Honda Accord VS Toyota Camry
- Smooth V6
- Mostly excellent ride
- Plenty of gear
- Foot-operated parking brake
- High speed ride unsettled on sharp bumps
- Capped price servicing has a few too many asterisks
- Sharp new looks
- Drivetrain options for all
- Great handling
- Signs of cost-cutting inside
- Headroom a bit snug
- Non-folding rear seats
Twenty-five years ago I was the only kid at church who read car magazines. Nobody was interested unless the subject was a Patrol, Pajero or HiLux (it was Sydney's Sutherland Shire) and even then, they only wanted to know if they could tow a tinnie with it.
Every now and again someone would approach me and ask me for advice on a car that wasn't a ute, and then buy a car we didn't even talk about. They would politely return my magazines, though, which was nice.
Anyway, the point of that story is that one of the cars one of these nice people bought was the Honda Legend. It was a lovely thing - so quiet, so smooth, so cool. Well, not cool in the hip to the groove sense, but in the easygoing Palm Springs kind of cool.
And the point of telling you that is it turns out that they still make that car, only it's not called the Legend anymore, it's called the Honda Accord V6L. Costs less, too.
|Fuel Type||Regular Unleaded Petrol|
It's fair to say you don't often look for the Toyota Camry – the Toyota Camry finds you.
A fleet favourite of Aussie companies for the past few decades, Toyota Australia reluctantly turned off the lights at its Melbourne factory in October to end a long history of local Camry manufacturing in this country, its hand forced by rivals Holden and Ford pulling out of the car building business.
But Toyota has taken the bull by the horns when it comes to replacing the locally-made model, choosing to import a highly specced – and, dare we say it – good looking replacement Camry built in Japan and shipped over to Aussie showrooms despite an ever-softening demand for sedans in favour of SUVs.
Let's take a look at the eighth-generation Camry in a bit more detail.
|Fuel Type||Regular Unleaded Petrol|
The Legend is long gone but the Accord seems have taken up the mantle. When you compare it to its immediate and most obvious competition there's plenty of gear aboard, and while the other cars are good, none - except maybe the new Camry V6 - have the same appeal of cubic inches, tidy handling with a terrific ride and manners better than a June Dally-Watkins graduate.
While the engine and transmission may not be bang-up-to-date, and there's, uh, fake wood inside, the Accord V6L is a fine car that carries on a tradition of big, cushy Hondas.
The Accord is a classic nameplate in a shrinking - but still busy - segment. Is it on your list? Tell us in the comments below.
It's an interesting point in the Camry's life. It's still a big seller for Toyota, and the company reckons it'll hold down the number one spot in the category next year.
The tide continues to turn towards SUVs in the private ownership sector, though, which will continue to harm potential sales.
However, Camry owners are a loyal bunch, and the newest iteration is a great reward for the owner of an older car. It's easily the best Camry that Toyota has ever produced.
If we were shopping for a Camry, the Ascent Sport Hybrid is a good mix of practicality and good looks, as well as a decent level of spec for or less than $32,000.
What do you think of the new Toyota Camry? Hit or miss? Tell us what you think in the comments below.
The Accord's design has been with us for over four years now. It's one of Honda's more restrained efforts, with fewer mad lines, flourishes and creases than other models. That doesn't mean it isn't without some interesting details, though.
The headlights look great up close, with each unit looking like a set of teeth has been installed, giving the impression of a grille when illuminated. Its profile is fairly normal, and apart from a slightly heavy-handed rear end, the Accord's exterior is quietly elegant.
Inside, it's remains toned down. Instruments and switchgear will be familiar to owners of pretty much any car in the Honda range, with bits from here and there making up a simple, user-friendly cabin. Apart from the stacked screens.
You could say that! The Camry has morphed from something that only paid scant regard to making a difference in a carpark to a sleeker, more stylised car that will hold its own against most of of its competitors.
