The new Honda Accord Euro’s bigger footprint means it sits more securely on the road but it also means an increase in weight. Photo Gallery
Have they improved on the original?
It's bigger, more powerful and technically more advanced.
But we can't help wonder whether Honda's new Accord Euro is as much fun to drive as the original?
Not that it matters because for $1000 less it's going to sell its socks off anyway.
The new Euro joins the new larger `mums and dads' Accord, with which it still shares a name, priced from a very appealing $32,990.
If Honda Australia had any say in the matter, the word `Accord' would have been dropped from the badge.
But alas that's the way it comes from the factory, so we're just going to have to live with the confusion.
BODY
At 4740mm the second generation Euro is 65mm longer, 80mm wider and 5mm lower than its predecessor, with a 65mm wider track and 35mm longer wheelbase.
The bigger footprint means it sits more securely on the road but it also means an increase in weight, with the car opening its account in base manual form at 1525kg — 130kg heavier than before.
Despite the extra weight Honda has somehow been able to reduce fuel consumption to 8.9 litres/100m for both manual and auto (down from 9.1 and 9.2 respectively).
It should be noted however that the car takes more expensive 95 strength premium unleaded petrol.
SPACE
The larger dimensions are evident in the cabin where there's more room between the seats, 65mm more shoulder room to be exact.
Rear legroom wasn't overly generous and if there has been any improvement here we have difficulty in seeing it (and Honda certainly doesn't quantify it).
Along with a 5mm lower ride height the floor has also been dropped 10mm and it gives the cabin a more enclosed feel.
The boot is also worth a mention.
Although generous, in models with 17-inch wheels, it is compromised by the retrofitting of a full size spare that raises the floor height by about 8cm.
Models with larger 18-inch wheels get a space saver instead (the larger diameter wheel won't fit in the wheel well).
ON THE ROAD
the new Euro feels like the larger car that it is, not as light on its feet and perhaps not as nimble.
Although the two cars share the same size 2.4-litre four-cylinder engine, it generates more power this time around and the car feels heavier in the front end.
The steering is precise and well weighted, but lacks the driver feedback of the previous model.
That's not to say the car doesn't handle, because if anything it probably performs better in this department.
DRIVETRAINS
The DOHC i-VTEC engine generates 148kW of power at 7000rpm and between 230 and 234Nm of torque at 4200 or 4300rpm, depending on whether it's the manual or automatic model.
It's hooked up to a six-speed manual or five-speed automatic with steering wheel-mounted shift paddles.
In typical Honda fashion the engine doesn't really start to deliver the goods until you've got at least 4000rpm on the dial.
And it can exhibit a lack of torque coming out of corners — not a lot but enough to notice.
HANDLING
The Euro sits flat and controlled in corners with the occasional thump from the firm but not harsh suspension.
Pushed to the limit the car will ultimately understeer, but the vehicle stability assist (VSA) system will catch it long before things get out of hand.
Our pick of the trannies is the auto, which in manual mode delivers a greater spread of useable torque in second gear, just the ticket for the corner to corner stuff.
In comparison the manual change feels heavier and notchier than the previous model that was such a sweet thing.
Having said this, it's early days yet and the manual will no doubt loosen up with use.
In summary, we'd say the Euro is another quality, good looking car that delivers plenty of fun. As good as it was, the previous model feels dated in comparison.
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