2020 Honda CR-V vs Honda Accord

What's the difference?

The Honda CR-V VTi-L7 is a really nice midsize family SUV let down by a lack of active safety equipment. It has been disappointingly left behind its competitors on that front, and while it isn't “unsafe”, you need to know that rival SUVs offer considerably better safety gear than it, and that could be enough to sway your decision.

A shame, really. Because otherwise it's fairly brilliant.

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 fact that Honda can somehow squeeze seven seats - with room for seven actual people - into a body this compact is a testament to the brand's clever packaging philosophy.

The CR-V dimensions don't chance whether you're buying the five-seat or seven-seat model. It measures 4596mm long (on a 2660mm wheelbase), 1855mm wide and 1679mm tall. For reference, the length of a CR-V is more than a ruler shorter than a Toyota Corolla sedan. That's truly amazing considering there are seven seats in here.

Of course that comes down to the tall, square body of the CR-V, which - unlike some competitors - is unashamedly focused on practicality.

The interior design is a key part of that focus, and the CR-V has some things are dreamy for parents and grandparents - like rear doors that open almost to right angles, allowing for very easy access to the back seats (but could also lead to unintended door dings in car parks if enthusiastic youngsters fling them open with force).

There are also five child seat attachment points for the rear five seats. The third-row features top-tether only points, which are off to the side of the boot so you still have usable cargo space with the rearmost seats in play.

But on the flipside, the top-tether points for the second row are located in the ceiling of the boot area, meaning you have to run straps through the head-space of the third row to secure the seats in place, essentially rendering that back row as unusable if the second-row is kitted out for kids seats. Of course there are dual ISOFIX outboard anchors as well, but Australian legislation requires top straps be fitted in addition to ISOFIX.

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.

I already covered off some of the third-row design considerations in that section, but how does that all translate to the space on offer?

I'm 182cm and I (just) fit in all three rows.

In the very back seats the headroom is the main issue. I struggled to fit in the back row sitting upright, my neck was cricked to the side in order to fit. But smaller adults or children shouldn't have too much of an issue back there, as the width, kneeroom and toe room was adequate for short trips. There are some bottle holders in the back, and there are rear air vents and a fan controller for those in the back.

Third-row access is decent, as the middle-row seats flip and tumble forward (60:40 split, with the smaller section thankfully on the kerbside). They also slide to allow access, but that might be difficult if you have a child seat fitted.

I can't stress enough how much having the top-tether points in the roof section will annoy you if you regularly use the third row. Many competitors have the top tether anchor integrated into the back of the middle-row seat, and they also have sliding functionality which is, quite simply, a better way of doing it.

In the second row, there's decent leg room, toe room and head room, even with a large sunroof. Amenities are good, with dual map pockets, a pair of directional air vents, a flip down armrest with a pair of cup holders, and bottle holders in the doors too.

And then up front there's exceptional practicality, with a huge centre console section with a secondary section below the cup holders. There's also a covered bin, plus another storage section in front of the cup holders below the high-mounted gear selector, big door pockets with bottle holders, and a pair of small storage slots either side of the gear selector box, too.

The steering wheel is nice and neat, the driver info screen is a fully digital affair - there's a digital speedometer, fuel readout, and trip computer. It takes a bit of learning to get the controls down pat using the steering wheel buttons, but there's a bit going on.

The media screen is a 7.0-inch touch-capacitive unit, which is getting to be on the small side by today's standards. It has the stuff you'd expect, though, with Apple CarPlay, Android Auto, Bluetooth, sat nav and digital radio all included. It's a bit of an old-school display and the menus are fine but not super intuitive, and the screen doubles as a display for the reversing camera and Honda's proprietary LaneWatch side-view system.

If you're wondering about charging, there are four USB ports (two front, two rear) and there's even a HDMI input. The sound system has eight speakers, and the quality is pretty good, too.