Toyota Australia is following the same path as overseas markets by offering the Camry in two distinct styles – although there's really only one example of the more staid and steady look in the Ascent.
The rest of the range uses a much more overt, strongly stylised front and rear bumper, deeper side skirts and, in some instances, a bootlid spoiler.
There are definite traces of Lexus design language, especially in the front, while the lower bonnet line and overall height reduction of the car – 25mm lower than the previous generation – gives the car a more purposeful stance.
Wheels range in size from 17-inch to a Camry-first 19-inch diameter, but the large guard apertures really need those bigger rims to properly fill them.
There are eight colours available: Glacier White, Frosted White, Silver Pearl, Steel Blonde, Blacksmith Bronze, Lunar Blue, Emotional Red and Eclipse Black.
Inside, too, the newest Camry is also the most contemporary. A large flat glass panel seamlessly incorporates the Camry's newest generation multimedia system, while the dramatic shapes and curves of the Camry are both modern and functional.
The dash, too, uses a prominent central digital screen flanked by two stylised dials that almost look out of place in a Camry.
There are a few points where cost cutting is a little obvious – hard plastics on the tops of the rear door cards, for instance, and very little adjustability for the passenger seats – but on the whole, the Camry surprises and delights both inside and out.
Cabin-dwellers enjoy four cupholders, two up front and two in the rear, plus a bottle holder in each door. There is plenty of space for four, with good head and legroom front and back, with just the irritating foot-operated parking brake ruining the driver's footwell.
Cargo capacity starts with a 457-litre boot and you can drop the rear seatback for extra space, or use the ski port. That boot capacity is among the best in the segment but unfortunately, the seatback doesn't split and the aperture is really narrow when the space is open.
The rear seats also fold down in a 60/40 split/fold arrangement - though you'll really have to search for the latches.
Luggage capacity, meanwhile, varies across the line depending on grade and spec. The base Ascent has a full-size spare and 493 litres of boot space, while the rest of the range uses a temporary spare, gaining an extra 31L of space.
Rear seaters are better catered for in the second-from-the-top SX and top-spec SL, with twin USB ports and air vents, while all grades have two cup holders in the centre armrest, bottle holders in the doors and two ISOFIX points.
Up front, the driver's position is set lower than in previous Camrys, and the steering wheel is quite large. A polyurethane wheel is a bit of a low point for the Ascent, though, especially in such an otherwise stylish car.
There are two cupholders up front and a very large centre console bin, thanks to the addition of an electronic park brake, and bottles can be stowed in the door pockets.
Front seats are wide and comfy, though a lack of height adjustment for the passenger side left taller passengers almost brushing the roof thanks to that lower roofline.
Price and features
At first glance, $52,290 seems a bit rich for a car of this age and stature, but there's a long list of standard equipment.
Your V6L arrives with 18-inch alloy wheels, six-speaker stereo with 7.7-inch media touchscreen, dual-zone climate control, electric windows and seats, reversing camera, side vision camera, keyless entry and start, automatic active LED headlights, front and rear parking sensors, active cruise control, sat nav, leather seats and trim, auto wipers, woodgrain dash and door trims, sunroof and a full-size alloy spare.
The 7.7-inch touchscreen runs the stereo which includes Apple CarPlay, Android Auto and in-built sat nav. A second screen higher in the dash displays car information, and the camera views, and it's odd.
This is an all-new, ground-up rebuild of the Camry. Based on Toyota's new flexible architecture, the Camry is a lot more car than the model it replaces.
Longer and lower than the seventh-gen car, the new version has been repurposed - it's a new age of Toyota Camry models. Gone are the old Altise and Atara nameplates, replaced by Ascent, Ascent Sport, SX and SL.
There's even two different bodykit designs; the Ascent is more subtle and refined, while the Ascent Sport, SX and SL are more aggressive, with a Lexus-like bumper treatment front and rear, rear spoiler and deeper side skirts. There are even quad exhausts on some models!
