Honda Accord VS Audi A4
- Slick design
- Brilliant packaging
- Single well-specified variant
- Ride hardly luxurious
- Engines are so-so
- Stylish, but simple, design
- New cabin tech a hit
- Sophisticated cabin feel
- Can lack some driving excitement
- Extra safety will cost you
- It's time to move past three-year warranties
It’s honestly a wonder we’re seeing Honda’s new Accord at all, given it enters the least favourable market conditions for sedans that Australia has ever seen.
Honda even knows it, which is why the company is bringing this new 10th-generation Accord to our market in conservatively low numbers to begin with.
In fact, the only reason we’re getting this Accord is because the Japanese brand acknowledges the sedan is part of Honda’s DNA, and that there’s a dedicated fanbase of Accord owners who won’t buy anything else.
If you’re one of those fans – pat yourself on the back – this car is just for you. So, what’s it like? We went to its Australian launch to find out.
|Fuel Type||Hybrid with Regular Unleaded|
It's easy to think SUVs have already consumed Australia's new-car market, but a deeper dive into the numbers throws up some surprising results for some brands.
The question now is, is this plucky premium passenger car good enough to fight off the SUV hordes? Join me as we find out.
|Engine Type||2.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
Honda’s new Accord is a miracle in that it was brought here seemingly simply for fan service.
I think those fans will mostly be pleased. The 10th-generation car is high-tech, sensibly specified, safe, and certainly Honda-like behind the wheel. Just don’t expect it to be as luxurious as Japanese flagship sedans of days past.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.
The Accord looks swish! It carries so much of Honda’s up-to-date design language through its entire body.
This majorly includes the chrome strip across the front, up-to-date LED headlights, and swoopy coupe roofline.
These are offset by a curvy line running down the rear half of the car’s profile, accented by a chrome strip. As mentioned, those wheels look bigger than they are, and add to the Accords presence by sticking way out to the edges of the chassis.
It’s referential to other vehicles in Honda’s range, like the Civic and even S660 kei-sized sports car. Fans will be happy to know the overall package is more restrained than something like the zany Civic hatch.
The cabin is almost exactly what you’d expect from a luxury Japanese sedan. This means throne-style plush leather trimmed seats (that are genuinely nice to sit in) a wide symmetrical dash look and familiar Honda touchpoints throughout.
It’s all well built and ergonomic, so there’s no complains on that front, but there are some areas where the Accord is showing its age in the design department already.
There’s a shift knob that sits too far out of the centre console (hardly a ‘high-end’ look), an odd retracting panel in the dash like its 2004, and the ‘wood trim’ that runs across the dash appears to be a plastic fill – it has no texture!
The rear seats are just as - if not more - comfortable than the fronts, and there are no complaints when it comes to packaging – the Accord's cabin is mostly a great place to be.
It's undeniably handsome, the A4, in all of its guises. I have a particular soft spot for the stance of the sedan, but wagon lovers will find plenty to like about the Avant, too.
Ask Audi, and they'll tell you how this is a major design update for then A4 (albeit one that's arrived in the middle of its life, rather than for a whole new model), and how almost every exterior panel has been changed or altered.
The reality, though, is it still looks like an A4, only now with a wider grille, and redesigned headlight and DRL clusters, both of which combine to give the muscular mid-sizer a lower, more athletic-looking front-end.
The sharp creases that flow down each flank give the side-view some clear definition, and I do particularly like the way those alloys fill the wheel arches, genuinely making the A4 look tough and purposeful.
The biggest change, though, is arguably reserved for the interior, where a new 10.1-inch screen takes pride of place in the dash. Audi says the new model offers 10 times the computing power of the outgoing model, owing mostly to connected car features including live traffic, weather reports and fuel pricing, as well as the ability to remote unlock or lock you car from your phone, or pre-plan destinations and send them to the vehicle's nav.
Better still, it's a touch screen, which is eleventy-billion times easier to use than fiddling with the centre controls. In fact, it's so much easier that Audi has done away with them entirely, replacing them with extra storage in the centre console.
The flat-bottomed wheel feels great under touch, leather abounds, and the dash and centre console received lashing of metallic or carbon-fibre trim.
The end result of all this is a clean and uncluttered interior space that feels very well screwed together, and rather premium.
Speaking of packaging – it’s consistently a Honda strong point, and that’s no different in the new Accord. As already mentioned, front and rear passengers get heaps of room for their arms and legs, and there’s decent storage areas throughout.
That means two smallish cupholders and trenches in the doors, a large caddy in front of the shift-lever with that odd retracting door, and large cupholders in the centre console.
Like almost every Honda, the centre console box is colossal and hosts a single extra USB 2.0 port.
