Honda Accord VS Hyundai Sonata
- Slick design
- Brilliant packaging
- Single well-specified variant
- Ride hardly luxurious
- Engines are so-so
- Much improved looks
- Cutting edge interior tech
- Full-size alloy spare
- No AEB available, at all
- Big price jump to Premium
- Still not a match for Mazda6 or new Camry
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|
Australia’s love for SUVs is a lot like our embrace of Netflix. EVERYONE seems to be getting on board and people love to boast that they never watch traditional free-to-air TV anymore, while fewer and fewer people are buying once-dominant sedans in favour of their boxier alternatives.
But, there's still a good chunk of the population that prefer good old telly, and the shape of car most of us grew up with. Yes, many regular TV voters and sedan fans will be in the same camp, but that's okay.
So if you're considering a sedan like the Hyundai Sonata, you're not alone. And like most mainstream brands, Hyundai is committed to building a range of cars to suit everyone. This commitment is so strong that you can choose between two mid-size sedans in the Hyundai stable, with the Sonata vying for your attention alongside the i40.
|Fuel Type||Regular 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 new Hyundai Sonata gets big marks for the Apple CarPlay and Android Auto, the Premium’s sweet turbo engine and the fact that both variants have full size spare tyres and run on regular fuel. Oh, and Hyundai’s five year warranty.
It’s a pretty good car overall, but it’s a shame to see AEB missing from the spec sheet in 2018. The Premium is the clear pick between the two in terms of an overall package, but the Active’s $14,500 cheaper price tag makes it the sweet spot in our eyes. The new Camry and the Mazda6 do seem to right the Sonata's wrongs though.
Would you look past the lack of AEB to buy a Sonata? Tell us what you think in the comments below.
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.
For 2018, the Sonata has been completely restyled ahead of the A-pillar to bring it in line with more recent models like the i30 and Kona. This means the new cascading corporate grille, sleeker headlights which are mounted lower due to a reshaped bonnet, bumper and front guards.
The rear end has been similarly sharpened, with new rear quarter panels and tail-lights, while the number plate has been moved from between the lights to within the bumper. The bootlid has also been reprofiled to accentuate the Sonata’s fastback roof profile.
On the inside there's an updated dash with metallic buttons under the multimedia unit, and both versions get bespoke steering and alloy wheel designs.
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.
The Sonata was already one of the more spacious mid-size sedans around, with heaps of legroom for rear seat passengers, enough cabin width to manage three adults across on short journeys, and a surprising amount of rear headroom for its sloping roofline. The Premium does lose 40mm of headroom because of its sunroof, but rear passengers only lose 15mm.
This ample rear legroom also means more cabin length than most mid-size SUVs, which makes fitting a rearward-facing baby seat without compromising front passenger legroom a lot more likely.
There are two ISOFIX child seat mounts back there for optimum fitment as well, and the Premium’s retractable door blinds are a far more elegant solution than the window socks that have become a fundamental of modern parenting.
Front passengers get a cupholder each in the centre console, while rear occupants get the same in the fold-down armrest and there’s a bottle holder in each door.
The back seat folds 60/40 to expand beyond the generous 462 litres/510 litres VDA (even though conventional wisdom suggests the VDA figure should be smaller). The split-fold can be actioned via the cabin or boot pulls, and you’ll be able to impress your friends with the hidden boot release button within the top of the H in the Hyundai badge.
One definite highlight is that both Sonatas get a full-size alloy spare wheel instead of the more common spacesaver under the boot floor.
A maximum braked tow rating of 1300kg for both versions is rather modest, however.
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.
Nobody likes higher prices, but Hyundai claims to have met the $400 rise for the base Sonata Active (now $30,990 MSRP) with an extra $2000 of value.
Extra features for 2018 include an 8.0-inch multimedia screen with in-built sat nav and Apple CarPlay and Android Auto. It also gains dual-zone climate control, push-button start, a hidden boot release button, and chrome door handles.
Other equipment highlights include a leather steering wheel and gear selector, auto headlights, a reversing camera and rear parking sensors, plus 17-inch alloys.
