Honda Accord vs Peugeot 508

What's the difference?

I know the market has well and truly moved on from sedans but it’s a shame the Accord won’t sell in huge numbers. Those who do favour a sedan will find a lot to like in this new-gen Accord. 

There are definitely areas of improvement and a few negatives, but it’s spacious, frugal, stylish and generously equipped. And it’s a lot more fun to drive than a Camry hybrid. Absolutely worth considering instead of an SUV.

The Peugeot 508 Sportswagon GT PHEV proves wagons can be extremely stylish but looks aren’t everything and it is an expensive option compared to its luxury rivals. It earns its place with the premium interior but the safety could be improved on and the tech is more confusing than it needs to be. But this wagon offers an alternative for families who are sick of being in an SUV yet still need a little extra space. 

My son didn’t go nuts over this and complained about his view.

The Accord has evolved so much over the years. From the three-door liftback from 1977 to a full-size four-door sedan. Not only is this new version bigger than the previous model, it’s longer than the sizeable Skoda Superb.

Design-wise, there is a definite connection to the previous-gen Accord, but Honda has sharpened and elevated the design.

As with other current Honda models like the Civic and HR-V, the Accord adopts a pared back exterior design, eschewing busy lines and creases in favour of a cleaner approach. 

The long, low bonnet emphasises the size of the car, and in profile it looks like a liftback. Up front it has cool slimline LED headlights and an edgy new grille design.

The Accord features a sporty RS body kit and that means black side skirts all around, black mirror caps and a black spoiler. This looks fine with the black or dark grey body colours, but it is quite bold when paired with the white paint of our test car. 

The interior will be familiar to anyone that’s been in a modern Honda, like the current Civic or CR-V. 

There’s the same horizontal theme with the meshed air vents along the dash, but the Accord gains soft-touch premium dash materials. 

You won’t find too many buttons as most of the functions, including air-con, are housed in the multimedia screen.

The three-spoke steering wheel is visually appealing and feels nice, too. The leather-appointed front seats are comfortable and supportive but don’t look particularly premium.

It’s definitely a more high-end cabin than a Camry, but maybe not quite Lexus levels of luxury.

The design of this wagon is what wins it the most points. It is a damn fine specimen with the sleek lines in the body panelling and the sexy rear that looks well-proportioned for its 4790mm length.

Dark, narrow windows, 18-inch alloy wheels and a minimalist-looking nose, with fang-like daytime-running lights, all enhance its sporty look.

The rear lights have Peugeot’s signature ‘claw’ design and there’s something suggestively fun about seeing a twin-exhaust on a wagon!

On the interior, the multimedia system takes centre stage and the dashboard looks quite sleek, despite all of the deep cutaways.

The steering wheel is in the compact style that Peugeot is known for but it makes the cockpit feel driver orientated.

The quilted Nappa leather trims and shiny piano-black accents (with the piano-key controls) make for a refined cabin space.

It might be longer than the previous Accord, but the new-gen model has the same wheelbase. It’s still a super spacious cabin, though.

There’s ample room between the two front passengers and plenty of headroom, in the front seats at least. Those comfy seats are eight-way power adjustable on both sides.

A sedan might not be as practical as something like a CR-V, but the Accord has a good level of storage. The glove box only fits the vehicle manual, but a big central bin will fit a lot more.

There are two big cupholders in the centre console and large 1.5-2.0L bottles will just fit in the door bins.

You also get a pair of USB-C ports and a wireless charger, however the pad in our test car did not work at any point during our loan. And yes, we pressed the 'on' button.

The Accord debuts built-in Google for Honda and for the most part it’s a solid system. Google Assistant responds to voice commands and when we asked the system to ‘turn up the heat’, it promptly did just that. It got confused with some commands but it can’t operate everything. 

The built-in Google Maps work well but make sure you have location services turned on, and it might be best to log in to your personal Google account to get the best out of it.

If you have Google Nest connected at home, you can sync all of this up. In theory, you could be driving home and ask the system in your car to ‘turn on the lounge room lights’ at home, and Google will action it. It’s equal parts cool and scary.

