Honda must have drawn a little inspiration from Doctor Who's Tardis with the redesign of its large sedan: It has created more room inside from a smaller exterior. The latest, ninth-generation Accord is shorter overall and in its wheelbase, but sees increases in its rear legroom and trunk capacity.
It adopts the “Man maximum, machine minimum” philosophy also applied to the CR-V, where similarly it has managed to conjure more cabin space from smaller exterior dimensions. According to chief engineer Masao Nakano, owners of the outgoing model found it to be too big and a bit difficult to manoeuvre, and subsequently prompted the size reduction.
For the Malaysian market, three variants have been launched, as has been the case with the outgoing model: the 2.0-litre VTi, 2.0-litre VTi-L and the 2.4-litre VTi-L.
The 2.4-litre variant receives an all-new powerplant, featuring Earthdreams technology which Honda says improves overall efficiency through powertrain and bodyshell optimisation, whilst retaining the fun-to-drive factor.
In the 2.4-litre variant, total engine capacity has increased ever so slightly from 2,354 cc to 2,356 cc courtesy of an increased piston stroke, while the cylinder bore measurement remains as before.
This engine's intake manifold now sports a resonator to increase mid-range torque, while the exhaust manifold now exits the engine block through its front as opposed to the rear side previously. Nakano says this is to allow more room for the use of a larger catalytic converter.
This yields an output of 175hp at 6,200 rpm and 225Nm of torque at 4,000 rpm. In comparison, the outgoing 2.4-litre Accord produces 177hp at 6,500 rpm and 222Nm of torque at 4,300 rpm. Although peak power has decreased, maximum torque has increased and moved lower down the rev range for better overtaking performance.
The 2.0-litre engine in the other variants is carried over from the outgoing model largely unchanged, with a few detail improvements, mostly in the engine head and valve timing. The 2.0-litre unit also gains a marginal increase in torque.
Both the 2.0- and 2.4-litre variants are mated to a five-speed transmission for the Malaysian market. Nakano cites consumer feedback for the retention of the five-speed unit, as opposed to the continuously variable transmission (CVT) found in America, where efficiency concerns are of greater significance.
Nakano adds that Honda continues to develop new automatic transmissions, especially in the face of other manufacturers offering higher ratio counts in their products. However, the company remains coy over the specifics of future transmission units.
In a counterpoint to the company's "man maximum, machine minimum" mantra, the new Accord is loaded with a host of innovations towards better comfort and active safety.
Active Noise Control and Active Sound Control feature in the new Accord's noise insulation arsenal, which work to cancel out engine noise by generating out-of-phase sound waves from the vehicle's own sound system.
The 2.4-litre variant also receives the Lane Watch camera - a live video blind spot monitoring system, and a Honda first, according to the company. This variant also receives LED headlights, which makes it the first Honda in Malaysia to be so equipped.
There are a few key changes to the driver's immediate surroundings. Starting and stopping the engine is now by a dash-mounted button, and the parking brake which was previously a lever on the central tunnel, now operates from a foot pedal.
Moving the parking brake away from the central tunnel frees up just a little more space, but it also gives the area a cleaner, less cluttered look. Overall, the interior redesign gives a more modern feel, especially with the dual LCD screens in the middle of the dashboard.
Seat comfort is an improvement from what was already a fine place to be, and according to Nakano, the seats is an area from which the team has managed to make more legroom despite a shorter wheelbase.
Newly developed materials and redesigned seat structures front and rear permit the resulting 15mm increase in legroom, without compromising occupant comfort or component quality, Nakano says.
On the road, the new cars' improved refinement is immediately apparent. External noise suppression is remarkable, even at sustained high speeds. Even on a loaded throttle, both variants are noticeably quieter than their predecessors.
The new models' revised engine calibrations make a subtle difference to the drive, but its effect is clear. Both engines retain their appetite for revs, but they are now more eager in the low- to mid-range, therefore overtaking manoeuvres are more confidently dealt with.