The previous mid-spec Elite has been dropped from the range, which creates a sizeable $14,500 gap between the Active and the $45,490 MSRP Premium (which carries the same price tag as before).
Hyundai claims the new Premium brings $1000 more value though, with the addition of LED headlights and a wireless Qi mobile phone charger on top of the updates applied to the Active.
Beyond the Active’s spec list, the Premium also adds features like leather trim, a panoramic sunroof, proximity boot opening, heated and ventilated front seats with power adjustment, plus memory settings for the driver’s seat and side mirrors. There’s also active cruise control, front parking sensors, rear cross-traffic alert, auto wipers and 18-inch alloys.
While the Premium’s extra features (and drivetrain advantages detailed below) are numerous, we’d find it tough to make the $14,500 jump over the Active. Hyundai sales expectations also reflect this, with the Active tipped to make up around 70 per cent of Sonatas on the road.
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.
The biggest news under the new Sonata’s bonnet is the eight-speed torque converter auto fitted to the Premium. Stepping up from the six-speeder used before, Hyundai claims it improves fuel consumption (more detail below) from the 2.0-litre turbo-petrol four-cylinder unit that still makes a very healthy 180kW of power and 353Nm of torque.
The Active’s drivetrain is unchanged though, with the same 138kW/241Nm 2.4-litre petrol four-cylinder engine, paired with a six-speed torque converter auto.
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 Sonata Premium’s new automatic knocks 0.7L/100km off its official combined figure, which now stands at 8.5L/100km.
The Active’s simpler but less peppy drivetrain is still the better of the two, with an unchanged 8.3L/100km combined.
Neither figure may appear particularly frugal, but this would be offset to a large degree by the fact that both engines still deliver their best sipping regular old 91RON unleaded fuel.
Considering 91 is a full 13.2c/L cheaper than premium 95RON on average across Sydney this week, the Sonata goes some way toward balancing key rivals’ lower windscreen sticker numbers at the hip pocket.
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.
Given the unchanged engines and suspensions, the Sonata drive experience is largely the same as before.
Which is no bad thing. It steers and handles better than you’d expect from a car developed primarily for the Korean and US markets, cabin noise is well contained and generally just does a good job.
It lacks the sporting edge of the Mazda6, but it’s not hard to imagine most buyers in this segment would probably prefer it that way. The Australian-tuned suspension also does a better job of maintaining comfort over rough roads.
The Premium’s new eight-speed auto does a good job, too, and really helps the engine come alive when you put it in Sport mode.
It’d be really nice to have the Premium’s turbo urge in the Active, but its drivetrain is par for the course in its price bracket and more than enough to keep up with traffic and handle the open road.
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.
The previous version of the Sonata was awarded a maximum five-star ANCAP safety rating in 2015, but we’re surprised to see that AEB still doesn’t appear on either version of the updated model, even as an option.
Most of the Sonata’s main rivals have this key crash avoidance tech fitted standard these days, and it’s even available on US-market versions of the Hyundai.
Hyundai Australia explains that the Korean plant that builds our Sonatas doesn’t equip them with AEB for their home market, and the numbers just don’t add up for Down Under.
Aside from this omission, both versions come fitted with all other current status quo features, including front and side airbags, with curtain airbags covering both rows, ABS, as well as traction and stability control.
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.
The Sonata is covered by Hyundai’s generous 'iCare' ownership program that includes a five-year/unlimited kilometre warranty, including free roadside assistance for the first 12 months.
Service intervals differ between the trim levels, with the Premium’s turbocharged engine requiring a visit to the mechanic every 12 months or 10,000km, while the Active’s simpler drivetrain stretches out to every 12 months or 15,000km.
The Sonata comes with a lifetime capped price servicing program, with the Active’s pricing during the warranty capped at $265 (each) for the first three services, a $365 major service, with the final reverting to $265.
The Premium is not dissimilar, with its first three services capped at $275, then a major service for $355, before dropping back to $275.