1998 Honda Accord by JIM KENZIE
THERE ARE MANY THINGS MORE IMPORTANT TO ACCORD BUYERS THAN FLASH OR STYLING, AND IT SHOWS IN THE WAY HONDA DESIGNED ITS NEW FOR 1998 MODEL, AT LEAST AS FAR AS THE SEDAN IS CONCERNED.
ONCE INSIDE, CURRENT OR FORMER ACCORD OWNERS WILL FEEL RIGHT AT HOME. THE CAR IS ONLY FRACTIONALLY LONGER AND WIDER THAN BEFORE (IT'S QUITE A BIT TALLER), BUT THE CLEVER INTERIOR DESIGNERS CARVED OUT SOME 206 LITRES (OVER 7 CU. FT.) MORE PASSENGER SPACE, WITH REARSEAT RIDERS BEING THE MAIN
BENEFICIARIES.
HONDA SAYS ACCORD NOW HAS MORE ROOM THAN EITHER CAMRY OR TAURUS, BUT YOU'D NEVER KNOW FROM LOOKING AT THE OUTSIDE.
THE NEW ACCORD MUST SET SOME KIND OF RECORD FOR VOLUME AND NUMBER OF INTERIOR STORAGE SPACES: A BIG GLOVE BOX, LARGE DOOR MAP POCKETS, A LITTLE SLIDEOUT DRAWER TO THE LEFT OF THE STEERING WHEEL, A SUNGLASSES HOLDER ON EX MODELS, AND A SPACIOUS TWO-LEVEL CENTRE CONSOLE CUBBY BIN.
BUT THE BEST IS A GREAT BIG HOLE IN FRONT OF THE SHIFT LEVER.
NO LID, NO SUBDIVISIONS FOR CDS OR TAPES--JUST A GREAT BIG HOLE, PERFECT FOR THE FLOTSAM AND JETSAM OF EVERYDAY DRIVING.
AT 399 LITRES (14 CU. FT.) THE TRUNK IS LARGER TOO, AND COMES WITH TWO SEPARATE STORAGE CUBBIES FOR SMALL VALUABLES, PLUS A NIFTY HOOK FOR HANGING A GYM BAG OR SIMILAR OBJECT.
THE REAR SEATBACK FOLDS DOWN FOR ADDITIONAL CARGO. HOW CAN HONDA FIND ALL THIS SPACE FOR STUFF, WHEN OTHER CAR MAKERS HAVE SO MUCH DIFFICULTY?
THE LOW HOOD AND TALL WINDSHIELD MAKE YOU THINK YOU'RE DRIVING AN OFFICE BUILDING, SO GOOD IS FORWARD VISIBILITY. I'M A TRIFLE CONCERNED ABOUT HOW CLOSE THE TOP EDGE OF THE WINDSHIELD COMES TO MY FOREHEAD, THOUGH, IF I SLIDE STRAIGHT AHEAD IN A CRASH, WILL THE BELT AND AIRBAG CATCH ME BEFORE IT DOES?
THE SIT UP AND BEG DRIVING STANCE IS AUGMENTED BY THE DRIVER'S SEAT, POWER ADJUSTABLE IN MY ALL SINGING, ALL DANCING EX V6 MODEL, SO HIGH IS IT OFF THE FLOOR, EVEN AT ITS LOWEST SETTING.
THE THIN-RIMMED STEERING WHEEL IS ONE HONDA TRADITION I COULD DO WITHOUT. EVEN LEATHER-COVERED, IT FEELS CHEAP COMPARED TO THE NICE CHUNKY WHEELS IN MOST UPSCALE CARS. AND THE TILT STEERING COLUMN, EVEN IN ITS HIGHEST POSITION, IS ABOUT AS LOW AS I'D EVER WANT IT. THERE MUST BE SOME MOTORBOAT FANS IN HONDA'S INTERIOR DESIGN DEPARTMENT.