As for boot space or cargo capacity, there's 150 litres (VDA) of luggage space with all the rear seats in play - or enough for school bags or some shopping - and that increases to 472L in five-seat layout (suitcases, sporting gear, a pram - and maybe even all at once!). Fold down all the rear seats and you've got 967L of room to the window line, and a lot more if you dare load up above that line.

There's a movable rear floor section that gives you a level playing field if you need it when storing long items, and under the boot floor (and the third-row seats) there's even a full-size alloy spare wheel. Neat!

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.

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.

This grade of Honda CR-V - like all but the base model - comes with a 1.5-litre turbocharged four-cylinder petrol engine.

Want to know engine specs? The power output is 140kW (at 5600rpm) and the torque figure is 240Nm (at 2000-5000rpm). Not quite a horsepower hero, but better than adequate outputs nonetheless.

As with all CR-Vs the gearbox is a continuously variable transmission (CVT) auto, which isn't to all tastes but is a good pairing with this powerplant.

The model you choose in the CR-V range will determine if it comes in two-wheel drive (2WD)/front-wheel drive (FWD) or all-wheel drive (AWD). This one is a 2WD.

Towing capacity is 600kg for an unbraked trailer, and 1000kg for a braked trailer for all seven-seat CR-V models (and, according to Honda Australia's site, that figure is "with seven seats occupied" - but the onus is on the driver to ensure the gross combination mass, or GCM, doesn't exceed 3300kg). Five-seat CR-V models offer 600kg unbraked/1500kg braked towing capacity. 

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.

Claimed fuel consumption on the combined test cycle, according to Honda, is 7.3 litres per 100 kilometres. It has an eco mode (Econ, as Honda calls it) that dulls the throttle a bit and aims for better fuel use, and that mode was engaged the entire time for my test, as I didn't feel I needed extra engine grunt at all.

That was all the more impressive as I did more than 600km in the CR-V, most of which was highway driving (including a loop west over the Blue Mountains and back!), and bettered that claim, with 7.0L/100km displayed on test.

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.

As mentioned above, my drive time was largely out of town - but I was impressed, as always, with the CR-V in all situations.

It's such a competent mid-size SUV, one that is perfectly suited to family buyers who want a comfortable car that's quiet and easy to live with. I really think it is one of the best in the class in terms of balancing comfort and control. It's arguably more comfortable than a CX-5, Tucson or RAV4, and more controlled than a Forester, X-Trail or Outlander.

The suspension is well sorted, with a ride quality that is very well resolved, very comfortable for both the driver and passengers, and yet it still handles quite nicely too, with direct and enjoyable steering that is both quick to respond, and easy to judge. Some people might find it's a little too darty, but you get used to it - trust me.

The engine and transmission work well together, though the transmission can rob you of some of the joy of the turbo engine's thrust. The engine does offer a good dollop of grunt in Econ mode, you just need to get to the throttle detent (that section midway down the throttle travel where it goes from measured response to more urgent acceleration) to take advantage of it.

It's very refined, very quiet, and very impressive. I'd happily do long distance driving in a CR-V on a regular basis, and it's also adept at urban driving duties: it's easy to park, deals well with slow-speed bumps and lumps, and the drive experience is pretty relaxing overall.

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.

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 all of its new models with a five-year/unlimited kilometre warranty. That's par for the course these days, but the brand has dabbled in promotional seven-year warranty cover. Hit up the dealer to see if your purchase is eligible for this extended warranty.

And the company also has a capped price service plan, which runs out to up to 10 years. Service intervals are every 12 months or 10,000km, which is a bit more regular than most rivals (which have annual/15,000km intervals).

The basic cost per maintenance visit is $312, which is pretty affordable for this class of vehicle, but that is before you factor in some additional consumables such as the cabin air filter ($45, every 24 months/30,000km), brake fluid ($58, every 36 months), transmission fluid ($172, every 36 months/40,000km), air cleaner element ($55, every 60,000km) and spark plugs ($274, every 100,000km).

When it comes to roadside assistance, Honda offers all new car buyers five years of coverage (or seven years if you get a seven-year warranty plan).

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.