The back seat has leagues of legroom – almost limo-sized for rear passengers, although headroom is compromised a bit by the descending coupe-like roofline. The thick and low C-pillars also make getting in and out a little harder than it perhaps should be – but this is a common trait shared with other coupe-styled sedans in the class like the Peugeot 508.
Touchpoints everywhere are nice and plush, and there are only a few nasty plastics which are well hidden.
Rear seat occupants can make use of adjustable air vents, dual USB ports and a plush trimmed drop-down arm rest with two cupholders.
The arm-rest also reveals a ski port – an increasingly rare feature in today’s cars – which leads us to the boot. It’s massive at 570 litres (VDA) – that’s significantly larger than both the Camry and Liberty and the best part – it doesn’t matter whether you pick the petrol or hybrid, the boot space is the same.
Honda tells us that this is because it has managed to reduce the hybrid battery pack significantly in size – so that it can be placed under the passenger seats instead. Brilliant.
Every Accord has a space-saver spare under the boot floor.
It all comes down to your body style, of course, but let's start with the sedan, shall we?
It stretches 4762mm in length, 1847mm in width and 1431mm in height, and will swallow 460 litres of luggage in its boot.
Those numbers translate to pretty spacious cabin, with enough room up front for two adults to never encroach on each other's territory, and enough room in the back for me (I'm 175cm) to sit behind my own driving position with clear air above my head and between my knees and the driver's seat in front.
The Avant, or wagon, increases those dimensions to 4762mm x 1847mm x 1435mm, but also increases the cargo capacity to a considerable 495 litres with the rear seats in place, or 1495 litres with them folded flat. If yours is a life filled with kids' sport and weekends away, this is the model you want.
Finally, the allroad measures in at an identical 4762mm in length, and will deliver the same luggage space as the wagon, but you do get a more off-road focused suspension setup, delivering an extra 46mm ground clearance, a wider track front and rear, and a unique "off road mode" that uses the cars many traction and braking controls to deliver more grip off road.
Elsewhere, you'll find a plethora of storage spaces, two cupholders up front, bottle holders in each of the doors, and a new cubby in the centre console, where the media controls once lived.
Backseat riders share two USB connection ports (as well as ISOFIX attachment points in each window seat), while up-front riders get two of their own, as a 12-volt power source.
Price and features
Honda has chosen to bring the Accord in surprisingly limited numbers – just 150 units a year to begin with – and so there is just one specification level.
It’s the highest it goes though, a VTi-LX. Honda tells us there’s no chance of lesser variants, even if consumers are asking for it, so don’t hold out for an entry-spec car.
The single variant is split into two engine options. A familiar 1.5-litre petrol turbo, and a new-generation 2.0-litre naturally aspirated engine with hybrid drive.
Naturally, as a high-grade car, the price is quite high. Honda is asking $47,990 for the turbo and $50,490 for the hybrid.
This is more expensive than highly specified traditional opponents, like the segment-dominating Toyota Camry SL hybrid ($41,090) and Subaru Liberty 2.5i Premium ($37,940). You could also consider cross shopping it against something like Peugeot’s new 508 GT ($53,990) – but if you’re an Accord fan there’s a good chance none of those alternatives matter.
Standard spec is great. The Accord sports the best of Honda’s catalogue and then some. Standard are flashy 18-inch alloys that look big in the Accord’s wheel arches, an 8.0-inch multimedia touchscreen with Apple CarPlay and Android Auto as well as marginally better software suite than the rest of Honda’s range (typically a sore point for Honda). Unlike pretty much every other Honda though, the Accord scores a 6.0-inch head-up display and one of its dual dials in the dash is digital, and configurable to several layouts including navigation.
You’ll also be getting a wireless phone charging bay, but no USB-C. At least it gets Apple CarPlay and Android auto from the get-go, unlike the current Camry which will need to have it retrofitted if you bought one prior to it being rolled out.
The Accord has an electronic parking brake, auto parking function and active cruise control to sweeten the deal, too. More on safety features later in this review.
The cheapest way into an A4 remains the 35 TFSI Sedan, which will set you back $55,900, while the more sport-and-style focused S line variant will cost you $59,900.
For that, you'll find LED headlights, 19-inch alloy wheels, a new 10.1-inch touchscreen that's Apple CarPlay and Android Auto equipped, a smart key with push-button start, leather trim, three-zone climate, standard navigation and a DAB+ digital radio.
The S line version adds Audi's Virtual Cockpit (a 12.3-inch digital display that replaces the traditional driver's binnacle), as well as sportier exterior and interior styling, frameless mirrors and illuminated door sills.
The range then steps up to the A4 45 TFSI quattro S line, which is yours for $68,900 in sedan guise, or $71,400 for the Avant, or wagon. Both are S line only, so you get the sportier style, but you also build on the 35 TFSI S line's equipment list with a memory function for the driver's seat and a better Audi 10-speaker stereo.
