1982 Honda Accord Reviews

Honda Australia wasn't happy when it heard the Simpsons-inspired nickname, but we weren't happy they'd turned one of our favourite cars from the '80s and early '90s into a mid-western turkey.It was still plump and tasty, but the whole Accord program was taken over by the need to hit big sales targets in the US.The needs of Australians, who had found the Accord a family driving favourite, took a back seat while the Homer plan shifted into top gear.But no more. Honda is back on track with a double-edged effort on the Accord that's already given us one of our favourite newcomers for 2003, the Accord Euro.Now it's time to look at the full-bodied Accord – same name, but almost everything else is different – that's just arrived to give us a full serve of mid-sized prestige action. Compared with the Euro, the Accord is bigger, roomier and comes with both four-cylinder and V6 engines.Honda Australia is convinced there is a place for both types of Accord – the Accord Euro pitched at more youthful customers, the Accord likely to find homes with families and older people more worried about a big boot and cushy ride than a touch-change automatic gearbox or sports-tuned suspension.Honda believes the Euro will be the better seller in Australia and has been struggling to keep up with demand since it arrived, but still sees a solid spot for the bigger car and is confident the V6 will do most of the business.Both ends of the Accord action begin at the same price, $34,250, but similarities mostly end right there.The Accord is even built in Thailand, while the Euro comes from Japan.The new Accord is even bigger than the car which wore the badge from 1997 until this year – on its own – in both width and length. The bonus includes 127mm more room in the cabin and a boot with 30 litres of extra carrying capacity.The design of the Accord is a little more conservative than the Euro, but it has much the same face – just a little larger – and the dash could also have been lifted from the earlier arrival. Its 2.3-litre, four-cylinder engine makes 118kW, but it's the bigger banger V6, with a 3.0-litre capacity and power and torque of 177kW and 287Nm, which sets the pace.Honda says they are among the cleanest in the country, and its V6 also out-powers all but the Ford Falcon among the local sixes, clearing the forthcoming Euro IV emission standards many years early.The big difference is the Accord only comes as an automatic, with a five-speed shift and no chance for any manual changes.The Accord runs from the four-cylinder VTi at $34,250 to the V6 at $39,990 and V6 Luxury at $45,240.At first glance, it's easy to mistake the Accord for the Euro. It looks much the same and the Honda family genes run right through to the key, steering wheel and switches.But as soon as you reach the first corner you know, no doubt about it, which car you're driving. The instant steering response and crisp feel of the Euro is replaced by a softer, gentler approach to corners.It's the same in driving, even with the V6 fitted to our test car. The Accord will get along well, but prefers to take its time and the T-bar auto shifter doesn't help you to do any pick-your-own gear work on twisty roads.It is light on fuel and, importantly, doesn't need the costlier high-octane unleaded. The all-round feel of the Accord V6 is cushier, more relaxed, and – yes – older. Not older in design, but older by design.It doesn't even feel as sharp as the locally made Toyota Camry or the recently tweaked Mitsubishi Magna, not that it will matter much to people who will always prefer an imported Honda badge.They're more likely to be shopping the Accord against a basic BMW or Audi, or looking at how it lines up against the latest Mazda6 or Subaru Liberty. And it does have the advantage of that V6.Our time with the Accord V6 was quiet, relaxed and enjoyable and we can see a lot of people will want exactly those strengths. It carries four adults easily, will swallow golf clubs and trolleys, and is easy to park with good visibility.We think the seats aren't as supportive as some, including the Magna and Camry, but the dashboard looks classy and has everything you'd need. Airconditioning is typically chilly Honda, the sound system is fine for the job, and the LED dials are straightforward and bright.The V6 engine has more than enough go for the Accord, and we rarely felt the need to push to the redline. That's a pity, because it does its best work up towards the redline and most owners will only go there if they're really pushed on an overtaking move.It doesn't step away as briskly as you might expect with 177kW, but the softly-sprung suspension wouldn't like the job of coping with a full-power launch. As it is, the car rolls fairly noticeably around corners and there isn't much excess grip if you get keen in the curves. Better to relax and take it easy.And that's just what a lot of people will like in the Accord. It's classy and comfortable.So the Homer is definitely gone and we're happy about that. But we'd still take an Accord Euro if it was our money or lease payments on the line.

