Honda Accord VS Mazda 6
- Quiet and serene cabin
- Frugal hybrid powertrain
- Booming sound system
- Expensive pricetag
- Sedate handling
- Chintzy chrome exterior accents
- Beautiful looks
- Lengthy standard features
- New turbo engine
- Touring doesn't offer turbo option
- No Apple CarPlay/Android Auto
- Warranty looking a bit short
SUVs are all the rage these days, with buyers abandoning the once-thriving mid-size sedan landscape for something higher riding and, arguably, more practical.
But that doesn’t mean there aren’t any options left for those wanting a traditional three-box sedan.
Over in Honda’s corner though, the Accord – now in its 10th generation – continues to fly the flag for the Japanese brand, but does it do enough to justify continuing its low-volume sales in Australia?
|Fuel Type||Hybrid with Regular Unleaded|
The Mazda6 used to be just about everywhere. A classic go-to kind of car, it has been a constant presence in Mazda's stable of passenger cars. Mazda's well-timed shift to SUVs a decade ago could have seen the eventual decline and demise of the classic mid-size sedan, but here we are in 2018 and it's still going strong.
The new Mazda6 isn't a ground-up redesign, it isn't a revolution that brings with it electric powertrains or funky hybrid additions or some wacky weight-saving technology. Instead, this new 6 echoes the approach the Japanese company took with its big-selling CX-5; detail changes, and lots of them.
|Fuel Type||Regular Unleaded Petrol|
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.
The new 6 does exactly what's required, and that is to deliver a beautiful and refined car at a good price. The Mazda flagship is loaded with enough gear to give the Camry a run for its money, and it's hard to see why the 6 wouldn't be on your list.
Choosing a sweet spot of the range is tricky. The 2.5-litre Touring is well balanced when you consider value for money, but you can't help looking one step up to the turbo GT. That new engine really completes the transformation. So either hold out until Mazda relents and offers a turbo Touring, or live with the non-turbo 2.5.
I have always had a soft spot for the 6, but it required turning a blind eye to a range of deficiencies. Now they're pretty much gone, and I don't have to say, "But..." when asked about it. There must be thousands of changes in this new car and every single one of them has been an improvement.
What do you think? Can the 6 tempt you back out of an SUV or out of your current mid-size sedan?
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.
Mazda's Kodo exterior design is hugely successful, so a top-and-tail is enough to bring the car up to date without ruining a look that has made it famously pretty.
All the front panels forward of the doors are new, with a new bumper, headlights and a 3D grille. New 19-inch alloys on the GT and Atenza also help. The new bumper features a different front spoiler, the fog lights have moved into the LED headlight assembly and the indicators are now eyebrow-style LEDs along the top edge of the lights. The chrome (okay, plastic) grille outline is slimmer and wider, making the car look wider, but also sportier. Much of what you see came from Mazda's Vision Concept car from the 2017 Tokyo Motor Show.
The rear has come in for similar treatment, with a new bootlid, bumper and bolder twin-exhaust treatment - the pipes have a bigger diameter and a more "sculpted" look.
Mazda tends to skip adding side skirts, a rear diffuser or rear wing, leaving the body kit work to the aftermarket brigade. The wagon does have a small rear spoiler over the rear window, though.
Interior photos photos show a new and lighter cabin, and you might be surprised to find that all that remains unchanged from the previous model are the steering wheel, some switches and the top of the gear selector. There wasn't a great deal wrong with the old one, but this new one seems even more coherent. The centre console is less cluttered, housing just the air-conditioning controls. Seat belt or airbag lights, for instance, are now in an overhead console which also features a sunglass holder.
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.
The interior dimensions of the 6 are unchanged, but it has always been a roomy sort of place. Rear legroom is expansive but if you're 185cm, your head might brush the (new) headlining.
Boot space for the sedan starts at 474 litres (VDA) and the wagon offers 506 litres. For more luggage capacity or cargo of a larger size, the space can expand to 1648 litres, which isn't bad given the wagon's smaller dimensions. A tonneau cover is standard in the wagon.