If engine size is important to you, Toyota has also transplanted its latest direct-injection 3.5-litre petrol V6 from the Kluger into the Camry range, essentially replacing the Aurion and adding a V6 badge on the back of a Camry for the first time in 30 years.
Standard on the specifications list for the entire Toyota Camry range from the Ascent up is auto emergency braking (AEB), reversing camera, digital speedo (finally!), an all-new multimedia system with 7.0-inch touch screen, CD player, MP3 player connectivity, DAB+ digital radio and Bluetooth (but no CD player), six speakers for the sound system, active cruise control, lane departure alert and LED lights front and rear. The Ascent hybrid has climate control, where the non-hybrid model has regular old ac.
The Ascent Sport adds sportier front and rear bumpers, deeper side skirts, dual-zone climate control, leather-clad steering wheel, an 8.0-inch screen with GPS or sat nav, 18-inch rims (up one inch from Ascent), powered driver's seat, parking sensors and keyless entry.
Now, prices: the Ascent can be had in 2.5-litre four-cylinder/six-speed auto guise for $27,690, or hybrid for $29,990. The Ascent Sport, meanwhile, is $29,990 for the four-cylinder and $31,990 for the hybrid.
Step into the SX and you'll get extra USB ports for back seat passengers, shift paddles, a sportier suspension tune, 19-inch rims, different LED lights front and rear and leather seats (leather-accented sports seats, to be precise).
The SX comes in the four-cylinder petrol/six-speed auto at $33,290, and it also marks the introduction of the V6/eight-speed auto combo for $36,290.
Finally, the SL scores blind-spot monitoring, rear cross-traffic alert, smaller 18-inch rims, ventilated and powered front seats with driver's seat memory, electrically operated steering wheel column and a panoramic sunroof.
It's available in all three engine combos, with the four-potter costing $39,990, the hybrid priced at $40,990, and the V6/eight-speed auto topping the range at $43,990.
Engine & trans
This is not a bang up-to-date engine - it's not even a twin-cam, and there isn't any turbo action. But goodness is it smooth.
The 2AR-FE engine at the bottom of the range is a 2.5-litre four-cylinder naturally aspirated engine that offers 133kW of power and 231Nm of torque. It's been carried over from the seventh-gen Camry, along with its six-speed transmission. All Camry models here are front wheel drive.
The A25-FXS four-cylinder Atkinson cycle engine in the hybrid version is also 2.5 litres in capacity, and outputs 131kW and 221Nm. A 650-volt electric motor kicks in another 88kW and 202Nm for a claimed combined power output of 160kW. A single speed transaxle manages propulsion duties.
The 2GR-FKS 3.5-litre V6 from the Kluger, meanwhile, makes much more horsepower with 224kW and 362Nm, though Toyota reckons that the quad-exhaust versions of the car will make a little more than the twin-tipped cars. If you're all about engine specs, it's the one for you.
All three engines are fine on 91 octane fuel, too. There's no diesel.
Kerb weights vary from 1495kg for the base four-cylinder Ascent up to 1695kg for the top spec SL hybrid. The gross vehicle weight is 2030kg for the four-cylinder and hybrid, and 2100kg for the V6.
Towing capacity for all models is 500kg unbraked, while the V6 can tow a little more if the trailer has brakes (1600kg vs 1200kg for the four-cylinder and hybrid models).
We reviewed the dash-indicated figures for all three cars over our 245km test, with the base four-cylinder returning 7.9 litres per 100km against a claimed fuel economy rating of 7.8L/100km.
The V6 returned fuel consumption of 11.9L/100km against a claim of 8.9L/100km, while the hybrid drivetrain's claims of between 4.2 and 4.5L/100km, depending on variant, didn't play out on the country road route. It couldn't manage any better than 13.6L/100km on the combined cycle.
Non-hybrid Camrys offer a 60-litre fuel tank capacity, while the hybrid uses a 50L tank.