All Accord variants now come with an Econ driving mode, which suppresses throttle response.
Front suspension duties are now handled by MacPherson struts, in place of double wishbones which has featured in the Accord for the better part of the past decade. Honda claims that, together with an electric power steering system, the new front suspension setup brings a weight saving of 15.2 kg.
At the rear, the multi-link setup is carried over from before, but is now more well judged for occupant comfort. Bump absorption overall has improved by a good margin, and makes for a better passenger vehicle as a result.
The new car handles very similarly to its predecessor, and retains most of the previous model's appetite for twisty roads. One blot in its copybook is its lack of steering feel compared to the outgoing model. It isn't an issue most of the time, but on the occasional spirited outing, drivers will be left wanting for better steering confidence.
Things get better in more congested, urban settings, where the steering setup makes more sense: less effort is required, and is less susceptible to kickback from bumps. Subjectively, the steering wheel feels like a better fit, too.
It is now better equipped to handle the rigours of urban driving, too. The Lane Watch camera mounted underneath the offside (left, in the case of a right-hand-drive car) wing mirror gives the driver a claimed 80-degree field of vision, and in practice the increased viewing area is appreciable.
The Lane Watch camera display switches on when the turn signal on that side is activated, and can be manually toggled on or off from a button on the end of the signal stalk.
Nakano says that during development, tests were conducted with Lane Watch cameras on both wing mirrors, but decided on the eventual setup because testers found the nearside camera confusing to monitor.
In a right-hand-drive vehicle, for instance, when the driver checks the nearside (right-hand-side) mirror for traffic, he or she will have to look over to the left where the screen display is. Whereas for the offside (left-hand-side) mirror, the screen is the the same general direction of vision.
The 2.4-litre variants that we tested also featured the Collision Mitigation Brake System, which warns the driver of an impending front collision with a flashing light that projects onto the windscreen area directly in front of the driver. Unfortunately, this feature has been omitted from Malaysian-spec cars.
The new Accord was sampled briefly from the rear seat, too, and more comfort-oriented improvements are found here. The front passenger seat now sports a Camry-esque set of electric adjustment switches mounted on the seat back, which allows the rear occupant to conveniently adjust the front passenger seat for more rear legroom on the left.
Road and wind noise is remarkably hushed from the rear cabin too, and it appears that Honda has responded to customer feedback for better comfort and luxury.
Traditionally, the customer base for the Honda Accord and Toyota Camry rather resembles the BMW/Mercedes-Benz divide; the sportiness and dynamism of one marque plays the foil to the stateliness and serenity of the other.
In its efforts to improve the Accord's comfort and refinement levels, Honda has perhaps inadvertently stepped even closer into Toyota's territory in terms of large sedan ideology, where comfort and generous levels of equipment take precedence over outright driver appeal.
For the Malaysian market at least, the ball is now in Toyota's court. Dare we say it, Honda has come perilously close – for Toyota at least – to making a better Camry than Toyota themselves.
Specifications of the Honda Accord 2.0 Vti-L
Engine: 1,997 cc naturally aspirated, fuel-injected petrol
Max power: 153 hp @ 6,500 rpm
Max torque: 190 Nm @ 4,300 rpm
Transmission: five-speed automatic
Safety features: ABS, EBD, vehicle stability assist, hill start assist, dual front airbags
Tyre size: 225/50/R17
Price in Malaysia: RM149,815
Specifications of the Honda Accord 2.4 Vti-L
Engine: 2,356 cc naturally aspirated, fuel-injected petrol
Max power: 175 hp @ 6,200 rpm
Max torque: 225 Nm @ 4,000 rpm
Transmission: five-speed automatic with manual override
Safety features: ABS, EBD, vehicle stability assist, hill start assist, dual front airbags, side airbags, Lane Watch camera, Active cornering lights
Tyre size: 235/45/R18
Price in Malaysia: RM172,817