Honda Accord vs Kia Optima

What's the difference?

The Accord VTi-LX Hybrid might seem like an odd choice for those after a mid-size sedan, but Honda has done more than enough to justify its existence in its current stable.

Sure, the price is a bit high, but it comes fully loaded and has a cutting-edge powertrain to keep running costs down.

In a segment that is dominated by the Toyota Camry, Honda had to do something to stand apart, and pushing a little more upmarket with spec and refinement is definitely the right way to go.

If you travel long distances, want a good amount of space and don’t want to pay big bucks for a new car, then yeah, maybe there is a reason sedans like this will hang around for a while longer.

Sure, the appeal of sedans mightn’t be as strong as it once was, but models like the Kia Optima prove they still have a reason to exist.

Sedans might be as daggy as all get out right now, but we think the Accord actually looks pretty handsome (don’t @ me).

With its long bonnet and athletic profile, the Accord wears Honda’s current design language well, and thanks to the chrome touches on the outside, dare we say it even looks a little premium?

The chrome isn’t for everyone though, and we’d have liked to see darker accents like a ‘Shadow Chrome’ gunmetal grey colour that might age a little better than the ultra-reflective material.

In profile, the gently sloped roofline also adds to the aesthetic factor, while it's great to see Honda has opted for comfort in the 18-inch wheels rather than style, by going a few sizes bigger.

The rear end features unique wraparound tail-lights and a pinched derriere that slims things down a little, while the hidden exhaust outlet hints at the Accord’s green-car credentials.

Overall, the Accord is inoffensive, and certainly scores points for being much less common than the Toyota Camry and Mazda6, and a little less divisive in styling than the Skoda Octavia.

Step inside the Accord and it’s mostly a sea of soft-touch materials and plush leather.

The seats are especially notable because of their supportive design and wide base, ensuring driver fatigue doesn’t set in until you're several hours into a journey.

The 7.0-inch driver display is a little small, but the large head-up display is excellent at putting all the data you need front and centre.

As for the multimedia system, an 8.0-inch screen seems large, but because it is flanked by physical buttons and knobs, it actually looks a bit smaller than the units found in some rivals.

I did appreciate the old-school buttons, though, and the touchscreen is quick and snappy, even if the graphics and user interface are a little clunky and cheap looking.

Cosmetic changes for the facelifted 2018 Kia Optima include new headlights and tail-lights with revised LED signatures (but still halogen lamps in the base model), and there are newly sculpted bumpers and new wheel designs across the two-model range. 

We had the base model Si, which doesn’t look as good as the GT model, because it has smaller wheels, the sporty body kit and misses out on the LED headlights, but the LED daytime running lights are still present.

The GT has a more aggressive look, and the side skirts, front spoiler and rear diffuser fit it better - there are dual exhausts, but not sporty quad exhaust tips.

In fact, this model is a bit like the old-man version of the Optima. No offence intended to old men, of course. The GT is just heaps sportier, and I reckon it’s considerably more attractive as a result. 

Still, the inherent sleek styling of the Optima remains - the chrome highlighting along the window line is a bit too sheeny for me, but the angles and stance of this model are quite gracious. I really dig the fact the top of the windscreen mirrors the ‘Tiger Nose’ grille shape.

I'm no exterior designer, but I liked the existing Optima more - it just looked a bit neater, even though it had a decent amount of bling with its Mercedes-like diamond-pattern grille, as opposed to the cheese grater look seen here.

There’s not quite as much bling inside the cabin of the Si, either, but it is still a well-designed space - just not as special as the premium package offering of the GT (which gets leather trim - not nappa leather, but still a quality cowhide finish, and more). Check out our interior photos to see if you agree - but size and interior dimensions of the Optima are hard to argue against.

Measuring 4904mm long, 2137mm wide, 1450mm tall and with a 2830mm wheelbase, the 2021 Accord is actually pretty close in size to the Holden VF Commodore.