In terms of the 12.3-inch multimedia screen, it’s a solid set-up with an easy menu structure. Apple CarPlay is quick to connect, however I had to reconnect my phone several times, even though it was the ‘favourite' device. 

In the second row, the seats are well cushioned for comfort. There is ample legroom, but if you need more you can shift the front passenger seat forward from a little switch on the side of the chair.

Space across the rear pew is also generous and as well as three top tether points you’ll find ISOFIX anchors on the outboard seats.

What you won’t find is a huge amount of headroom. I am just over six foot (183cm) and my noggin scrapes the roofliner. If you’re shorter, or if you sink into the seats it’s fine. But that swoopy silhouette, and the intrusive sunroof, impact rear headroom. 

You get two more USB-C ports, map pockets, more door bottle room than the front seats and a fold-down centre armrest with cupholders, but beware - the cupholder cover has a tendency to pinch when you open it. There's a ski port behind the armrest, too.

Rather than a split-fold rear seat, the Accord backrest folds down as one whole unit. What’s more odd, you have to use a lever in the boot to lower the backrest. But it doesn’t force the backrest down - you still have to open the rear door and manually lower it yourself. It’s a quirk from the previous Accord I still don’t get.

That boot, however, is massive. It swallows 570 litres with all seats in place. It’s not as much as the Skoda Superb liftback (625L), but it’s more than the Lexus ES300h’s 454L. But there's a reason for that.

The Lexus comes with a space-saver spare wheel, but the Accord comes with a tyre repair kit. It’s the same deal on all other Honda hybrids. 

Honda says some people prefer the kit over a spare as they would rather just slap on the goo and drive somewhere to get a new tyre, rather than fuss around with changing a wheel on the side of a road. But I am sure a fair few people would disagree with that.

The front row gets the most space and you’ll be able to get into a comfortable position even if you’re tall.

However, it is a low car with its 142mm ground clearance and there may be a few grunts as you get in and out (or is it just me?).

My seven-year old loves how easy it is to climb in, though he didn’t have the best view out of the windows because the sills sit high.

The footwell lip also sits quite high, which isn’t an issue until you can’t open your door very wide and then it’s clumsy in a tight parking space.

The electric front seats are very comfortable and the extendable under-thigh support helps to minimise leg fatigue on a longer journey.

Surprisingly, for my 168cm (5'6") height, I have to sit much further back than I ordinarily would to get a comfy driving position.

In the back, you have plenty of headroom but behind my driving position, the legroom could be better.

An adult would still find it fairly comfortable on a longer journey so long as they aren’t behind someone tall. The seats themselves are well-cushioned and you sit in, rather than on top of them.

Individual storage options are good for this class with a dual-opening middle console, glove box and a great utility cubby next to the transmission shifter.

There is also a shelf underneath the centre console that houses the wireless charging pad and two USB-A ports but it’s a tad awkward to use and even see the ports when you're seated.

The amenities are good in the rear but for a top-spec model it’s lacking the luxury items you might expect, like heated seats and climate control but you’ll enjoy map pockets, reading lights, two USB-A ports and directional air vents.

It also has a fold-down armrest with two shallow cupholders, that in a quick turn, might spill their cups!

The boot is a great size at 530L with all seats in use and you can bump it to 1780L with the rear seats folded.

You get a level loading space and a 60/40 split with a ski-port in the back seat, which opens up your storage options.

There is a tyre repair kit rather than a physical spare but the tailgate is powered, which I always like.  

The technology is a mixed bag. It looks sharp and the touchscreen multimedia system is responsive but isn’t as easy to use as others I’ve sampled.

It doesn’t have a lot of accessible information or customisations available but it is easy to connect to the wired Apple CarPlay. There is also wired Android Auto for those users and built-in satellite navigation. 

The 12.3-inch digital instrument panel is the prettiest piece of tech in the car and there is more customisation available to make it feel yours.

Considering its price point and top-model status, it's more obvious that you miss out on premium items like three-zone climate control, faster USB-C connections and a head-up display.

Keeping things simple, there are only two variants for the 508 Sportswagon and our test vehicle is the top GT plug-in hybrid model that will cost $82,915 before on road costs.