HONDA ALSO CONTINUES WITH OTHER ERGONOMIC ODDITIES. THE POWER SUNROOF SWITCH IS TO THE LEFT OF THE STEERING WHEEL, WHEN EVERYBODY ELSE (SUPPORTED BY LOGIC) PUTS IT NEAR THE ROOF ITSELF.
AND THE FLOOR-MOUNTED AUTOMATIC TRANSMISSION SHIFTER HAS ITS FIRST DETENT NOT IN D4 (OVERDRIVE FOURTH GEAR) WHERE 99 PER CENT OF DRIVING IS DONE, BUT IN D3.
MAYBE YOU COULD GET USED TO IT EVENTUALLY, BUT AS OFTEN AND AS LONG AS I DRIVE HONDAS, I NEVER HAVE YET, FINDING MYSELF AT LEAST ONCE A DAY POUNDING ALONG THE FREEWAY IN THIRD GEAR. IF HONDA'S ENGINES WEREN'T SO QUIET, THIS WOULDN'T BE AS BIG A DEAL.
MINOR QUIBBLES, TO BE SURE.
I'LL ALSO REPEAT MY DISTASTE FOR PUSH-BUTTON CLIMATE CONTROLS.
I DROVE THE ACCORD IN ALL SORTS OF MOSTLY HORRIBLE WEATHER, AND HAD TO CONTINUALLY CLEAR THE FRONT, SIDE OR REAR WINDOWS, OR GET WARM AIR TO MY FEET, AND IT WAS ALWAYS AN ADVENTURE, HAVING TO TAKE MY EYES OFF THE ROAD TO FIGURE OUT WHAT ALL THOSE BUTTONS DO.
I KNOW THIS TILTING AGAINST PUSH-BUTTONS IS A LOSING BATTLE, BUT I HOPE MY EPITAPH WILL READ, "HE FOUGHT THE GOOD FIGHT."
TO ITS CREDIT, THE AIRCON SYSTEM FEATURES A FILTRE TO WEED OUT POLLEN AND DUST.
SPEAKING OF THE ENGINE, IT'S AN ALL-NEW ALUMINUM ALLOY 3.0-LITRE V6 IN THIS CAR, WITH FOUR VALVES PER CYLINDER BEING OPERATED BY A SINGLE OVERHEAD CAMSHAFT PER BANK OF CYLINDERS IN HONDA'S CURRENT FASHION. LESS WEIGHT, LESS SPACE AND LESS DRAG, HENCE IMPROVED EFFICIENCY, ARE THE PLUSES.
THE MOTOR SPINS OUT 200 HP AT A MODEST 5500 R.P.M. THIS V6 UTILIZES VTEC,HONDA'S VARIABLE VALVE TIMING SYSTEM, TO IMPROVE BOTTOM END TORQUE. AT FIRST GLANCE, A TORQUE PEAK OF 195 LB.-FT. AT 4700 R.P.M. DOESN'T FORETELL TERRIFIC FLEXIBILITY. BUT AT LEAST 175 LB.-FT. 90 PER CENT OF THE PEAK, AND STILL MORE THAN THE FORMER ACCORD V6 PRODUCED AT ANY REVS, IS AVAILABLE FROM 2000 TO 6000 R.P.M.
IN ALL, THIS IS ANOTHER IN A LONG LIST OF FINE HONDA POWER PLANTS QUICK, QUIET, FUEL AND EMISSIONS-FRIENDLY. AND, I'LL BET, RELIABLE AS A BRICK THROUGH A PLATEGLASS WINDOW.
I'M NOT QUITE AS IMPRESSED WITH THE NEW FOUR-SPEED ELECTRONIC AUTOMATIC TRANSMISSION. WHILE DESIGNED TO BE SMOOTHER SHIFTING THAN BEFORE, IT WASN'T ALWAYS SO UNDER MY RIGHT FOOT. IT'S OKAY IN NORMAL DRIVING, BUT A LITTLE SLOW TO RESPOND TO THROTTLE-INDUCED DOWNSHIFTS.
HONDA SAYS THE TORQUE CONVERTER LOCKUP REMAINS ENGAGED DURING DECELERATION, WITH IMPROVED FUEL ECONOMY BEING THE OBJECTIVE.
