Honda Civic VS Honda Accord
- Looks are good (or bad)
- Suspension and steering are both terrific
- Plenty of legroom in the rear seat
- CVT drones at pace
- Standard safety lacking on base models
- RS is noisy on the wrong road surfaces
- Slick design
- Brilliant packaging
- Single well-specified variant
- Ride hardly luxurious
- Engines are so-so
If you think the new Civic Hatch looks a little lower-slung than its sedan sibling, that can likely be attributed to the crushing weight of expectation placed on its little metal shoulders.
See, this 10th-gen Civic might be the most important car Honda has ever made. While most manufacturers were pouring funds into their SUV ranges, Honda was diverting a huge chunk (heavily tipped to be a whopping 35 per cent) of their research and development budget into the Civic, using the evergreen nameplate as a key pin in their Australian comeback.
And with that much riding on it, it had to be good. In sedan form, which launched here last year, it mostly lived up to the hype, with Honda shifting more than 800 units per month. And with the Civic hatch finally touching down in Australia, Honda is hoping to add 1000 sales to the tally.
So the question now is, does this new hatch version shine, too?
|Fuel Type||Regular Unleaded Petrol|
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|
Energetic and engaging (if not quite sporty), the Civic hatch is quiet and comfortable around town, but it can more than hold its own on a twisting backroad, too. It’s looks will either appeal or not, but a lack of comprehensive safety equipment on the cheaper models is sure to ruffle some feathers.
For us, the cheapest way into the turbocharged engine forms the pick of the bunch, so we'd call the VTi-L the sweet spot.
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 word 'polarising' is usually a thinly disguised way of saying 'lots of people don’t like it'. And the all-new Civic sedan was, well, very polarising. A glance at this new hatch version shows it hasn’t strayed too far from that design approach, either.
It’s as understated as a snakeskin suit in all grades, but nowhere is it quite so busy as in the RS trim level, in which the sporty trimmings jump out from every possible angle. Strangely, though, we quite like the way it looks, and it's undeniably an individual in the small car segment.
Inside, Honda has produced the comfortable and tech savvy interior that was missing from the outgoing model, but the sense of well executed semi-premium fades as you approach the spartan rear seat.
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.
The Civic hatch is surprisingly spacious in the cabin, where up front the two seats are split buy a central bin housing two of the fattest, deepest cupholders we’ve ever seen (that would be America’s 'Big Gulp' influence on the Civic’s design), along with a hidden USB and power source that sits behind the centre console, hiding the ugly chords while you’re plugged into touchscreen unit.
The back seat, is plenty spacious in the longer and wider hatch - which also sits on a 30mm longer wheelbase than the outgoing car - with more shoulder, leg and knee room for backseat riders.
Which is just as well, as there’s not much else happening back there, with no air vents, power outlets or USB points on offer, with just the two cupholders housed in a pulldown divider that separates the rear seat.
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.
Price and features
Thanks to what Honda refers to as its “One Civic” philosophy, this new hatch lineup perfectly mirrors the sedan range that was launched here last year, with the only major change being the ‘Ring-burning Type R, which will be hatch-only when it arrives later in 2017.
And that means the five-strong Hatch range kicks off with the entry-level VTi ($22,390) before stepping up to the VTi-S ($24,490) and the VTi-L ($27,790). Next up is the sport-sprinkled RS ($32,290), before the range tops out with the high-flying VTi-LX ($33,590).
Entry-level shoppers will make do 16-inch steel wheels, fabric seats and single-zone climate control, but there are some nice and premium-feeling flourishes, like LED DRLs, a 7.0-inch touchscreen that’s now Apple CarPlay and Android Auto-equipped and a second colour screen in the driver’s binnacle for your trip information.
Stepping up to the VTi-S adds 16-inch alloy wheels, integrated LED indicators in your wing mirrors and proximity locking and unlocking, along with some clever safety stuff we’ll come back to under the Safety heading.
Along with a better engine (more on that in a moment), springing for the VTi-L will earn you 17-inch alloy wheels, twin-zone climate control and automatic windows in both rows, while the sporty-flavoured RS adds LED fog and headlights, along with a hearty dose of sporty styling courtesy of a bumper kit, skirting and a liberal splashing of piano black highlights.
Inside the RS gets leather trimmed seats, a better 10-speaker stereo and and a standard sunroof, too.
Finally, the range-topping Civic - the VTi-LX - gets satellite navigation, and a fairly comprehensive suite of safety kit.
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.
Engine & trans
Like the sedan version, there are two engine choices on offer, with the cheaper option a 1.8-litre petrol engine, good for 104kW at 6500rpm and 174Nm at 4300rpm found in the VTi and VTi-S trim levels.
The better option, though, is a perky turbocharged 1.5-litre petrol engine that will push 127kW at 5500rpm and 220Nm at 1700rpm to the front tyres.
Both engines are partnered with a CVT automatic transmission, with or without wheel-mounted shifters, depending on the trim level.
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.
Fuel use is pretty impressive across the board, with the 1.8-litre engine sipping a claimed combined 6.4-litres per hundred kilometres, while the turbocharged version needs just 6.2 litres on the same cycle.
Emissions are pegged at 150 and 142 grams per kilometre of C02 respectively.
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.
Honda struggles a little in explaining exactly what its new 1.5-litre turbo-powered Civic is.
Is it a hot hatch? Nope, the incoming Type R will handle those duties. Oh, so it's a warm hatch, then? Not really - it's mechanically identical (same engine, gearbox and suspension) to the other, top-tier Civics. In fact, only the brand of tyres seperate the RS from the more luxurious VTi-LX.
"We would say it's a 'sporting hatch'," says Honda's head honcho, Stephen Collins.
And sporting it is, with its clever turbocharged 1.5-litre engine a willing and perky unit, delivering plenty of oomph all over the rev range and with no noticeable, soul-destroying lag in its power delivery.
The steering, too, has a sporty flavouring, it's super direct, and offers such crisp direction changes that you have to pay keen attention driving, as even the slightest input will see you steering out of your lane. And while the ride is a little crashy through bumps, it pays you back with composed cornering antics that see the front wheels hanging on to the tarmac for much longer than you might expect.
But the best trick of the 1.5-litre engine is that it doesn't require much accelerator to make it move, which means there's never too much strain on the CVT auto in town. And, given the auto is both loud and intrusive when you ask too much of it, that can only be a good thing.
Like most CVT 'boxes, it's quiet and composed in city driving, but loud and with a tendency to surge when you start to test it. So much so that heavy acceleration requires a kind of lucky dip as to when to back off the throttle, with the Civic continuing to accelerate for a moment or so even once you get off the gas.
Happily, then, the 1.8-litre models are much easier to classify. They're the cheap ones.
It's a a simple, honest and hardworking engine that feels both slower and slower to respond than its newer, turbocharged sibling, but is more than capable of getting up to speed, even if it struggles to add pace from the mid-range onward.
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.
While some of its key competitor are throwing safety functions at all trim levels, with Honda it’s still sadly a case of you get what you pay for.
The entry-level VTi, for example, makes do with six airbags (front, front-side and curtain) and a 180-degree reversing camera, opting for the VTi-S, VTi-L or RS adds front and rear parking sensors and Honda’s cool 'LaneWatch' (with activates a side-mounted camera when you indicate, beaming an image of the lane running alongside the lefthand-side of the car up onto the 7.0-inch screen).
The entire Civic range was awarded the maximum five-star ANCAP safety rating.
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.
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.