Finally, you can opt for the more off-road focused allroad, which is available with the 45 TFSI petrol engine ($72,900), or with a smaller diesel power plant ($69,900), bot of which are quattro AWD.
Both offer aluminium-look exterior highlights, roof rails and new front and rear bumpers, as well as a mite more off-road ability.
Engine & trans
The Accord will only get two engine options – the first is a 1.5-litre turbocharged four-cylinder engine which will be familiar from other Hondas where the same engine lives. Honda says it’s put a new head on for the Accord and tightened up the engine’s response. The result is the same 140kW power output, but an increase in torque to 260Nm. This engine is mated exclusively to a stepped-ratio continuously variable transmission (CVT).
The other option is a 2.0-litre naturally aspirated petrol four-cylinder with hybrid drive. Combined system output is 158kW/315Nm, so it is the more powerful of the two choices.
It also has a different transmission which Honda refers to as the e-CVT – but it proved to behave quite differently as explained in the driving section of this review.
All Accords are front-wheel drive.
Let's start with the 35 TFSI, which is home to a turbocharged 2.0-litre engine producing 110kW and 270Nm, and that is now paired with a 12V mild hybrid system that delivers fuel savings of up to 0.3 litres per hundred kilometres.
That engine is paired with a seven-speed S tronic automatic, with power sent to the front wheels. Audi reckons it will knock off the sprint to 100km/h in 8.6 seconds on its way to a 224km/h limited top speed.
The 45 TFSI engine is the same size as the 35 TFSI, but ups the grunt to 183kW and 370Nm. It gets the same gearbox, and the same mild hybrid system, but because it's only offered with quattro, power is sent to all four wheels. Fittingly, there's a drop in the sprint time, now as low as 5.8 seconds, with the top speed increased to 250km/h.
Finally, the diesel, which is only offered in the allroad body style. The 40 TDI quattro squeezes 140kW and 400Nm from the it's 2.0-litre engine - enough to dispatch 100km/h in 7.9 seconds.
The Accord has brave claimed/combined fuel usage figures of 6.5L/100km for the petrol-turbo and 4.3L/100km for the hybrid. If real-world tests can even come within a litre or two it will prove to be fantastic for the segment – but you’ll have to wait until we get one for a week-long road test for a fair real-world figure.
Honda says its engines are tuned to run on 91RON unleaded petrol, and the Accord has a 56-litre fuel tank in the turbo or 48.5L in the hybrid.
The diesel is the most fuel-efficient option, sipping a claimed 5.2 litres per hundred kilometres on the combined cycle, while emitting 136g/km of C02.
The smaller petrol will use 6.1 litres on the same cycle over the same distance, and expel 167g/km of C02, while the bigger petrol ups the fuel use to to 7.1 litres, but drops the C02 to 162g/km.
Fuel tank sizes vary from 54 litres for the petrol sedan, 61 litres for the diesel, and 58 litres for the petrol wagon.
The Accord doesn’t quite drive like you might expect. It betrays its luxurious look and plush interior with a firm ride.
Honda says this is because it has imbued the “spirit of Accord Euro” into the development process for this new Accord – suggesting that it can appeal as much to fans of the sporty Accords of days past as much as it does for its Japanese luxury car fans.
I think they’ve gone overboard, though. The chassis and dampers are stiff. Too stiff. This car feels abrupt and crashy over larger bumps, and unsettled over smaller ones.
The flip side of that, of course, is that it is a blast to throw into corners. With the wheels way out to the edges of the chassis (the Accord is wider than ever) it simply refused to understeer, giving it handling prowess that eludes most front-drive sedans this size.
In some ways its like driving a giant Civic, and for those who enjoy driving, that will be a very good thing.
Both engine options don’t quite keep up with the abilities of the chassis. While the 1.5-litre petrol punches above its weight when it comes to power, it’s just not an athletic performer, especially when you’re demanding straight-line acceleration.
Its weak link is largely the transmission which tries to emulate a torque converter by stepping its way through 'ratios'. It has some typically negative characteristics of limiting the feedback, and changing the ratio at seemingly random times.
The hybrid is better, both on power and in terms of its transmission, which locks up when needed. It’s still no true performer though.
Neither option seems to be capable of spinning the front wheels, either through lack of power or design, so if nothing else, it’s predictable and feels safe.
Handling proved to be good, with Honda’s direct and fast steering being on-point, and the signature chunky leather-bound wheel offering a satisfying way to interact with the car. The steering does have a slight artificial tinge to it, especially with the seemingly computer-weighted ‘Sport’ mode, but Honda has also reduced the turns lock-to-lock, making it fast to park in city scenarios.