Storage is handy rather than extraordinary. Front seat passengers score a pair of cupholders with a neat cover for when they're not in use. The centre console is on the smaller side, but a decent phone cubby under the climate controls makes up for that. The fold-down rear centre armrest features a pair of cupholders, a slot to hold a phone or small tablet upright and a small lidded tray with a pair of USB ports.
Towing capacity for the 2.5-litre is 550kg unbraked/1550kg braked, and the turbo petrol and turbo diesel manage 750kg braked/1600 kg braked.
The turning radius differs between the sedan and wagon. The longer sedan (yes, really) has a turning circle of 11.2 metres, with the wagon completing the same trip in 11 metres. With ground clearance of 125mm, the 6 is not an off-road proposition.
Price and features
The Honda Accord VTi-LX Hybrid we’ve tested wears a pricetag of $55,800 before on-road costs, but those that can do without the electric assistance can score one for just $52,800.
A $50,000-plus asking price for a Honda sedan might seem steep, but the VTi-LX grade comes with all the fruit you’d expect out of a car in this price range.
Seriously, this isn’t something we usually bring up in reviews but the Accord’s sound system is truly great, offering clear and crisp audio whether listening to the radio or streaming music via Bluetooth.
Other key specification appointments include automatic LED headlights, dual-zone climate control, auto-folding side mirrors, woodgrain interior dashboard, electronic sunroof, black leather upholstery, electronically adjustable front seats, heated front seats, wireless smartphone charger, active noise cancellation, 7.0-inch driver display, 6.0-inch colour head-up display, keyless entry, push-button start, and remote engine start.
It’s a long and exhaustive list of equipment, but what about the options?
Well, there aren’t any.
Likewise, the standard 18-inch wheels are the only ones available across the Accord range, with no option to black them out or go an inch or two up in size.
Sure, those that want a frugal petrol-electric hybrid powertrain at a cheaper price can opt for the Camry Hybrid (priced from $33,490-$46,990), but the fit and finish of the Accord VTi-LX does feel a step above what Toyota has to offer.
It's worth pointing out that the top-spec Camry Hybrid features a powered tailgate and cooled front seats, which the Accord misses out on, while the former also boasts a larger 9.0-inch multimedia screen.
With four trim levels and three engine options, there are fourteen different versions of the 6. Our range review features a full model comparison and price list so you know how much you'll pay and what you'll get. Prices are RRP and therefore a starting guide - your final drive-away price will be down to you and your dealer.
The range starts with the Sport in sedan and wagon forms, with just one engine choice, a 2.5-litre 140kW/252Nm naturally aspirated petrol. Mazda claims the refreshed 6 Sport has $3000 of added value for no price increase. The Sport is priced at $32,940 for the sedan and $33,790 for the wagon.
Standard features include 17-inch alloys, head-up display, LED headlights, power mirrors, a power window in each door, auto headlights, rain-sensing wipers, six speakers, dual-zone climate control air-conditioning, leather steering wheel and gear shifter, sat nav, push-button start, remote central locking, active cruise control, rear parking sensors, GPS sat nav, DAB radio, trip computer, a safety package including lane assist and a space-saver spare tyre. The wagon version adds roof rails, an intermittent rear wiper, cargo cover and cargo net as standard.
Added to the Sport edition specs are leather seats, power heated and folding mirrors, electric front seats, 11 Bose-branded speakers (including subwoofer) for the infotainment system, leather steering wheel and gear shifter, smart key (keyless go and keyless entry), front and rear parking sensors and LED daytime running lights.
Next up, The GT drops the naturally-aspirated petrol and replaces it with the 2.5-litre turbo with 170kW and 420Nm. The diesel stays and prices start at $43,990 and end at $46,390.
Added to the GT are 19-inch alloys, black or white leather seats, heated front and rear seats and an adaptive front lighting system.
