Hyundai Elantra vs Honda Accord

What's the difference?

The Elantra might be overlooked compared to its famous i30 stablemate, but it shouldn’t be. It’s every bit as entertaining to drive and just as well equipped.

It’s a shame active safety is on the option list for lower trim levels, and there’s no radar features on higher ones, and the unnecessary styling changes might polarise buyers. But the Elantra is otherwise a well-equipped and rewarding-to-drive package across the range.

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.

Despite being a facelift of the rather good looking 2016 Elantra, the 2019 car has taken a hard turn into the domain of triangles and right-angles.

The new styling has proved controversial in the CarsGuide office. The Go and Active seem to have largely abandoned many of the styling points which Hyundai has invested in over the past few years, with their vertically lined grilles and abundance of triangle light fittings.

All the extra space on the big, flat rear is taken up by the big-font ‘Elantra’ text and Hyundai logo, which is '90s-style in design.

The Sport and identical-from-the-outside Sport Premium are angry looking cars, with frowning LED light fittings, giant alloys and an abundance of angular black highlights.

The side skirts, rear diffuser and spindle grille give the Sport variants an impressive amount of presence on the road. There’s no spoiler to be found, though.

Inside, the Go and Active are a fairly basic offering, with the Active scoring a leather wheel and some extra niceties. The dash is a sea of grey, however, and the nice touchscreen is humbled by its old-school in-dash positioning.

The Sport grades add some more sophisticated touches, with sporty leather-trimmed seats, a flat-bottomed steering wheel and a more subtle climate-control console rather than the clunky air-conditioning one used in lesser variants.

All cars have a sensible trip computer and simple gauges in the instrument cluster.

Missing from any variant is a digital dashboard as seen in the Honda Civic. There’s also the argument that the Elantra’s cousin, the Kia Cerato, has a more forward-thinking cabin design.

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.

Up front, the Elantra offers decent room. The Cabin feels a smidge more spacious than its i30 hatch sibling, and there’s plenty of leg and headroom on offer in every variant - except for the sport premium, which has a cropped roofline due to the sunroof. While there’s a decent centre console box, the door lacks a bit of padded trim for your elbow.

Like the rest of Hyundai’s range, the Elantra has a slew of generous cubbys and cupholders throughout the cabin. Underneath the air-con console is a deep trench which houses a 12v output, USB port and, in the Sport Premium variant, the Qi wireless phone charging pad.

Rear passengers are granted great legroom and decently sized cupholders in the doors, as well as a drop-down arm rest with two more cupholders.

The Active and Go lack rear air vents, whereas the Sport and Sport Premium offer two for back-seat passengers.

The available boot space should serve as a reminder why sedans shouldn’t be overlooked for practicality reasons, with 458 litres VDA on offer. Still, it is bested in this segment by the luggage capacity of the Cerato (520L), Civic (517L), and Impreza (460L). A rubber cargo liner and fabric bumper protector are available as genuine accessories.

In an annoying niggle, the Sport variants ride quite low around their midsections due to the flared bodykit bits. I found these would quite easily scrape if you weren’t careful over speedbumps or shopping centre ramps. Go and Active variants were fine in terms of clearance.

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 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.

As standard, the Accord comes with an 8.0-inch multimedia system with Apple CarPlay/Android Auto support, satellite navigation and digital radio, outputting to an excellent 10-speaker sound system.

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.

The petrol model comes with a choice of four colours (two metallic and two pearlescent), while the Hybrid option adds ‘Passion Red’, but each hue comes at no extra cost.

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.

There are two engines in the Elantra range. A dated 2.0-litre non-turbo engine which has hung around for a long time in Hyundai’s stable, and a much newer 1.6-litre turbo engine in higher variants.

Unlike the i30, there’s no option for a 1.6-litre turbo-diesel. Any EV and plug-in hybrid versions are still beyond the horizon (perhaps pending the success of the Ioniq).

The Go and Active variants share the 2.0-litre engine which produces 112kW/192Nm. The Go is available as either a six-speed manual or a six-speed traditional torque converter automatic. The Active is six-speed auto only.

The Sport and Sport Premium are powered by the excellent 150kW/256Nm 1.6-litre turbo. Aside from the Kia Cerato GT, which shares the same engine, the next closest competitor at this price point is the outgoing Mazda3 SP25 (139kW/252Nm).

The Sport and Sport Premium can either be had with a six-speed manual gearbox or a seven-speed dual-clutch automatic, and can cycle between ‘normal’, ‘sport’ and ‘eco’ drive modes.

The Elantra range is a strictly front-wheel-drive affair, as there’s no option for all-wheel drive.

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.

All 2.0-litre Elantras have claimed/combined fuel usage figures of 7.4L/100km. Against this claim I scored a very reasonable 8.0L/100km in my road test of the Active.

The 1.6-litre variants have a marginally better claimed consumption figure of 7.0L/100km against which I scored 9.0L/100km in my test of the Sport. If you’re having fun, expect at least 9.0L or above. That’s a compliment.

All Elantra variants happily consume regular 91RON unleaded and have 50-litre tanks. Good stuff.

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.

All Elantra variants are great to drive. They share excellent suspension and steering characteristics, lending them a rewarding experience in the corners while not being too stiff or too soft over bumps.

The 2.0 litre variants offer, well, acceptable power, even if they're a little on the thrashy side, and their ride comfort is boosted by sensibly sized alloy wheels and soft rubber.

Sport variants are genuinely a blast to drive. The 1.6-litre turbo has small amounts of lag, but is otherwise strong through 1500-4500rpm. Torque steer is present but manageable, and even adds a little to the excitement.

Thick (and pricey) Michelin Pilot Sport 4 tyres (225/40R18s) help keep the Elantra Sport planted and surprisingly grippy through the corners.

Road noise is acceptable but not stellar across the range. The same goes for the 10.6-meter turning circle.

Truly gone are the days where you should question whether Korean cars can be fun; the Sport and Sport premium do a better job of channeling the characteristics of Japanese sports sedans of the '90s and '00s better than most current Japanese nameplates.

On the downside, the silly flared body kit on the Sport variants limit ground clearance on ramps or speedbumps and can be prone to bottoming out. This combines with the easily scratched giant wheels to make for some nervous driving.

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 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.

Hyundai covers its range with an on-par five-year, unlimited-kilometre warranty promise offered by most of the competition. It is outdone by its mechanical twin, the Kia Cerato,with its seven-year warranty.

Hyundai’s fixed service program is one of its strong suits, with service pricing on turbo Elantra models locked between reasonable $273 to $460 costs per visit, locked all the way out to 168 months/210,000 kilometres. And even beyond that there's the optional pre-paid ‘iCare’ packages. Costs are slightly less for 2.0-litre cars.

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.