That’s a $1000 price hike from last year and sets it well above its rivals with the Audi A4 coming closest at $78,169 (MSRP).

Given its rivals are well known for their luxury, the 508 has a fair bit to live up to but its styling and use of premium materials, like the quilted Nappa-leather trims, help it earn its position within the ranks.

The interior gets some other lovely big-ticket items with the eight-way electric front seats and a two-way memory position function on the driver’s seat.

Both front seats feature a heat function, adjustable lumbar support and a fabulous massage function. The ‘Cat Paw’ option is particularly nice!

However, the back seat misses out on these ‘top-end’ creature comforts.

There is a sunroof optioned on our test vehicle which adds $2500 to the price tag but creates an airy cabin in what would ordinarily be a bat-cave-esque space with that black headliner.

Only one colour is included in the price and our ‘Pearl White’ costs an extra $1050.

Technology has been revitalised with a new 10-inch touchscreen multimedia system and a 12.3-inch digital instrument cluster.

Dual-zone climate control, push-button start, keyless entry and a powered tailgate all add some practicality to every day life, too.

Phone mirroring tech like wired Apple CarPlay and Android Auto are easy to connect to and there are a bunch of charging options available throughout the car, including a wireless charging pad up front.

All-in-all, though, the features list isn’t as long as the price point might suggest.

The previous-gen Accord was offered as a hybrid, but it was also available as a second variant powered by Honda’s excellent 1.5-litre turbocharged petrol engine.

This time around it’s hybrid-only and the powertrain is essentially the same system found in the CR-V SUV.

It is made up of a revised version of Honda’s 2.0-litre four-cylinder naturally aspirated petrol engine paired with a two-motor hybrid arrangement. The total system output is 135kW of power and 335Nm of torque.

The Accord is front-wheel drive and uses an electrically-controlled continuously variable transmission (CVT).

The GT plug-in hybrid model has a 1.6-litre, four-cylinder turbo-petrol engine, as well as an electric motor that sits on the front axle. It has an eight-speed automatic transmission that produces smooth gear changing driving the front wheels.

The combined outputs are 165kW and 360Nm which means you have a good amount of power for this sized car but it’s not a performance wagon as its 0-100km/h sprint time is 8.3 seconds.

The lithium-ion battery has a small 11.8kWh capacity and will get from 0-100 per cent in three and a half hours on an 11kW system. On my standard house plug, it took closer to six and a half hours.

The Accord e:HEV RS sips just 4.3 litres of fuel (91 RON) per 100 kilometres on the combined cycle.

That’s exactly the same figure as its predecessor. It’s also more frugal than the Lexus ES300h (4.8L) and Toyota Camry hybrid (4.5L). It emits 98g/km of CO2.

At the conclusion of my test, that mostly included urban and freeway driving, I saw a figure of 5.1L/100km.

Peugeot says you can travel up to 55km on pure electric function, however my morning (return) school run is 38.4km and the electric range was spent by the time I parked in my garage after starting on a full charge. 

Under optimal conditions, where you’re utilising both the engine and motor, the GT PHEV has an official fuel cycle consumption of 1.5L/100km.

After charging it three times, travelling 444km on a mix of open/urban roads and using 33 litres of fuel, my real-world usage came to 7.4L/100km.

You absolutely get the best economy when you regularly charge it but sometimes you just don’t get the time to!

You'll need 43 litres of premium 95 RON unleaded fuel to fill the tank which, using our real-world average consumption figure, translates to a driving range of around 580km.

One of the best cars I have driven in the past couple of years is the Honda Civic e:HEV hybrid. It is an exceptional car in virtually every area - although it is pricey - and feels like it’s almost in hot hatch territory.

It’s unfair to expect the same of the Accord hybrid, given its size and heft, but it has enough playfulness to ensure an engaging drive experience.

Being a low-slung sedan the driving position ensures you feel connected with the road - something you can’t say about a lot of SUVs of this size. Despite the sloping rear roofline, visibility front and rear is not bad.