And it flexes its bigger dimensions with a roomy and spacious cabin, regardless of where you are sitting.

Up front, the electronically adjustable seats offer plenty of variability to get into the perfect position, and the driver’s seat also has a memory setting if you are sharing the Accord with different people.

The door bins are a little on the smaller size and struggle to fit a full-sized water bottle, but the centre console boasts a deep cavity, with two cupholders also featured next to the shifter.

The wireless smartphone charger position , which is between the shifter and climate controls, does eat up an entire storage hole because once you put your phone down, you don’t want to put your keys or wallet on top of it and risk scratching your screen.

it would have made more sense for the wireless smartphone charger to be placed under the armrest, like it is in BMWs, to retain another storage option.

In the rear, space is excellent for occupants of all shapes and sizes, affording plenty of head, shoulder and leg room.

The middle seat can be a little squeezy, but the soft-touch leather and seat shape offer plenty of support and would be supremely comfortable over long journeys.

In the back, there are two air vents, two charging ports and a fold-down centre armrest with two cupholders.

Opening the boot reveals a cavity that will accommodate 570 litres of volume, but the back seats can be folded down to stow longer objects.

The rear seats are one piece, rather than split fold, meaning you’ll have to choose between having rear passengers or taking that trip to Ikea.

There is a lockable ski tunnel through the middle, though, which means long and narrow items can be carried without folding down the rear seats.

Two bag hooks are found in the boot, which helps keep your groceries in the bag and not all over the boot floor.

I really like the way Kia designs its cabins. Sure, there’s a lot of black in here, but there’s also a lot of thought put into the usability of the space.  

The high-mounted 7.0-inch infotainment and multimedia touch screen in the Si is simple to use, and for 2018 the Optima range gets Apple CarPlay and Android Auto - you couldn’t get that in the Optima up to this point. 

Also included are a reversing camera, USB input, Bluetooth phone and audio streaming and six speakers. The Si model misses out on sat nav - you’ll have to use the maps app on your phone. No DVD player either.

Storage is well thought out in here, with big bottle holders in the doors, a good sized pair of cup holders up front, and a nice little storage bin for your phone, wallet, keys and so on.

There’s a driver info screen with a digital speedo, and even on this base model you get a dual-zone climate control air conditioner. The updated Optima gets a new steering wheel, too.

Now, what about the back seat?

It may be considered a ‘mid-sized’ sedan, but there’s limo-like space. With the driver’s seat in my position (I’m about six feet tall) there was still heaps of rear legroom in the rear seat, with ample knee room, good foot room and decent shoulder space, too - three of me could slot across the back bench comfortably, which means kids will fit easily, too. There are three top-tether points and two ISOFIX points as well.

Kids and adults alike will be happy with the rear air vents back here, and there’s a flip down armrest with cupholders, too. Again, big bottle holders appear in the doors, and there are map pockets in the back seats.

What about boot space? With so many people choosing SUVs over sedans because they’re theoretically more practical, the Optima offers good food for thought - it has enough luggage capacity for a bunch of suitcases (510 litres VDA in size) and there’s a full-size alloy spare under the boot floor. If you need more, you could always invest in a roof rack setup?

Kia dropped prices for this updated and facelifted model range - and not by a small amount, either. So, what's the price? How much does it cost?

The Si model is the entry-grade of two models, and it comes in at the bottom of the price list at $33,290 plus on-road costs (rrp) - an $1100 drop over the previous version. The Si, then, is a value-focused sedan that you might consider if you’ve looked at a Toyota Camry Ascent, Hyundai Sonata Active, Mazda6 Sport or Subaru Liberty 2.5i.

The standard equipment list is pretty good - although there have been some deletions, because the price is down $1100. The rather good HID headlamps with washers have been dumped in favour of halogen projector lights (yeah, not even xenons), and the satellite navigation system (GPS) is gone.