I was surprised to find that road noise in both variants wasn’t great. It’s better than in the Civic, but Honda claims it has gone to lengths to deaden it, so I had hoped it would be quieter inside. The engine noise is better – relegated to a distant hum unless you’re really wringing it.
Overall, it’s a good – if a little firm – driving experience. It just doesn’t quite live up to the luxury promise set out.
You can't help but feel for Audi when you first slink into the driver's seat of the A4 45 TFSI. In today's motoring world, there's a heap of pressure on car company's to deliver something special with each new vehicle - some scintillating wow factor - be it a door-to-door digital screen, rocket ship acceleration or game-changing cabin materials.
And if we're honest, the A4 doesn't really do any of that. Instead, it offers a comfortable, quiet, super-competent drive experience that delivers most everything you might expect from it, and then some.
And while that might sound disappointing, here's the rub. Wow factor eventually fades, or the speeding tickets begin to pile up, and all you're really left with is how well a car goes about its day-to-day business, and it's here the A4 shines.
You'll notice I called out a particular engine at the start there, and that's because the 45 TFSI really is the pick of the bunch. It’s not that the engine is overly potent, it’s more that the power delivery feels perfectly matched to the vibe of the car - easy, plentiful, and hassle-free.
The entry-level petrol engine feels exactly that, like the entry-level choice. Perfectly capable at commuter speeds, but lacking in the fizz department should you find yourself on a winding road, and you do find yourself longing for more grunt as you exit a corner, especially heading up hill.
Same, too, the diesel, which isn't underwhelming, but feels like a particular tool for a particular job, or for those wedded to the idea of a long-distance diesel engine.
But in the words of a particular fairytale heroine, the 45 TFSI quattro feels just right. And even the most prehistoric owner can’t complain about the hybrid tech here, either. It’s seriously unnoticeable, with the Audi behaving like any other turbocharged petrol engine should, only with the added benefit of saving a little fuel.
So, to the drive experience itself. It is, in a word, very Audi. The ride might lean to the firm side of comfortable occasionally, especially over harsher road imperfections, but the cabin is quiet, comfortable, and your forward momentum is effortless, with the steering and gearbox both performing their duties seamlessly.
So seamlessly, in fact, that it can feel a little disconnected. It will get you where you’re going in comfort and with ease, but it won’t necessarily stir the soul on the way. For that, you might have to spring for the incoming S4, due later this year.
The Accord impresses with a fairly comprehensive standard safety suite, helped along by the fact that the brand only needs to bring one variant to market.
On the active safety front, it gets auto emergency braking (AEB – with pedestrian detection), lane departure warning with lane keep assist, adaptive cruise control, driver attention alert, and Honda’s strange Lane Watch camera suite in place of blind-spot monitoring.
It also gets an expanded suite of cameras with a wide angle top-view to assist with parking.
On the expected front, the Accord gets the standard suite of stability, brake, and traction controls as well as front and side curtain airbags which have ‘safety vents’ to prevent airbag injury and ‘roll-over sensors’ which can keep the airbags deployed for longer in the case of a prolonged rollover scenario.
The Accord has not yet been rated by ANCAP.
You can expect AEB with pedestrian detect, an exit warning system, lane change warning, rear cross-traffic alert, front and rear parking sensors and a reversing camera - all of which contribute to the A4's five-star ANCAP safety rating.
The high-tech stuff joins the eight airbags (dual front, front side, side bags front and rear and curtains front and rear), but if you want more, you'll have to pay.
Adaptive cruise control with Stop&Go, active lane assist, Audi pre-sense, Collision avoidance assist, high beam assist and turn assist all arrives as a package on the 35 TFSI, costing between $1900 and $2470.
The same kit, only with a head up display, park assist and a 360-degree camera will cost you between $2900 and $3770 on the 35 TFSI S line and 45 TFSI S line.
Honda covers the new Accord with its five-year/unlimited kilometre warranty promise – which is competitive against both the Camry and the Liberty as well as other mainstream brands.
The Accord requires servicing once every 12 months or 10,000km whichever occurs first or when the engine computer tells you.
While you might be at the mercy of the computer, services are capped all the way out to 10 years/100,000km at just $312 a visit. That’s mega cheap.
There are a few things not covered under the “base service price” but they shouldn’t throw up too many red flags. The most expensive is the ‘HCF – 2 fluid’ every three years at a cost of $172, or the spark plugs every 100,000km at a cost of $289.
All Audi's are covered by a three-year, unlimited-kilometre warranty, with servicing required every 12 months or 15,000km.
You can pre-pay your service costs for three or five years, which will set you back $1710 or $2720 for petrol engines, or $2050 and $3190 for diesel engines.