Honda Accord VS Peugeot 508
- Quiet and serene cabin
- Frugal hybrid powertrain
- Booming sound system
- Expensive pricetag
- Sedate handling
- Chintzy chrome exterior accents
- Design oozes style
- High-tech, well equipped
- Refined fun behind the wheel
- Touchscreen air-con controls
- Rear seats clumsy to get into
- Steering wheel can block instruments
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|
Peugeot has gone from strength to strength in Europe off the back of a branding and design renaissance.
The brand now fields a competitive range of SUVs as well as a new generation of tech and design-focused cars.
In Australia, you'd be forgiven for not knowing any of this, with French cars still well and truly in the niche basket. And with Aussie consumers increasingly shunning cars like the 508 in favour of SUVs, the liftback and wagon combo has the odds stacked against it.
So, if you're not already a French car die hard (they very much still exist) – should you be stepping out of your comfort zone and into Peugeot's latest and greatest offering? Read on to find out.
|Engine Type||1.6L turbo|
|Fuel Type||Premium 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 508 draws you in with its stunning design, but under the surface there's a well-equipped and practical car.
While it might not be destined for mass popularity in Australia, it's still a compelling semi-premium option that should have you asking yourself: "Do I really need an SUV?"
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.
Let's lead with this Pug's strongest suit. No matter whether you choose the liftback or the wagon, you're getting a seriously stunning car. There are a lot of elements comprising the front and rear fascias, yet somehow it's not overly busy.
The downward swoop of the bonnet and the angular rear, with a subtle flicked up wing on the liftback, give this car a curvy but muscular aesthetic, and there are more than enough 'wow' items, like the DRLs which streak down from the front light clusters and rear fittings, which reference this car's classy 407 ancestor.
Meanwhile, the more you look at the wagon, particularly from the rear, the more elements begin to stand out. Either car has a sleek silhouette when spotted from the side.
There's no doubt it has a rich visual presence – one which is befitting of Peugeot's new push to be seen as a more premium offering in Australia. It's also easy to draw comparisons to recent design leaders like Volvo's S60 and V60 twins, and Mazda's new 3 and 6.
Inside is just as bold, with Peugeot's iCockpit interior theme providing a fresh take on a tired formula.
The theme consists of a steering wheel that 'floats' low and flat in the dash, with the instrument cluster perched atop. There's also a raised console and super-wide 10-inch touchscreen adorning the centre of an otherwise minimalist looking interior.
Annoyingly, the dual-zone climate control is operated via the touchscreen, which is clumsy and annoying to look at when you should be keeping your eyes on the road. Give us an old-fashioned set of dials next time, it's just so much easier.
The design is comprised of mostly tasteful leather finish, gloss black panelwork and soft-touch plastics. The pictures somehow don't do it justice, although personally I think it could do with a little less chrome.
Maybe we should really be thanking SUVs for a resurgence in great-looking passenger cars for every niche.
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.
No matter which bodystyle you pick, the 508 is a practical unit, although there are a few areas where the design takes priority.
We'll start with the luggage area, where both cars are at their best. The Sportback offers 487-litres of storage, which is up there with the biggest hatchbacks and most mid-size SUVs, whereas the wagon offers almost 50 extra litres (530L), which is more space than most people will realistically need.
Up in the second-row space is decent, with an inch or two of airspace for my knees behind my own (182cm tall) driving position. There's room above my head once I'm seated - despite the slopey roofline - but getting in and out is a scramble, with the C-pillar jutting down where the door joins the body.
You'll fit three adults across, with a bit of a squeeze, and there are ISOFIX child-seat mounting points on the outer two seats.
The rear seats also get access to a set of air vents, two USB power outlets and netting on the back of the front seats. There are cupholders in the doors, but they're so tight they'll only really hold an espresso cup.
Up front, the door issue is the same – it won't hold a 500ml bottle due to the complex door cards – but there are two large cupholders in the centre.
Storage for the front occupants is far better than it is in this car's 308 hatch sibling, with the posh raised centre console also offering a long trench for phones and wallets, as well as a deep centre-console box and a storage area underneath, which also hosts the front USB outlets. There's a decently sized glovebox on the passenger side.
Room for front occupants is also good, as the seats are set low in the body, but knee room is limited due to the wide console and overly thick door cards.
The iCockpit design is perfectly suited to someone my size, but if you're particularly short you won't be able to see over the dash elements, and if you're particularly tall it will get uncomfortable quickly, with the wheel blocking elements or simply sitting too low. Seriously, just ask our resident giraffe-person, Richard Berry.
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.
An impressive specification is completely standard, including a 10-inch multimedia toucschreen with Apple CarPlay and Android Auto connectivity, built-in navigation and DAB+ digital radio, a 12.3-inch digital dash cluster, modestly sized 18-inch alloy wheels, full LED front and rear lighting, adaptive dampers, which respond to the car's five driving modes, and a thorough active-safety suite, which includes adaptive cruise control.
