If there's one pipe poking out the back, it signifies that the
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| More power to the people: Accord's engine gains six horsepower. It feels like more, though. (Photo: Justin Couture, Canadian Auto Press) |
engine under the hood has four-cylinders, like my SE model tester. After three year's service, the 2.4-litre dual overhead cam i-VTEC engine has been sent to polishing school, where it's intake and exhaust systems have been tweaked for improved airflow and performance, netting six ponies over last year for a grand total of 166-hp and 160 lb-ft of torque. As with the V6-powered Accord, and its European-inspired cousin, the Acura TSX, the humble four-cylinder Accord gains electronic throttle control, which replaces the mechanical cable linkage. Two pipes signify a V6-powered Accord, which feature similar changes, but gain only four horses for a grand total of 244, while the Hybrid model gains one horsepower to 253.
For the extensive effort that went into re-working the Accord's engine, a gain of six horses doesn't sound like a whole lot, but keep in mind that it's six SAE Net horsepower - the new standard that Honda was forced to switch over to, along with everyone else. Like Toyota and Mazda, many of Honda's products, including such lauded vehicles as the Acura TL and RL, were over-rated by as much as 12-hp. Behind the wheel, the Accord also feels more than 6-hp faster, although, that could be attributed to the performance-oriented modifications made to the engine and its resulting rev-happy nature. So, really, underneath it all, the changes feel much greater than the numbers suggest.
OK,
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| You'd be hard-pressed to tell by its looks that the Accord is a decent vehicle to take down a twisty backroad. (Photo: Justin Couture, Canadian Auto Press) |
it may not be the most interesting vehicle to look at, or to sit in, but one thing hasn't changed: it's still one of the best midsize cars on the market to drive. The Accord was obviously fine-tuned by drivers, not marketing men, and so you still get double wishbone suspension, which is not exactly the most space-efficient set up, but leads to more rewarding handling. The spring and damper setup is firmer than on most cars in this class, and the steering wheel, now trimmed in stitched, perforated leather, is set light enough to be twirled about with an index finger, yet it is precise, free of slack, and has a consistent, inspiring weight to it at higher speeds.
Because of this, the Accord isn't afraid to tango when the road gets twisty. It easily works up your confidence, even to a point where you start to experiment; by changing your attack line with the throttle, or by braking a little later, despite the fact that its front discs are the size of cappuccino cup saucers and ABS kicks in prematurely. Nevertheless, you're intentionally kept in check by the car's surprising lack of grip thanks to tires that are merely 205-width, which manage to still break traction on the low-end of the RPM scale in second gear.
If you've never driven a manual gearbox, the Accord is a great place to
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| Its centre console is identical to that of it's European cousin, the Acura TSX. (Photo: Justin Couture, Canadian Auto Press) |
be introduced to the world of stick shifts; it's about as friendly as they come. The clutch is light as a feather, and the gearbox itself has short, fluid throws. Mated to a slightly sensitive throttle, and an engine that freely spins, it's a joy for beginners and enthusiasts alike. The real test of a manny-tranny comes when traffic slows to a speed outpaced by pedestrians, but even then, your left leg won't ache. With a manual as great as this, it makes you wonder why people even bother with an automatic. Unfortunately, where the Americans have been offered an even slicker six-speed manual with the V6-powered Accord EX sedan, DIY shifting with this engine requires Canadian purchasers to buy Accords with two fewer doors.