MAYBE, BUT THIS ALSO MEANS A SHARPER DEGREE OF ENGINE BRAKING THAN IS NORMAL THESE DAYS, AND A NOT ALWAYS SMOOTH DISENGAGEMENT COMING TO A STOP.
I'D TRADE A FEW MILLILITRES OF FUEL A WEEK FOR LESS THUMPING AND NUDGING.
DESPITE ITS STOLID APPEARANCE, ACCORD HAS ALWAYS EMPHASIZED HANDLING A BIT MORE THAN MOST MIDSIZE SEDANS.
TO THIS END, ACCORD STAYS WITH ITS EFFECTIVE HONDA SIGNATURE DOUBLE WISHBONE FRONT SUSPENSION, AND ADDS AN INTRIGUING FIVE-LINK INDEPENDENT REAR SETUP.
THE REAR SUSPENSION PIECES-STRAIGHT RODS, WITH U OR O FITTINGS ON THE ENDS-LOOK DECEPTIVELY SIMPLE AND MUST BE CHEAP TO MAKE. HONDA INSTEAD PUT MONEY INTO THE ENGINEERING THE CAR FOR BETTER HANDLING.
THE EX V6'S SPRING AND SHOCK SETTINGS DEFINITELY FIRM.
ONE EMAIL CORRESPONDENT TOLD ME HE WAS COMPLETELY TURNED OFF BY WHAT HE DESCRIBED AS A "HARD RIDE." SO POTENTIALLY EFFECTIVE IS THE SUSPENSION DESIGN, HONDA COULD PROBABLY BACK OFF THE SPRING RATES A NOTCH OR TWO AND STILL MAINTAIN THE HANDLING PROWESS.
THAT SAME EMAIL CORRESPONDENT COMPLAINED ABOUT NOISE AND RATTLINESS IN THE CAR. THIS IS HONDA'S FIRST CRACK AT AN ULTRA-STIFF BODY, WHICH PRESENTS ITS OWN SET OF NOISE AND VIBRATION CHALLENGES.
THE ACCORD USES SEPARATE FRONT AND REAR SUSPENSION SUBFRAMES AND OTHER SOUND AND VIBRATION DEADENING MEASURES, AND TO ME THE CAR DIDN'T FEEL RATTLY AT ALL.
THE BODY RIGIDITY SHOWS IN THE WAY THE CAR WANTS TO RUN AT 130 KM/H. IT FEELS SOLID AND TIGHT, THE WAY THE BEST GERMAN SEDANS DO. (NOT THAT I'D EVER ENCOURAGE YOU TO DRIVE OVER THE SPEED LIMIT.)
HONDA'S STEERING HAS NEVER BEEN IN VOLKSWAGEN'S CLASS.
THE NEW ACCORD BORROWS THE TORQUE SENSITIVE SYSTEM INTRODUCED ON A VARIETY OF ACURAS OVER THE PAST FEW YEARS WHICH MEASURES HOW MUCH TURNING FORCE THE WHEEL IS ASKING OF THE TIRES AND ADJUSTS THE BOOST LEVEL, DARE I SAY IT, ACCORDINGLY.
IT NEVER FEELS TERRIBLE, BUT NEITHER DOES IT FEEL ENTIRELY NATURAL. IT'S ALSO QUITE HEAVY AT LOW SPEEDS AND WHEN THE CAR IS COLD.
DRUM BRAKES, NOT AN ENTIRELY BAD IDEA IN SUCH A FRONT-HEAVY CAR, ARE STANDARD ON THE REAR WHEELS OF LESSER ACCORDS. BUT THE EX, IN EITHER FOUR CYLINDER OR V6 FORM, GETS FOUR-WHEEL DISCS WITH STANDARD ANT-ILOCK.
HONDA STILL USES ITS OWN THREE CHANNEL (RATHER THAN THE MORE EFFECTIVE FOUR CHANNEL) ABS RATHER THAN BUYING FROM A SUPPLIER LIKE BOSCH OR TEVES. THE SYSTEM NOW REACTS MORE QUICKLY, BUT LESS OFTEN.