The top of the range Atenza features adaptive front LED headlights, white or walnut Nappa leather seats with suede inserts and wood trim. Available from $46,390 up to $50,090, the diesel versions are slightly more expensive than before.
Compared to the 2017 model year 6, Mazda says the 2018 model features extra value of between $1000 for a slight rise (Atenza) or drop (GT). The Sport and Touring pick up $3000 worth of gear, with prices either unchanged (Sport) or dropped (Touring).
There are eight colours, with Titanium Flash (grey), Deep Crystal Blue, Blue Reflex, Snowflake White, Sonic Silver and Jet Black all free, as well as Mazda's stunningly pretty Soul Red and the understated Machine Grey, both for a small extra cost. Sadly for fans of more out-there colours like yellow, purple or green, they're all off the menu.
Mazda's MZD Connect multimedia system is accessible through the dash-mounted touchscreen and a console-mounted rotary dial. None of the range feature Apple CarPlay or Android Auto (yet, but stay tuned, the Yanks have it already), but you can plug in your iPhone or Android device via USB or hook them, or another MP3 type player, up with Bluetooth .
The multimedia system is reasonably easy to use, the navigation system is a bit blocky but otherwise accurate, and the car's various gadgets are simple enough, so a trip through the owner's manual should be rare.
Various accessories such as a roof rack, towbar, cargo barrier and boot liner are available from a dealer. Your dealer will most likely offer you tinted windows and despite not appearing on the spec sheet, it seems floor mats are standard. As is right and proper.
Missing from the options list are a seat belt extender, homelink, panoramic sunroof, a premium package over and above the standard inclusions, 18 inch rims, 16 inch alloys, red brake calipers, performance brakes, park assist, radio-CD player combination, CD changer, xenon, projector, halogen or HID headlights, heated steering wheel, nudge bar, wifi hotspot or elegance pack.
The space-saver spare is no match for a full size tyre, but it sure beats a tyre repair kit
If you like your model statistics, then read on; Mazda expects the Touring grade to take just over a third of sales with the other three grades taking around 20 per cent each of sales. Two-thirds of all 6s will probably be sedans, and just five percent (fewer than 200 units!) will be diesel.
Engine & trans
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 6 now has three engine options; two petrol and one turbodiesel. Both petrols are the 2.5-litre SkyActiv. The naturally-aspirated petrol is found in the Sport and Touring and generates 140kW and 252Nm (up from 138kW and 252Nm). From the same engine size but with a turbo fitted, GT and Atenza buyers score 170kW and 420Nm of torque.
The two petrols' specs include Mazda's i-eloop regenerative braking technology to help charge the battery while saving fuel. All engines feature stop-start to cut fuel consumption around town. The non-turbo also features cylinder deactivation. Mazda says that at a steady 80km/h, cutting two cylinders (one and four) reduces fuel consumption by five percent.
Other improvements to the 2.5-litre include revision of various components and a new continuous displacement oil pump.
Both of these engines drink 91RON, so no need to worry about paying for premium unleaded. Given the huge price difference between 91 and 95, that's an easy saving of around $1.60 for every 100km travelled, based on the quoted combined fuel mileage figure of the turbo.
If you were to put the thumbscrews on a Mazda engine expert, you might extract a dirty secret - run it on 98RON and you'll see somewhere in the region of 184kW from the turbo. But you didn't read that here.
The 2.2-litre twin-turbo diesel's ratings come in at 140kW and 450Nm. Both power and torque are up (from 129kW and 420Nm respectively), courtesy of the diesel's variable geometry turbos and updated injector sequence.
All 6s are front-wheel drive through Mazda's six-speed automatic transmission. There is no AWD, 4x4 or rear-wheel-drive version. A manual transmission option has long since disappeared, so the manual vs automatic argument is settled for you. No manual gearbox means no clutch to worry about, so manual transmission issues are a moot point. Also unavailable is an LPG version.