Barry White. Whipped King Island cream. The opposite of Shane Warne. This car is smooth. Few engines this side of an electric are as quiet as the Honda's uncomplicated V6. Even though the power is high up in the rev range, it never feels like a struggle in the Accord.
There's a distinctly American feel to the suspension as well as the steering. Not everyone likes light steering - me included - but it does mean progress is very relaxed. The steering weights up on the freeway, and that's where you spot the only gap in the Accord's defensive line. Most of the time the ride is completely sorted, but hit a bump or an Aussie motorway's typically sorry excuse for an expansion joint and you get a jolt through the cabin. It doesn't happen very often, it's just a surprise when it does.
Passengers do love the quiet cabin, though, and rear seat passengers report having tons of room even if they're north of 183cm (six foot) tall. The welcome addition of air-conditioning vents and window blinds make it a nice place in summer, too.
The Camry is the newest car in a pack that includes Ford's Mondeo and the Mazda6, as well as the Skoda Octavia and VW Passat. It's based on the company's new flexible platform – known as Toyota New Global Architecture or TNGA - which also underpins the new C-HR, and it adds a new level of assurance and competence to the car.
The front suspension and rear suspension combine to offer a ride quality that is frankly excellent over broken terrain, and it has a terrific ability to soak up square edge bumps and potholes without transmitting them back into the cabin.
It's pretty benign in the steering department, but it's more than adequate, while the various drivetrain combos add a bit of character to each of the cars. The turning circle is a little large.
The base 2.5-litre engine is perfectly fine stroking down the freeway or in town, but can get caught on the hop in hilly terrain. The new hybrid set-up is seamless and clever, too, though it can sound strained when the Atkinson cycle petrol engine is asked to give a little more.
The V6-powered Camry feels stronger and more capable, with better acceleration and easily a much quicker 0-100 time, while the eight-speed auto is a good match, too.
Lower grade cars do let a bit more road noise into the cabin, and the supposedly sportier suspension tune of the SX model is only marginally more pointed than the stock cars.
We need a bit more time behind the wheel, but on balance, the new Camry is the most dynamically accomplished to date.
We didn't have any issues or problems during our test, but if anything pops up you'll find it on our Toyota Camry problems page.
Honda wasn't mucking about when it put together the safety specs, with six airbags, ABS, stability and traction controls, adaptive cruise control, forward collision warning, auto emergency braking, lane departure warning, lane keep steering assistance and trailer sway control.
Honda also fits 'LaneWatch', a tricky little camera that hangs off the passenger side rear vision mirror that gives you a view down inside of the car to help stop you wiping out cyclists or pedestrians when you're turning left.
Seven airbags and safety features such as auto emergency braking (AEB), adaptive cruise control and lane departure warning across all grades ensure a maximum five-star ANCAP safety rating for the Camry range. More driver aids are fitted as you get higher in the range, too, like rear cross-traffic alert.
Honda usually offers a pretty impressive five year/unlimited kilometre warranty. At the time of writing (December 2017), the Accord was shipping with a seven year/unlimited kilometre warranty. Both come with roadside assist for the same length as the warranty.
Honda's 'Tailored Service' program covers the first five years or 100,000km. Costing $3299, the average cost of a service is $330, with a lowest price of $273 and the final service $700. There's a sting in the tail, though - if there's a bit of a racket under the bonnet, you might have to cop another $556 to adjust valve clearances and at 80,000km you'll have to swallow $285 for a fuel filter.
Honda expects a visit from you twice a year or every 10,000km, whichever comes first.
The Camry's reputation for reliability and resale value precedes it, and servicing is taken care of by way of Toyota's capped price servicing plan for the first five years or 75,000km (whichever occurs first). Service costs are capped at $195 per visit.
It's sticking with a three-year/100,000km warranty, which is starting to look a little underdone in the current market. For those who want it, there is an extended warranty program.
Service intervals on the Camry, including the Hybrid, are set at every 12 months or 15,000km.