A BASE EVEL FOUR-CYLINDER ACCORD DX SEDAN HAS A BASE PRICE OF $22,000.
THE EX V6 STARTS AT $30,800 AND PRETTY MUCH ENDS THERE, TOO, SINCE JUST ABOUT EVERYTHING-AUTO TRANNY, AUTO AIR, CRUISE, POWER EVERYTHING, HEATED SEATS (LOVE 'EM), AMFM CD CASSETTE 80 WATT SIX-SPEAKER RADIO, LEATHER TRIM, IS STANDARD.
THAT SEEMS LIKE A LOT OF MONEY FOR A HONDA. BUT MOST LOADED COMPETITORS WILL COST AS MUCH, AND WE DON'T SEEM TO THINK THAT $40,000 OR EVEN $50,000 IS TOO MUCH FOR A GERMAN SPORTS SEDAN OF SIMILAR SPEC AND PERFORMANCE.
THE ACCORD IS NOT THE MOST EXCITING MID-SIZE SEDAN YOU CAN BUY, BUT IT IS THOROUGHLY COMPETENT, AND ADDRESSES MOST REAL WORLD DRIVING CONCERNS CAPABLY. HISTORICALLY TOO, ACCORDS HAVE DEPRECIATED WITH GLACIAL SLOWNESS, RELIABILITY AND LONG-TERM VALUE FOR MONEY ARE CLEARLY MORE IMPORTANT TO ACCORD PROSPECTS THAN FLASH OR IMAGE.
PUT ANOTHER WAY, I CAN'T REMEMBER ANYONE EVER BEING SORRY THEY BOUGHT A HONDA ACCORD. FREELANCE JOURNALIST JIM KENZIE PREPARED THIS REPORT BASED ON DRIVING EXPERIENCES WITH A VEHICLE PROVIDED BY THE AUTOMAKER. YOU CAN CATCH KENZIE EACH SATURDAY ON TALK 640 RADIO AT NOON.
EMAIL: [email protected]
Source: http://www.wheels.ca/article/21536
ONCE INSIDE, CURRENT OR FORMER ACCORD OWNERS WILL FEEL RIGHT AT HOME. THE CAR IS ONLY FRACTIONALLY LONGER AND WIDER THAN BEFORE (IT'S QUITE A BIT TALLER), BUT THE CLEVER INTERIOR DESIGNERS CARVED OUT SOME 206 LITRES (OVER 7 CU. FT.) MORE PASSENGER SPACE, WITH REARSEAT RIDERS BEING THE MAIN
BENEFICIARIES.
HONDA SAYS ACCORD NOW HAS MORE ROOM THAN EITHER CAMRY OR TAURUS, BUT YOU'D NEVER KNOW FROM LOOKING AT THE OUTSIDE.
THE NEW ACCORD MUST SET SOME KIND OF RECORD FOR VOLUME AND NUMBER OF INTERIOR STORAGE SPACES: A BIG GLOVE BOX, LARGE DOOR MAP POCKETS, A LITTLE SLIDEOUT DRAWER TO THE LEFT OF THE STEERING WHEEL, A SUNGLASSES HOLDER ON EX MODELS, AND A SPACIOUS TWO-LEVEL CENTRE CONSOLE CUBBY BIN.
BUT THE BEST IS A GREAT BIG HOLE IN FRONT OF THE SHIFT LEVER.
NO LID, NO SUBDIVISIONS FOR CDS OR TAPES--JUST A GREAT BIG HOLE, PERFECT FOR THE FLOTSAM AND JETSAM OF EVERYDAY DRIVING.
AT 399 LITRES (14 CU. FT.) THE TRUNK IS LARGER TOO, AND COMES WITH TWO SEPARATE STORAGE CUBBIES FOR SMALL VALUABLES, PLUS A NIFTY HOOK FOR HANGING A GYM BAG OR SIMILAR OBJECT.