In ‘normal’ mode the Accord is responsive from a standing start, but can’t match the Civic hybrid. It would, however, give the Camry and Lexus ES a run for their money.

There is instant urge if you need to overtake quickly at speed.

‘Sport’ mode is definitely noisier, and while the engine sounds good, it’s fake. It feels a little more responsive in Sport, but it doesn’t transform the Accord into a sports car.

It will drive in EV mode in low-speed conditions like sub-40km/h zones and car parks. The transition from electric to petrol power is super smooth, as it is in the CR-V.

I tested the Accord on my usual route which includes some fast corners and sweeping uphill bends, and the big sedan seems to love being pushed. There’s a confidence to the way it sticks to the road, and there isn’t a hint of body roll.

The ride quality is mostly fine and the car feels well balanced, but you occasionally notice some road imperfections despite the high side wall of the 18-inch Michelin tyres.

The electric CVT doesn’t drone like some can, and seems to have fake gearing engineered in as it sounds like it's changing gears.

More generally, the Accord has an excellent head-up display that doesn’t distract and a solid digital instrument cluster. The indicator stalk is damped in a harsh way and feels and sounds a bit cheap.

For such a large car, the turning circle feels quite compact, so parking isn't as traumatising as it can be in such a big car. 

Honda said a lot of work went into improving noise, vibration and harshness (NVH) levels and as a result, the cabin is well insulated from things like wind and road noise.

The 508 Sportswagon is an odd car to drive. Around the city, the steering makes it feel like you’re in a go-kart and you may over-correct until you get used to it. 

On the open-road, it feels like it gets into its groove but the power reserves feel a tad too shallow as the engine can complain with only a light load. 

The suspension is well padded and you won’t notice too many bumps but you do get a fair bit of wind and road feedback at higher speeds. 

Because of the narrow windows, I am surprised by how great the visibility is but you feel tiny when you sit next to a big SUV in traffic!

That said, it corners beautifully and taking this on a winding coastal road is super fun.

The brakes are very responsive, which is great in stop-start city traffic but can make it feel a little jerky while navigating a car park.

And on that note, because of the funky steering feel, it takes a moment to calibrate your senses with what the car is doing.

Once you get used to it, it’s simple to park but the quality of the 180-degree camera system is pretty rubbish for where this car sits in the market.

The 508 has most but not all of the safety features you expect to see in a family car.

The active bonnet is a great feature as it lifts up in a collision to help minimise pedestrian injuries. 

However, in the modern market and this being a top-spec model, I am surprised it's lacking a few safety features, namely rear cross-traffic alert.

Other standard safety equipment includes blind-spot monitoring, LED daytime running lights, forward collision warning, lane keeping aid, lane departure warning, intelligent seat belt reminders, front and rear parking sensors, a 180-degree view reversing camera, traffic sign recognition, a driver attention monitor, and adaptive cruise control with stop and go functionality.

The 508 has a maximum five-star ANCAP safety rating from testing done way back in 2018 and it only sports six airbags, which is low for a family vehicle.

The 508 has autonomous emergency braking with car, pedestrian and cyclist detection and is operational from 10.0– 80km/h (5.0 – 140km/h for car).

There are ISOFIX child seat mounts on the outboard rear seat positions and three top tethers in the second row but two child seats will fit best. Front passenger comfort may be compromised when a 0-4 rearward facing child seat is installed.

The Accord is covered by a five-year/unlimited kilometre warranty and it includes five years of roadside assist. 

Honda has an exceptional service offer on all its models, including the Accord. It’s a five-year capped-price program and you will only pay $199 per service for those first five years. 

The servicing schedule is every 12 months or 10,000 kilometres, whichever comes first. The industry standard is 15,000km, so that’s a little disappointing, but the overall service offer is still solid in my books.

On the 508 you’ll enjoy a five-year/unlimited km warranty and the battery is covered by an eight-year or up to 160,000km warranty, which is great.

You can pre-purchase either a three- or five-year servicing plan and the five-year plan costs a flat $2100 or an average of $420 per service which is very reasonable for this class. 

Servicing intervals are at every 12months or 20,000km, whichever occurs first.