The four-cylinder Accord Euro, from a sharp $34,250, looks to recapture the model's spot as a sporting, prestige machine. It is a more dynamic car in style and nature than the bland, and steady selling sixth-generation car.That model started at $40,900 for the four-cylinder automatic.To further broaden the appeal of the new Accords, a second, wide-bodied model will arrive in September with a V6 engine. More a five-seater, it will be targeted at the likes of Holden Calais buyers.This Accord Euro runs a 2.4-litre engine which produces a handy 140kW to make it one of the more spirited four-cylinder engines on the market – once headed beyond 3500rpm.There is the choice of a six-speed manual gearbox or five-speed, sequential-style automatic transmission, plus a host of driver aids from ABS to traction control and "vehicle stability assist" for curbing understeer or oversteer on the front-drive cars.The Japanese car boasts a long list of standard comfort and safety features from driver and passenger airbags to six-disc CD stacker, power windows and 16-inch alloy wheels. It's enough gear, Honda says, to appeal to those considering more expensive European sedans.Accord Euro Luxury models, starting at $40,800, also have curtain airbags, electric seats, rain-sensor wipers and a sunroof, among other extras.The new package looks right to re-establish the Accord's credentials among business professionals on the rise.Styling is a mix of Audi A4, Alfa Romeo 156 and Mazda6, with a touch of BMW 7 Series and even Holden Commodore around the nose. The result is neat and tidy with a far bolder attitude than its predecessor, if not quite as aggressive as the Mazda, one of its major rivals.Honda Australia product planning manager Justin Orr says the Accord Euro will appeal to professionals aged 35-50 years, largely married couples with young children."In many ways, the Euro signals the rebirth of the Accord as a mid-sized sports sedan that will compete with the best from Japan and Europe," Orr says. "It is leaner, sharper and sportier than its predecessors and yet retains Honda brand qualities of style, clever engineering and attention to detail."The Euro version looks the part, with a clean, safer and more rigid body than before. It also is claimed to have the biggest boot in its class.Inside is comprehensively packed with gear and, again, has Honda's usual tidy approach to aesthetics and attention to detail. There's dual zone airconditioning, cruise control and remote entry in a pretty comprehensive package.On the road, the Accord Euro is certainly a more involving car than its predecessor, with a rework of the independent double wishbone suspension up front and five-link suspension at the rear.Ride is good, the handling benign and there's little indication of torque steer up front. Yet the steering is a little lifeless until into the turn and there is a deal of tyre noise over coarser back roads.While the engine has a punch, the power arrives at a relatively high 6800rpm. It does need to be worked for the best results, either through the six-speed manual or the sequential-style five-speed automatic.The Accord Euro is a tight, good-looking package at a good price. It undoubtedly will re-establish this Honda's credentials among the mid-sized, sporting crowd.But the competition this season is fiercer than before, with the Mazda6 already acclaimed by critics and consumers alongside the upmarket Holden Vectra and an all-new Subaru Liberty headed this way.

Times are tough at Honda. After seven boom years, when it added a string of impressive new models, led by the rampaging CR-V, and banked the sales increases, 2001 has been a bust for the Japanese carmaker.Sales are down and Honda has just had one of the most turbulent staff shake-ups in its Australian history.  The new Civic has resisted the trend, but still hasn't clicked completely with small-car buyers. The the Accord is also standing firm, following a minor facelift in March.But life is only going to get tougher for the Accord, which is sliding into $50,000 on-road territory and some predatory new rivals, including the all-new Audi A4 and updated VW Passat.  Even its closest direct competitor, the Nissan Maxima, is tougher today than in the past. The only bright spot is the failure of the locally made Toyota Avalon to snaffle space in the prestige scene -- or ace any Accord sales.Honda says an all-new Accord is still a long way down the road, which means today's car is going to have to work hard to maintain its place and sales rate.  That's why Honda rolled-out an updated model this year, making leather trim standard on all three versions -- a four and two V6s -- and putting a new nose and alloy wheels on the cars.The biggest changes were actually hidden, as Honda engineers went all-out on a noise-reduction campaign by including everything from liquid-filled engine mounts and additional sound-deadening in the tail end to a rubber mount for the fuel line and a wire clamp for the automatic gearbox.Honda also fitted its latest airbag system, which has an "intelligent'' control that responds to the severity of a crash.  The car looks a little fresher, but it is still only a minor upgrade at a time when Honda's rivals are rushing out all-new models almost weekly. Renault will soon have an all-new Laguna II, Alfa has big plans and BMW keeps tweaking its 3-Series family to put extra value into the cars.Accord prices open at $38,900, an essential price point it meets with a four-cylinder motor and manual gearbox. The fully-loaded V6L is now $52,900.  It's a long way from the original position of the Accord, which has been a building-block of Honda business since 1977, when it first appeared as a three-door hatchback.Today's car is so much bigger and so much more refined that only the badge is the same. The 2001 Accord probably has more in common with the original Legend luxury flagship.DrivingTHERE'S nothing not to like about the Accord.  