But now the 7.0-inch media screen is capable of doing the Apple CarPlay iPhone connectivity and Android Auto phone mirroring thing, and that’ll serve most people’s purposes pretty well, but there is no digital DAB radio, and no CD player for the sound system. Other standard kit includes a digital driver info display with digital speedo, dual-zone climate control, cloth seat trim, auto-dimming rear-view mirror, a reversing camera, front and rear parking sensors, auto headlights and rain sensing wipers, and 17-inch alloy wheels (with a full-size spare). 

New equipment for the Si includes driver-fatigue monitoring and an active lane-keeping assistance system (in place of the old lane-departure-warning buzzer). 

If you want all the fruit you really need to fork out the extra cash for the GT, which lists at $43,290 plus on-roads (vs $33,290 for the Si). That is getting perilously close to Kia Stinger territory… but let's not get too far ahead of ourselves - this isn't a model comparison!

You get a fair bit more for your dough, but even the GT has seen a few deletions to help justify its $1200 price drop compared to the pre-facelift model, such as the front passenger seat being manually operated (previously electric), the cooling/ventilation of the front seats has been deleted, and the panoramic sunroof of the previous model is gone, too. And while it rides on 18-inch rims with a new design, the tyre-pressure-monitoring system has been removed.

It uses a new 8.0-inch media screen with extended smartphone connectivity and in-built sat nav (with 10 years of maps included and SUNA live traffic updates), and it also gains redesigned LED headlights but they lose the smart auto high-beam assistance of the old model. The tech doesn't go as far as to include Homelink garage door opening here in Australia, either.

Other standard kit in the GT includes leather seats, electric driver’s seat adjustment with memory settings, smart key (keyless entry) and push button start, a sports body kit, a harman/kardon audio system with 10 speakers and a subwoofer, wireless phone charging (Qi) but no Wi-Fi hotspot, rear sunshades (but no tinted windows), different interior trim finishes, a heated steering wheel, and a colour driver-information screen. 

The GT also gets the new lane assist system and driver-fatigue monitor, and the entire safety approach has been improved across the range. See the safety section below for more detail. 

There is no launch edition, nor is there a sports edition, but there is a decent array of colours (or colors, depending on where you're reading this) available - black, white, blue, red, grey and silver can be chosen, but not brown, purple or gold... if you wanted those. 

Accessories available across both trim levels include tailored floor mats, a dash mat and weathershields, among other items. 

Powering the Accord VTi-LX Hybrid is a 2.0-litre petrol engine and dual-electric motor combo, for a total output of 158kW/315Nm.

Drive is sent to the front wheels via a continuously variable automatic transmission.

Compared with the Camry Hybrid, the Accord is down 2kW in power, but out in the real world it is very hard to tell the difference in outputs.

Being a petrol-electric hybrid powertrain, there is no need to plug in the Accord Hybrid as the petrol engine works to charge the battery.

The Si model is powered by a 2.4-litre four-cylinder petrol engine, which has seen no changes to its specifications for this mid-life update.

Engine specs remain at 138kW of power at 6000rpm, while torque is rated at 241Nm at 4000rpm. It makes use of a six-speed automatic transmission only - there’s no manual transmission here, but you do get paddle shifters - and it's front wheel drive (the Optima isn't available with AWD, or as a 4x4, or in rear wheel drive - the latter is left to its bigger brother, the Stinger).

The GT gets a zestier drivetrain with more horsepower - it has a 2.0-litre turbo four-cylinder engine with 180kW/350Nm, which is much more desirable, but also louder than the Si’s 2.4. It also has a six-speed auto transmission, and is FWD. If you're into ratings and statistics, that 2.0-litre with a turbocharger is one of the perkier offerings for its engine size in the class.

There is no hybrid model available, despite a plug in hybrid petrol version (allowing you to run in EV mode) being sold in European markets. No diesel here, either, while other markets get a 1.7-litre turbo diesel. No LPG model here, or anywhere else, for that matter.