THE REAR SEATBACK FOLDS DOWN FOR ADDITIONAL CARGO. HOW CAN HONDA FIND ALL THIS SPACE FOR STUFF, WHEN OTHER CAR MAKERS HAVE SO MUCH DIFFICULTY?
THE LOW HOOD AND TALL WINDSHIELD MAKE YOU THINK YOU'RE DRIVING AN OFFICE BUILDING, SO GOOD IS FORWARD VISIBILITY. I'M A TRIFLE CONCERNED ABOUT HOW CLOSE THE TOP EDGE OF THE WINDSHIELD COMES TO MY FOREHEAD, THOUGH, IF I SLIDE STRAIGHT AHEAD IN A CRASH, WILL THE BELT AND AIRBAG CATCH ME BEFORE IT DOES?
THE SIT UP AND BEG DRIVING STANCE IS AUGMENTED BY THE DRIVER'S SEAT, POWER ADJUSTABLE IN MY ALL SINGING, ALL DANCING EX V6 MODEL, SO HIGH IS IT OFF THE FLOOR, EVEN AT ITS LOWEST SETTING.
THE THIN-RIMMED STEERING WHEEL IS ONE HONDA TRADITION I COULD DO WITHOUT. EVEN LEATHER-COVERED, IT FEELS CHEAP COMPARED TO THE NICE CHUNKY WHEELS IN MOST UPSCALE CARS. AND THE TILT STEERING COLUMN, EVEN IN ITS HIGHEST POSITION, IS ABOUT AS LOW AS I'D EVER WANT IT. THERE MUST BE SOME MOTORBOAT FANS IN HONDA'S INTERIOR DESIGN DEPARTMENT.
HONDA ALSO CONTINUES WITH OTHER ERGONOMIC ODDITIES. THE POWER SUNROOF SWITCH IS TO THE LEFT OF THE STEERING WHEEL, WHEN EVERYBODY ELSE (SUPPORTED BY LOGIC) PUTS IT NEAR THE ROOF ITSELF.
AND THE FLOOR-MOUNTED AUTOMATIC TRANSMISSION SHIFTER HAS ITS FIRST DETENT NOT IN D4 (OVERDRIVE FOURTH GEAR) WHERE 99 PER CENT OF DRIVING IS DONE, BUT IN D3.
MAYBE YOU COULD GET USED TO IT EVENTUALLY, BUT AS OFTEN AND AS LONG AS I DRIVE HONDAS, I NEVER HAVE YET, FINDING MYSELF AT LEAST ONCE A DAY POUNDING ALONG THE FREEWAY IN THIRD GEAR. IF HONDA'S ENGINES WEREN'T SO QUIET, THIS WOULDN'T BE AS BIG A DEAL.
MINOR QUIBBLES, TO BE SURE.
I'LL ALSO REPEAT MY DISTASTE FOR PUSH-BUTTON CLIMATE CONTROLS.
I DROVE THE ACCORD IN ALL SORTS OF MOSTLY HORRIBLE WEATHER, AND HAD TO CONTINUALLY CLEAR THE FRONT, SIDE OR REAR WINDOWS, OR GET WARM AIR TO MY FEET, AND IT WAS ALWAYS AN ADVENTURE, HAVING TO TAKE MY EYES OFF THE ROAD TO FIGURE OUT WHAT ALL THOSE BUTTONS DO.
I KNOW THIS TILTING AGAINST PUSH-BUTTONS IS A LOSING BATTLE, BUT I HOPE MY EPITAPH WILL READ, "HE FOUGHT THE GOOD FIGHT."
TO ITS CREDIT, THE AIRCON SYSTEM FEATURES A FILTRE TO WEED OUT POLLEN AND DUST.
SPEAKING OF THE ENGINE, IT'S AN ALL-NEW ALUMINUM ALLOY 3.0-LITRE V6 IN THIS CAR, WITH FOUR VALVES PER CYLINDER BEING OPERATED BY A SINGLE OVERHEAD CAMSHAFT PER BANK OF CYLINDERS IN HONDA'S CURRENT FASHION. LESS WEIGHT, LESS SPACE AND LESS DRAG, HENCE IMPROVED EFFICIENCY, ARE THE PLUSES.
