Lexus IS200 isn't helped by the undersized 15-inch wheels, more suited to a Mini than an executive saloon.
However, in terms of build quality it manages to put itself firmly in the same category as those comparable designs and that is worthy of praise. A regular feature of the tyre-kickers guide to cars is the sound of a closing door. A firm solid clunk gives the potential owner a feeling of strength and sturdy build. The Accord passes this test with confidence.
Under the bonnet and Honda carries a certain prestige, particularly in the engine department that should hold it in good sway in the upper end of the executive market. We tested the two-litre V-TEC, which is the same unit that features in Honda's Stream people carrier. On the combined cycle it returns 35.7mpg was matched to a five-speed automatic gearbox and offered adequate pulling power from a standing start, particularly when we opted for semi-automatic mode.
While the two-litre may be a little noisier than the 2.4-litre unit, in normal circumstances and with the automatic shift fully engaged the car cruises comfortably at the legal limits.
However, an earlier test drive of the 2.4-litre suggests it offers stronger mid-range pulling power. We await the 2.2-litre Cdi diesel option, due in 2004, which may rescue some of the fleet market sales, and marks an acceptance by the marque that diesel remains a growth segment. Honda had previously stated it was no longer going to offer diesel options.
On the road and cornering was slightly hindered on our test car by its over-eagerness to take to the left. Doubtless this will not be a common feature in the model range. Certainly when we compensated for this glitch the car offered better control than its predecessor, helped by a chassis which Honda claims is 13 per cent stiffer.
However, when deep into the corners the problem we encountered was the large A-pillars, which get in the way of the line of sight particularly on roundabouts. One other point to note about the steering wheel - the prominence of the horn and its sensitivity found us sounding off several times while sitting in traffic.
Inside and our test car was very tastefully decorated in cream leather upholstery, a colour that always manages to make the car seem that little bit larger. In reality the car is only a tenth of an inch longer and about an inch wider than its predecessor. So, while legroom in the rear has increased on the last car, it still lags behind the likes of the Mondeo. Regardless, four travelled comfortably in the car.
While the mock wood veneer dotted around the car looked failed to impress, the dials are clear and easily legible. The 6 CD-autochanger offered good quality acoustics and both the steering wheel controls and the large buttons on the central console made it easy to use and preferable to a number of other systems offered even in the upper end of the market. Ironically, as the Accord moves out of the sales rep territory, its new boot is cavernous and offers the right amount of space to carry all the samples required by a rep, and his overnight bag and golf clubs. However, loading is slightly impeded by a high sill.
In the end only time will tell whether the move upmarket will work for Honda in Ireland. For us, the highlight will be the arrival this summer of the Tourer (estate) version, which has the type of individual lines that could make it very competitive in the higher end category.
Overall, the Accord is certainly not entering a less competitive marketplace, and it will have to go a long way to persuade loyal Lexus or fans of the German marques to change over. As for its regular customer base, while it has certainly risen in quality, it does so at a price.
FACTFILE:
ENGINE: 1,998 cc VTEC DOHC unit offering 155bhp and 190 Newton Metres (Nm) of torque, or pulling power.
PERFORMANCE: A max speed of 133mph and a 0-60mph of 9.3 seconds.
SPECIFICATION: the executive model features leather interior trim, front and side airbags, 6 CD-auto-changer, ABS, ASR.
FUEL: Urban 23.9 mpg. Extra-urban 44.8 mpg. Combined 34 mpg.
PRICE: €31,495-€40,725.
THE COMPETITION
Honda Accord 2.0i Executive. 1998cc; 9.3 (0-60); 133 max speed; 156 bhp; 36.7 mpg combined; €37,200.
Saab 9.3 2.0t Linear. 1998cc; 8.5 (0-60); 138 max speed; 175 bhp; 34.0 mpg combined; €36,900.
BMW 318i. 1995cc; 9.3 (0-60); 135 max speed; 143 bhp; 39.2 mpg combined; €39,400.
Mercedes C180 saloon. 1998cc; 9.7 (0-60); 139 max speed; 143 bhp; 30.1 mpg combined; €39,575.
Audi A4 2.0. 1984cc; 9.3 (0-60); 129 max speed; 130 bhp; 35.8 mpg combined; €38,740.