Towing capacity for Optima models is 750kg unbraked and 1700kg braked for the 2.4-litre, and 700kg/1400kg for the 2.0-litre turbo. Tow bar down-weight is capped at 80kg.

If you're concerned about engine problems, suspension problems, clutch and transmission issues, be sure to check out our Kia Optima problems page.

One key to the Accord VTi-LX Hybrid’s appeal is its ultra-frugal fuel consumption figure of just 4.3 litres per 100km, and low 98 grams of CO2 emitted per kilometre.

In our week with the car, we managed an average of 6.1L/100km in a mix of varying drive modes, including ‘Sport’.

No doubt if we were hypermiling that figure would be much closer to the official numbers, but our time with the Accord consisted of various short inner-city trips (where the hybrid powertrain excels) and a blast down some country roads (where the hybrid powertrain does not excel).

Regardless, the fuel economy figure is still a respectable one for a hybrid, especially one of this size and with this much practicality.

The Accord VTi-LX Hybrid is both more fuel efficient and less pollutant than the top-spec Toyota Camry Hybrid SL, which returns 4.5L/100km and 103g/km respectively.

It's also worth nothing that it’s 48-litre fuel tank will be enough to get around 1000km of driving range before requiring filling with 91Ron petrol.

Kia claims a very realistic fuel economy rating of 8.3 litres per 100 kilometres for the Si model, and we saw damn close to that consumption during our week of testing. On the highway it will sit at around 6.5L/100km, ensuring good mileage, while city driving will push usage above 12.0L/100km. Our overall average was 8.5L/100km, which is good. Use the eco mode, and you'll get a little better use.

The turbocharged GT model uses a little more, according to Kia’s 8.5L/100km combined average claim, but we guarantee you’ll actually use more than that because it’s more eager to please.

Fuel tank capacity is 70 litres - plenty of size for long distance drives.

While the Accord was once a nameplate that delivered a dynamic and engaging driving experience (remember the Accord Euro with its wonderful K24 engine?), it seems Honda’s mid-size sedan has matured somewhat in its older age.

Its petrol-electric hybrid powertrain is designed for frugality, not fun, so being aware of this before purchasing an Accord is vital, particularly if you're an enthusiastic driver.

In this regard, the Accord VTi-LX Hybrid is a safe and predictable car, never surprising with understeer or tyre squeal, but also delivering a comfortable and cosseting experience.

You kind of know what you are getting out of the box, which is certainly no bad thing for anyone after a quiet and calm driving life.

Tipping the Accord into a corner, the steering wheel feels light, progressive and unsurprising, but offers plenty of feedback for what the front-drive sedan is doing.

The suspension also feels much more geared towards comfort than sportiness, with bumps and road imperfections soaked up with ease.

The quietude of the cabin is what probably stands out the most when behind the wheel of the Accord VTi-LX Hybrid, thanks to the electrified powertrain and clever active noise cancellation.

When running in EV mode (available, depending on conditions, at the push of a button), the Accord is a serenely quiet and comfortable place to be, even rivalling premium marques like the Lexus IS200, let alone the mainstream Toyota Camry Hybrid.

Three driving modes are on offer – Eco, Normal and Sport – and with the electric motor assist, even in the Eco setting, the Accord still offers decent punch off the line.

Sport mode turns things up a little, but the CVT tends to feel a little elastic with the throttle pedal pinned.

Our recommendation is to drive the Accord in Eco mode and reap the benefits of a low fuel-economy, figure rather than trying to relive the glory days of Honda’s high-revving, VTEC-laden sports sedans.

The Optima has some really good elements to the way it drives, but sadly  some less impressive bits as well.

Let’s start with the not-so-great stuff - the 2.4-litre engine in this Si model just isn’t as enjoyable as the turbo unit, and the fact that Kia still doesn’t offer a hybrid version here, despite doing so elsewhere, is a bit of a downer.