THE MOTOR SPINS OUT 200 HP AT A MODEST 5500 R.P.M. THIS V6 UTILIZES VTEC,HONDA'S VARIABLE VALVE TIMING SYSTEM, TO IMPROVE BOTTOM END TORQUE. AT FIRST GLANCE, A TORQUE PEAK OF 195 LB.-FT. AT 4700 R.P.M. DOESN'T FORETELL TERRIFIC FLEXIBILITY. BUT AT LEAST 175 LB.-FT. 90 PER CENT OF THE PEAK, AND STILL MORE THAN THE FORMER ACCORD V6 PRODUCED AT ANY REVS, IS AVAILABLE FROM 2000 TO 6000 R.P.M.
IN ALL, THIS IS ANOTHER IN A LONG LIST OF FINE HONDA POWER PLANTS QUICK, QUIET, FUEL AND EMISSIONS-FRIENDLY. AND, I'LL BET, RELIABLE AS A BRICK THROUGH A PLATEGLASS WINDOW.
I'M NOT QUITE AS IMPRESSED WITH THE NEW FOUR-SPEED ELECTRONIC AUTOMATIC TRANSMISSION. WHILE DESIGNED TO BE SMOOTHER SHIFTING THAN BEFORE, IT WASN'T ALWAYS SO UNDER MY RIGHT FOOT. IT'S OKAY IN NORMAL DRIVING, BUT A LITTLE SLOW TO RESPOND TO THROTTLE-INDUCED DOWNSHIFTS.
HONDA SAYS THE TORQUE CONVERTER LOCKUP REMAINS ENGAGED DURING DECELERATION, WITH IMPROVED FUEL ECONOMY BEING THE OBJECTIVE.
MAYBE, BUT THIS ALSO MEANS A SHARPER DEGREE OF ENGINE BRAKING THAN IS NORMAL THESE DAYS, AND A NOT ALWAYS SMOOTH DISENGAGEMENT COMING TO A STOP.
I'D TRADE A FEW MILLILITRES OF FUEL A WEEK FOR LESS THUMPING AND NUDGING.
DESPITE ITS STOLID APPEARANCE, ACCORD HAS ALWAYS EMPHASIZED HANDLING A BIT MORE THAN MOST MIDSIZE SEDANS.
TO THIS END, ACCORD STAYS WITH ITS EFFECTIVE HONDA SIGNATURE DOUBLE WISHBONE FRONT SUSPENSION, AND ADDS AN INTRIGUING FIVE-LINK INDEPENDENT REAR SETUP.
THE REAR SUSPENSION PIECES-STRAIGHT RODS, WITH U OR O FITTINGS ON THE ENDS-LOOK DECEPTIVELY SIMPLE AND MUST BE CHEAP TO MAKE. HONDA INSTEAD PUT MONEY INTO THE ENGINEERING THE CAR FOR BETTER HANDLING.
THE EX V6'S SPRING AND SHOCK SETTINGS DEFINITELY FIRM.
ONE EMAIL CORRESPONDENT TOLD ME HE WAS COMPLETELY TURNED OFF BY WHAT HE DESCRIBED AS A "HARD RIDE." SO POTENTIALLY EFFECTIVE IS THE SUSPENSION DESIGN, HONDA COULD PROBABLY BACK OFF THE SPRING RATES A NOTCH OR TWO AND STILL MAINTAIN THE HANDLING PROWESS.
THAT SAME EMAIL CORRESPONDENT COMPLAINED ABOUT NOISE AND RATTLINESS IN THE CAR. THIS IS HONDA'S FIRST CRACK AT AN ULTRA-STIFF BODY, WHICH PRESENTS ITS OWN SET OF NOISE AND VIBRATION CHALLENGES.
