When Honda introduced us to the current generation Accord, they made quite a splash about the ergonomic quality of its front
 |
| The four-part gauge cluster residing under a canopy dead ahead of the driver is sporty, yet functional. (Photo: Rob Rothwell, Canadian Auto Press) |
seats, claiming them to be among the most comfortable and highly engineered buckets in the industry. After a week of being hugged, supported and warmed by them, I will accept that claim as true. These are wonderfully comfortable units that cradle their occupants with plenty of side bolstering and lumbar support. Thighs are also given the royal treatment thanks to seat cushions that feel wide and deep. The perches in my EX-L tester were electrically adjusted with sufficient fore and aft travel to suit legs of all lengths. Even at maximum rearward travel those riding coach-class have little to complain about. When the front seat was placed at its maximum rearward position, my 5-foot, 11-inch frame fit quite comfortably in the rear seat, in fact my knees remained several inches away from the back side of the front bucket.
When the ignition key is given a twist, what Accord accomplishes in the way of passenger comfort is repeated in the way of driving dynamics. In the EX-L I got to know this week, twisting the big key awakened 240 sleeping horses, all of which galloped through the front wheels. What is particularly impressive about this engine is its smooth, highly refined operation. Within normal driving parameters the sweet, 3.0-liter (183 cu in), SOHC 24-valve V6 is barely perceptible. Only under hard acceleration does it make its presence known with a heavily muted growl
 |
| What Accord accomplishes in the way of passenger comfort is repeated in the way of driving dynamics. (Photo: Rob Rothwell, Canadian Auto Press) |
and intake rush. Power is delivered in a linear fashion, unlike the V6 powering Nissan's Altima which induces unintended head-snapping due to an overly sensitive rate of throttle input. But if head-snapping is a person's measure of performance, with a peak torque output of 212 pounds-feet (at a fairly high revving 5,000 rpm), the V6 Accord will please. Acceleration is brisk off the line, becoming more assertive as the tachometer climbs past the 4,000 marker heading to the Accord's 6,800 rpm redline. The extra high-rev boost leading to the V6 Accord's tidy 0 to 100 km/h time of 7.1 seconds can be largely credited to Honda's variable valve timing (VTEC) technology. If spirited acceleration doesn't top a buyer's list of essential criteria, the base 160 horsepower DOHC i-VTEC equipped in-line 4-cylinder with 161 pounds feet of twist moves along at a decent clip while providing better fuel economy.