The drivetrain isn’t terrible - the six-speed auto is smart enough, and there’s usable power if you boot it. The two more sedate drive modes, 'Eco' and 'Comfort', mean the transmission will aim to save fuel and limit throttle response, with a bit more of a lazy feel to the drive experience. But in 'Sport' mode it is definitely more rewarding in terms of acceleration and performance, offering a bit more pep and urgency (we didn't do a 0-100 km/h speed test, but take our word for it); it undoubtedly at the cost of fuel consumption.

It’s just a bit of a shame Kia doesn’t offer the turbo in this spec, too. Fuel use for the Si model is better than the turbo, however, so it could be ideal for buyers who are more worried about the bottom line than design and a sportier drive.

The thing I like most about the Optima is its road manners - the steering and suspension have been tuned for local conditions, just like all Kia products, and it shows. 

The electric power steering is really well sorted, making for easy parking moves and good assuredness at higher speeds. And the turning circle is decent, too - 10.9m (so, the turning radius is 5.45m). 

Plus the ride comfort is really good. On the highway it coasts along with very little fuss, and around town it deals with lumps and bumps impressively. Sharp edges can upset things a tad, and mid-corner bumps can make it jitterbug a little bit, but not to a degree that would rule it out of contention if you want a mid-sized sedan.

It’s pretty quiet on the open road, too, and the adaptive cruise control makes long-distance driving a simple task. The GT does suffer a little bit more road noise, though.

The safety rating of the Optima remains at five stars, as it was when the car was tested in this generation in 2015.

The updated Optima carries over the safety features of the previous model including autonomous emergency braking and adaptive cruise control, while the lane-departure warning system is now supplemented with lane-keeping assistance, and there’s driver-fatigue monitoring added, too. There is no park assist / self parking system.

That’s in addition to a reverse camera, front and rear parking sensors, and all the systems you’d expect, like stability control, anti-lock brakes, hill-start assist and seatbelt reminders.

Airbag coverage for Optima models is six: dual front, front side and full-length curtain. And parents will be happy to learn there are three top-tether attachment points, and two ISOFIX anchors, too. 

If you've been wondering to yourself, "where is the Kia Optima built?"The answer is South Korea. 

Like all new Hondas, the Accord comes with a five-year/unlimited-kilometre warranty plus six years of anti-corrosion assurance.

After the first free 1000km service, the scheduled maintenance intervals for the Accord VTi-LX Hybrid are every 10,000km/12 months, whichever occurs first.

According to Honda’s tailored service price guide, the first five years/50,000km of ownership will total $1816 in maintenance costs, which averages out to be about $363 per year.

While the 10,000km service intervals are a little short compared with the Camry’s 15,000km period, the Accord is actually quite cheap to get serviced.

Each of the Honda’s services for the first 100,000km costs only $312, with costs going up depending on additional service items.

However, the Toyota Camry Hybrid still edges ahead with its longer intervals and $220 per service costs for the first five years, although the numbers increase dramatically after that.

The cheap service pricing combined with the excellent fuel economy of the hybrid engine mean the Honda Accord VTi-LX Hybrid keeps running costs down.

Kia remains a shining light in terms of its new-car-ownership promise, with a very strong seven-year/unlimited kilometre warranty. It makes a lot of sense if you plan to hang onto the car for a while. There's no extended warranty available, which is understandable.

That plan also includes a roadside-assist plan for the same seven-year period, provided you maintain your car with Kia Australia. So, given you get one year to start with, then you get an extra year of cover every time you go back to Kia to get your car serviced, you could end up with eight years of coverage. Nice!

Servicing is due every 12 months or 15,000km, with the first seven years covered by a capped-price-service cost / maintenance cost plan. The costs are: service one - $289; two - $466; three - $360; four - $559; five - $325; six - $599; seven - $345. That makes a total cost of $2943, which is competitive for its class. Keep your owners manual or logbook up to date, and your resale value should hold up better.

If you have concerns about common problems, issues, reliability ratings and durability, you should check out our Kia Optima problems page.