Oil type and capacity are dependent on the engine type. If you're interested in whether the engines feature a timing belt or chain, it's the latter.
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.
Mazda claims that the 2.5-litre petrol will drink at the rate of 7.0L/100km and the turbo petrol at 7.6L/100km, both sipping 91RON fuel and on the combined cycle. Diesel fuel economy is quoted at 5.3L/100km on the combined cycle.
Fuel tank capacity is 62 litres across all three engine options.
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 6 has never been a bad car to drive - far from it - but earlier models and the early iterations of this current 6 (before the facelift, obviously) suffered from reasonably high road-noise levels. This new 6 finally puts all that to bed.
Mazda has focussed a lot of attention on what they call conversational clarity. Luckily they don't mean what is actually being said - my blathering would instantly ruin their KPIs - but the ability to hold and hear a conversation. There must have been hundreds of individual changes just to address noise.
A huge number of components have been changed, right down to the undercarpet floor lining, to reduce the racket from the outside getting in. Now only a poor, coarse surface lets in tyre noise. Wind noise is down due to a variety of measures, and at speed the conversational clarity goal is well and truly achieved. The sound system doesn't struggle to cover what's left.
The updated petrol and diesel appear quieter and the 2.5-litre turbo (which we already know from the CX-9) is indeed very refined. You can barely hear a peep.
Performance figures for the two updated engines are unlikely to be substantially different, if at all. The new turbo petrol, while plenty powerful and seriously torquey, is no fireball. What it does is make those who aren't content with the standard 2.5-litre engine much happier with the way the car drives. It's far more relaxed; you don't need to work the engine at all hard and the in-gear performance is probably better than the diesel when you consider the weight difference. The extra horsepower calms the driving experience, particularly when out on the freeway.
The electric power steering won't set keen drivers on fire, but it's well-weighted and accurate.
Competent, secure and relaxed - those are the best three words to define the 6 experience, and even more so with the turbo petrol engine.
The 10th-generation Honda Accord has not been crash tested by ANCAP or Euro NCAP and, as such, does not have an official safety rating.
However, all Accords come with Honda’s Sensing suite of advanced driver-assistance systems, which include forward collision warning, autonomous emergency braking (AEB), lane-departure warning, lane-keep assist, adaptive cruise control and automatic high beams.
The Accord also boasts automatic headlights and wipers, active cornering headlights, rear cross-traffic alert, a surround-view monitor, hill-start assist, tyre-pressure monitoring, and front and rear parking sensors.
The 10th-gen Accord wears a maximum five-star crash safety rating in North America (with full marks for frontal crash, side crash and rollover protection), where it was tested by the National Highway Traffic Safety Administration (NHTSA).
Despite sharing many safety features, the US and Australian Accords differ in production location, with ours coming from Thailand.
Mazda has certainly carved itself a niche when it comes to offering advanced safety features up and down all the cars in each model range, and the 6 is no exception. From the entry-level Sport up, the 6 has six airbags, ABS, stability and traction control systems (aka DSC), high beam control, lane departure warning, lane keep assist, blind spot monitor, radar cruise control, forward and reverse AEB, reverse cross-traffic alert, reverse camera and traffic sign recognition.
For all your child seating needs, you have three top-tether restraints and two ISOFIX points.
The Mazda6 scored a five-star ANCAP safety rating in November 2013. It seems unlikely a retest would see any issues scoring another five-star result. There's just one curious omission; a tyre-pressure monitoring system.
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.
Service intervals are the same for each engine type, arriving at 12 months or 20,000km. Mazda offers capped-price servicing for the ongoing maintenance of the vehicle and service costs are listed on the Mazda website, along with any extras.
Diesel engine problems appear to be a thing of the past, with few recent complaints of merit in the usual internet forums. Common problems tend to set these sort of places on fire with reports of faults and defects, but over the last few years, the 6's reliability ratings and general durability seem strong.
Where is the Mazda6 built? All Australian cars arrive from Japan.