Popular mid-size sedan now gets a downsized turbo engine - all for the better. Downsized engines with turbocharging technology have been employed by European car brands for many years already. In fact, normally aspirated petrol motors can’t be found in Bimmers, Mercs or most VW Group cars anymore. In spite of that, mass-market nameplates in Thailand are still slow in adopting such a universal principle, which aims to maintain performance of bigger engines albeit better real-world tractability and fuel economy. The only cars that have embraced it so far include the top-end models of the Honda Civic, Nissan Pulsar/Sylphy and just-discontinued Ford Focus. All had petrol-turbo engines with circa-1.5-1.6 litres yielding power levels of naturally aspirated counterparts displacing 2.4-2.5 litres. And just recently, Honda has extended the Civic’s boosted heart to the Accord big bro. In the process, this new 1.5-litre turbo replaces the non-boosted 2.0-litre and 2.4-litre of the previous-gen Accord in marketing terms.
This also serves as a reminder for Nissan and Toyota to start arming the Teana and Camry with turbo power. The Camry’s 2.5-litre, in particular, is competitively powerful and economical but sorely lacks low-rev punch. Chassis-wise, Honda has seemingly played the game safely by maintaining a comfort-oriented drive. The ride is now comfier and more stable at high speeds while additionally suppressing various external road noises well under cruising. The handling also feels beefier than before, thanks to a more roll-free body and more direct steering. But whether the Accord is going to steer in a more natural and agile manner, like how the Camry does, is another thing. In the driver’s seat, you’ll note the Accord’s wider front end and larger body which is something you don’t necessarily feel in the Camry. For driving buffs, agility is important. Average hands, meanwhile, could like some of that big-car feel (Thais usually feel psychologically safer in tanks, so to speak).
So while the Accord is a genuinely bigger car now (with a wider turning radius to match), this has translated into a spacious cabin for five. Notable improvements from not only the spec sheet but also the eyes include greater rear legroom and boot capacity. However, engineers have pointed out to us that a flat-floor underbody in something as big as the Accord isn’t as rigid as one designed with that hump in the middle of the cabin. Thankfully, the fifth passenger should still find seating to be comfortable enough. Crucially, as well, the car handles with ample tautness. The seats themselves are quite well-shaped but kind of lack the cushiness of those in the Camry. And while the Accord’s interior is adorned with materials and switches that look nice on both the eyes and fingers, the overall build doesn’t feel solid everywhere. In short, it ain’t a Bimmer or Merc yet.