THE ACCORD USES SEPARATE FRONT AND REAR SUSPENSION SUBFRAMES AND OTHER SOUND AND VIBRATION DEADENING MEASURES, AND TO ME THE CAR DIDN'T FEEL RATTLY AT ALL.
THE BODY RIGIDITY SHOWS IN THE WAY THE CAR WANTS TO RUN AT 130 KM/H. IT FEELS SOLID AND TIGHT, THE WAY THE BEST GERMAN SEDANS DO. (NOT THAT I'D EVER ENCOURAGE YOU TO DRIVE OVER THE SPEED LIMIT.)
HONDA'S STEERING HAS NEVER BEEN IN VOLKSWAGEN'S CLASS.
THE NEW ACCORD BORROWS THE TORQUE SENSITIVE SYSTEM INTRODUCED ON A VARIETY OF ACURAS OVER THE PAST FEW YEARS WHICH MEASURES HOW MUCH TURNING FORCE THE WHEEL IS ASKING OF THE TIRES AND ADJUSTS THE BOOST LEVEL, DARE I SAY IT, ACCORDINGLY.
IT NEVER FEELS TERRIBLE, BUT NEITHER DOES IT FEEL ENTIRELY NATURAL. IT'S ALSO QUITE HEAVY AT LOW SPEEDS AND WHEN THE CAR IS COLD.
DRUM BRAKES, NOT AN ENTIRELY BAD IDEA IN SUCH A FRONT-HEAVY CAR, ARE STANDARD ON THE REAR WHEELS OF LESSER ACCORDS. BUT THE EX, IN EITHER FOUR CYLINDER OR V6 FORM, GETS FOUR-WHEEL DISCS WITH STANDARD ANT-ILOCK.
HONDA STILL USES ITS OWN THREE CHANNEL (RATHER THAN THE MORE EFFECTIVE FOUR CHANNEL) ABS RATHER THAN BUYING FROM A SUPPLIER LIKE BOSCH OR TEVES. THE SYSTEM NOW REACTS MORE QUICKLY, BUT LESS OFTEN.
A BASE EVEL FOUR-CYLINDER ACCORD DX SEDAN HAS A BASE PRICE OF $22,000.
THE EX V6 STARTS AT $30,800 AND PRETTY MUCH ENDS THERE, TOO, SINCE JUST ABOUT EVERYTHING-AUTO TRANNY, AUTO AIR, CRUISE, POWER EVERYTHING, HEATED SEATS (LOVE 'EM), AMFM CD CASSETTE 80 WATT SIX-SPEAKER RADIO, LEATHER TRIM, IS STANDARD.
THAT SEEMS LIKE A LOT OF MONEY FOR A HONDA. BUT MOST LOADED COMPETITORS WILL COST AS MUCH, AND WE DON'T SEEM TO THINK THAT $40,000 OR EVEN $50,000 IS TOO MUCH FOR A GERMAN SPORTS SEDAN OF SIMILAR SPEC AND PERFORMANCE.
THE ACCORD IS NOT THE MOST EXCITING MID-SIZE SEDAN YOU CAN BUY, BUT IT IS THOROUGHLY COMPETENT, AND ADDRESSES MOST REAL WORLD DRIVING CONCERNS CAPABLY. HISTORICALLY TOO, ACCORDS HAVE DEPRECIATED WITH GLACIAL SLOWNESS, RELIABILITY AND LONG-TERM VALUE FOR MONEY ARE CLEARLY MORE IMPORTANT TO ACCORD PROSPECTS THAN FLASH OR IMAGE.
PUT ANOTHER WAY, I CAN'T REMEMBER ANYONE EVER BEING SORRY THEY BOUGHT A HONDA ACCORD. FREELANCE JOURNALIST JIM KENZIE PREPARED THIS REPORT BASED ON DRIVING EXPERIENCES WITH A VEHICLE PROVIDED BY THE AUTOMAKER. YOU CAN CATCH KENZIE EACH SATURDAY ON TALK 640 RADIO AT NOON.
EMAIL: [email protected]
Source: http://www.wheels.ca/article/21536