It is comfy, roomy, gets along pretty well and is one of the best-built cars on the road today.  The test car, a V6L, proved the point by giving fault-free service for a week. Not a single squeak.It had been a while since I'd driven an Accord, and that car was a four-pot, so it was interesting to see how it had developed.  The '01 car definitely looks fresher, but the basics are the same as they've been since December 1997 and it would be easy to walk past it.The cabin is roomier than I remembered, and the now-standard leather is good, but it's splashed over seats that don't provide much support. They're big enough, and the V6L has electric adjustment, but they aren't particularly comfy and they're set so high it's tough to get a comfortable driving position.The car gets along fairly smartly, as you'd expect with 147kW on tap, but that's still 10 down from the slightly sportier Maxima. The best thing about the Honda's engine is its seamless surge of power, right from idle to the redline.  The automatic gearbox is nothing special, but does the job well. There's no touch-change ``manual'' control, but that's not what you'd expect in an Accord.The ride is smooth and well damped, even loaded, and cornering grip is fine. It's no sports car, but it's usually the seats that give up before the Michelins in a turn.Living with the Accord is easy, helped by a six-stack CD player set in the dash and impressive auto air-con, but plenty of other cars come with similar equipment for the same money -- or not much more.  And that's what's going to eventually hurt the Accord.It's a vanilla car in a country where more and more exotic flavours, from Audi and VW and BMW and even Mercedes-Benz, are being waved under the noses of new-car shoppers.  The Accord is still a very nice, superbly built car. But nice cars don't finish first these days.The bottom line 3/5Good points: Beautifully built; swish V6Bad points: Costly; uninspired* A drink-of-water car. It quenches your thirst, but isn't very tastyHonda Accord V6LPrice as tested: $52,900Engine: 3.0-litre V6 with overhead camshafts and fuel injectionPower: 147kW at 5600 revsTorque: 265Nm at 4700 revsTransmission: Four-speed automatic, front-wheel-driveBody: Four-door sedanDimensions: Length: 4795mm, width: 1785mm, height: 1455mm, wheelbase: 2715mm, tracks: 1555mm/1535mm front/rearWeight:1454kgFuel tank: 65 litresFuel consumption: 10.7 litres/100kmSteering: Power-assistedrack-and-pinionSuspension: Fully-independent front and rear double wishbones with stabiliser barsBrakes: Four-wheel anti-skid discsWheels: 6.5x15 alloysTyres: 205/65 R15Warranty: Three years/80,000kmRivalsNissan Maxima*** (from $36,990)Audi A4 ****(form $47,400)Volkswagon Passat*** (from $45,900)Mercedes C-Class*****(from $51,800)

But thinner development budgets and reliance for survival on big sales in the United States have turned Honda into a cautious company - too cautious in my book.Look no further than the new Accord for evidence of the constraints imposed by unavoidable spending cuts and an all-too-keen eye on US customer research. The Accord has been designed with strong input from middle America - Honda's research and development centre in Ohio - and joins the mob of curvaceous medium-sized family cars.Half the components have been retained from the previous model, including the 2.2-litre engine in the base-model EXi, although it has had some improvements to mid-range torque and fuel efficiency. Lacking a V6, Honda has opted to boost performance for the other two Accord models - VTi and VTi-S - by adding what it calls "balanced VTEC", a middle-of-the-road single-cam version of Honda's variable valve timing and electronic lift technology.The VTEC operates only on the inlet valves and the engine slots between the rip-snorting twin-cam VTEC (Integra, CRX and NSX) and the fuel-sipper version (Civic VEi), offering fuel-efficiency at lower revs and better performance as the revs build up.I have tested the EXi and VTi-S, both with Honda's impressively smooth four-speed automatic transmission - although a manual gearbox would be my choice.In the VTi-S, performance is rather sedate as you start to accelerate because one of the inlet valves on each cylinder is virtually closed and the other has a low-lift short-duration cam profile. While initial acceleration is lazy, the Accord moves along nicely and its tried-and-true double wishbone suspension provides the comfortable ride expected in a family car. Cornering is precise with mild understeer when pushed.The automatic VTi-S costs almost $45,000 and comes with an impressive array of equipment, although a manual gearbox would save you $2000. For an extra saving of $6000, you can have exactly the same car without the airbag, anti-lock brakes and leather trim. That's the VTi.Do away with cruise control, the sunroof, two of the six speakers, alloy wheels and VTEC, and you can keep a further $4000 in your pocket by choosing the EXi.Honda Accord SedanENGINE: 16-valve, single overhead camshaft, multipoint fuel-injected 2.2-litre, four-cylinder, front-drive. VTEC for VTi and VTi-S. Carry-over engine with the step up to VTEC technology which provides a mild boost.POWER: VTEC, 107 at 5500rpm, torque 198Nm at 4500rpm. This car misses a V6 engine or more-powerful four when stacked up against its competitors.SUSPENSION: Independent four-wheel double wishbone with front and rear stabiliser bars and gas-pressurised dampers. Can't quibble with that set-up; it provides the comfort needed for a family and the handling demanded by Honda owners.WHEELS: 15-inch alloy.TYRES: 195/60 radials. The wheels are big enough, but the tyres could be wider.PRICE: EXi $32,650; VTi $36,700; VTi-S $42,800. Autos: add $2000. All Japanese imports are pricey, but value for all Honda models has been improved in the past year.