The black fully leather interior trim is included, as well as heated and powered front seats.
The only two items that reside on the options list are a sunroof ($2500) and premium paints (either metallic at $590 or pearlescent at $1050).
While all of those options, including the 508, are not budget buys, Peugeot makes no apologies for the fact that it's not going after the volume end of the market. It hopes the 508 will become the brand's "aspirational flagship."
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.
Peugeot has made this department easy, too. There's just one drivetrain.
It's a 1.6-litre four-cylinder turbo petrol engine, which punches above its weight on the power front with 165kW/300Nm. If you think about it, there were many V6 engines that wouldn't have produced that kind of power, even just a few years ago.
The engine drives the front wheels only via an also-new eight-speed torque converter automatic transmission. There's no all-wheel drive and no diesel as part of Peugeot's simplify-and-conquer strategy.
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.
The 508 is rated to consume an impressive-sounding 6.3L/100km on the combined cycle, although in my recent test of the 308 GT hatchback, which shares the same drivetrain, I scored 8.5L/100km.
While our countryside blast at the 508's launch event would be an unfair representation of this car's real-world fuel consumption, I'd be surprised if most people scored below 8.0L/100km, given this car's extra kerb weight over the 308 and the nature of its entertaining drive.
We should stop for a moment and appreciate that this engine is the first one on sale in Australia featuring a petrol particulate filter (PPF).
While other manufacturers (like Land Rover and Volkswagen) have been vocal about the fact that they cannot bring PPFs to Australia due to our lax (high-sulfur) fuel quality, Peugeot's "totally passive" system allows for higher sulfur contents, so 508 owners can rest assured they're driving around with reasonably low CO2 tailpipe emissions of 142g/km.
As a result, however, the 508 requires you to fill its 62-litre tank with a minimum 95RON mid-grade unleaded petrol.
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 508 matches up to its swoopy looks by being a whole lot of fun, but also surprisingly refined behind the wheel.
The 1.6 turbo isn't wildly powerful for something this size, but it's easily grunts enough, with peak torque easily lighting up the front wheels from a standstill. It's quiet, too, and the eight speed is silky-smooth in most driving modes
Speaking of which, special attention should be given to the driving modes. In many cars you'll get a 'sport' button, which, nine times out of 10, is basically useless. But not here in the 508, where each of its five distinct driving modes alters everything from engine response, transmission map and steering weight to the mode of the adaptive dampers.
Comfort is best for plodding around town or in traffic, with a smooth engine and transmission response to inputs and light steering, which makes it a cinch to move around.
The prime B-roads we were on around Canberra's countryside periphery, however, demanded the full-fat sports mode, which makes the steering heavy and instantly responsive and the engine far more aggressive. It will let you ride each gear all the way up to the red line and switching to manual gives impressively snappy responses, via the flappy paddle, wheel-mounted shifters.
I was taken aback to find that no matter which mode I chose, the suspension was excellent. It was softer in comfort but even in sport it wasn't as brutal as the 308 GT hatch, soaking up the larger bumps without shaking up the occupants in the process. This is partially due to the 508's reasonably sized 18-inch alloys.
The wheel itself feels great in your hands, with a small radius and slightly square shape making it easy to wrangle. My main complaint is directed at the the multimedia touchscreen, which is seated so deep in the dash it requires taking your eyes a bit too far off the road to adjust anything – including the climate controls.
With no all-wheel drive and modest power, the 508 is hardly a proper sportscar, but it is still a great balance of refinement and fun where it counts.
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.
The 508 comes loaded as standard with an impressive suite of active safety items including auto emergency braking (AEB – works from 0 – 140km/h), lane-keep assist (LKAS) with lane-departure warning (LDW), blind-spot monitoring (BSM), traffic-sign recognition (TSR), and active cruise control, which also lets you set your exact position within the lane.
Thanks to the 508's AEB also detecting pedestrians and cyclists, it already carries a maximum five-star ANCAP safety rating.
The expected suite of features include six airbags, three top-tether and two ISOFIX child-seat mounting points as well as electronic stability and brake controls.
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.
Peugeot currently offers a competitive five-year unlimited kilometre warranty promise, which includes five years of roadside assist.
The 508 only has to be serviced once every 12 months or 20,000km, which is nice, but that's where the good news ends. Service pricing is steeper than budget-brand peers, with a fixed-price program costing between $600 and $853 per visit. Over the length of the warranty it will cost you a total of $3507 or an average of $701.40 per year.
It's almost twice the price of some competitors, but Peugeot does promise that the service visits are all inclusive of expendable items like fluids and filters etc.