Improved looks, handling and value make Honda's new Accord Euro a formidable package, writes Bill McKinnon.
If you want to see, in the harshest light possible, the problem confronting Ford and Holden as they strive to keep their fleet-dependent Falcon and Commodore viable, you need look no further than a comparison of retained values between an '05 Honda Accord Euro and the VZ Commodore Executive.
A 2005 Accord Euro, which cost $35,500 new, is now worth between 47 and 54 percent, says industry valuer Redbook. A 2005 VZ Commodore Executive, which cost $33,650 new, is worth 25 to 30 per cent.
Given the fact that, since 2005, fleet and private buyers have increasingly switched from big cars to smaller, more economical ones, this discrepancy in retained values is only going to widen in the short-to-medium term.
While the $A stays high, and importers increase fleet volumes, they'll also be able to sharpen prices further for fleet customers, making their vehicles even more attractive from a whole-of-life costs perspective.
It's not all full steam ahead for cars like the Accord Euro, though. In the first six months of
2008, sales actually fell by 5.7 per cent in the Medium (sub-$60,000) class, where the other A grade players are the Camry, Mazda6, Subaru Liberty, Ford Mondeo and VW Passat.
It seems many buyers, fleet and private, are bypassing the class when downsizing from larger vehicles, going instead straight to the Corolla/Mazda3/Golf et al category.
Mazda acknowledged this trend when it recently cut retail prices on the 6 by up to $3,920. Honda has also sharpened the pencil on the new Accord Euro, the second generation model which it hopes will build on the success of the 2003 original, the car Honda admits reinvigorated its brand.
The base Accord Euro costs $32,990, or $1000 less than its predecessor. The Luxury model is $39,990, also $1000 less. There's a top of the line Luxury Navi at $42,990, but Honda's navigation system is one of the least impressive around in functionality and graphics, so we'd suggest you keep the $3000 and invest in a superior portable system for about $500.
In other respects, though, the new Euro is a formidable package at the price. It's lower, longer and wider, with more aggressive styling that in profile has lost that slight dumpy look of its predecessor.
While prices are down, equipment levels are up. All models now include stability control, active front seat head restraints and six airbags. Electric power steering includes a self-correcting feature, activated by the stability control sensors if excessive understeer or oversteer is imminent.
The base Euro also has 17-inch alloy wheels, an in-dash six-stack CD player with auxiliary input jack, chilled centre console box, dual-zone automatic air, cruise control, an alarm and a full-size spare wheel. Luxury additions include leather, heated seats, a sunroof, 18-inch alloys (with temporary spare) and rain-sensing wipers.
The 2.4-litre four is carried over, with power up to 148kW at 7000rpm and torque up to 234Nm at 4400rpm. It's a refined engine, but, as is often the case with Honda powerplants it's a bit short on bottom-end and lower mid-range torque. Whether you opt for the standard six-speed manual or optional ($2000) five-speed adaptive auto, you're expected to use it to keep the 2.4 spinning. The closer it is to the redline, the more it likes it.
Fuel consumption is down from (man-auto) 9.1-9.4L/100km, to 8.9L/100km for both transmission variants, although 95 octane premium is recommended.
Handling is excellent, with fine balance for a front-wheel-drive, secure roadholding and a comfortable ride. The electric power steering initially feels disconnected and remote, but once you get used to it, its accuracy and effortlessness complement the car's overall personality very well.
There's plenty of driver's seat travel, an elegant, easy-to-use dash layout (apart from the aforementioned navigation system) and outstanding fit and finish quality. Rear seat legroom is adequate, though still on the tight side if you're carrying tall passengers, while boot space is generous.
The Accord Euro is highly recommended as being great value as well as an enjoyable drive. Test drive it back to back with a Commodore Executive and we're pretty confident which one you'll choose.
Sexy back?
Holden's new VE Sportwagon aims to wean us off SUVs. Will it, asks Isaac Bober.
Nobody ever lusted after Holden's VZ station wagon. I mean, it just wasn't sexy. But then, it didn't have to be, it only had to be good at carrying stuff, which, of course, it was. With its 2752 litres of boot space it could just about swallow a small pool, and the kids too.
But just being practical is no longer enough for Holden. It wants us to walk away from SUVs like the Toyota Kluger and Ford Territory and is arguing the Sportwagon is a better lifestyle choice.
So what's the Sportwagon got to offer? For starters, it's much, much better looking than the VZ wagon, which even in limited edition SS guise failed to get the juices flowing. But it's not as good as it could have been; the roofline is way too dramatic and on some angles can throw the car out of proportion, but maybe that's just me.
But looks aren't everything and with wagons it's storage space that really counts. And while the VE is smaller than the VZ and has less storage space (2000 litres vs 2752 litres), it's actually on a par with other wagons. Holden claims it's just as practical as the VZ, has more headroom than the sedan and so the reduced bootspace shouldn't be too much of an issue to punters. What Holden is also banking on is because of the new car's looks and driving experience (which I'll get to anon) it'll be bought not just as a workhorse but also as a show pony.
What might hurt the Sportwagon's chances is the decision to omit an LPG variant from the range. There was one in the VZ, but Holden says because of the packaging of the Sportwagon there just wasn't the room to fit a gas tank. It would have infringed on boot space. It remains to be seen what effect this will have.
On paper that could turn punters off the Sportwagon, especially families, but anyone who drives the thing will be unable to resist it. Because the sedan and the Sportwagon are basically identical twins the wagon is no longer rubbish to drive. Indeed it now rides and handles every bit as well as the sedan, with no noticeable extra bodyroll or wallow despite hauling an extra 85kg around. With less boot space and much better sound insulation, the Sportwagon is beautifully quiet inside - so much so that it's actually quite easy to forget you're behind the wheel of a wagon.
The range kicks off with the Omega and it's honestly difficult to believe this is merely the entry point. It features a full array of safety, stability and traction control systems as well as rear park assist, six-speaker stereo, air-con and a whole raft of other odds and ends you wouldn't expect to find in a base model.
Under the bonnet you'll find a 3.6-litre Alloytec V6 pumping out a pleasant 180kW and 330Nm, and despite being the weediest of the engines in the range, it's plenty strong and smooth enough. The four-speed auto bolted onto the back of the engine isn't quite as smooth, but it's not particularly bad either - although, that could change with a load on board. Priced from $37,790 the Omega costs around $440 less than its VZ predecessor.
Next in line is the Berlina - another impressive bit of kit. It adds dual-zone climate control, 17-inch alloys, Bluetooth, front driving lights, a leather wrapped wheel and more to the Omega's list. It runs the same 3.6-litre V6 and auto 'box. And at $41,290, it's $5K cheaper than the VZ Berlina and with more gear on board.
With prices down and a whopping list of standard features, the Omega and Berlina stand out from the rest of the VE Sportwagon range. And, what's more, they beautifully blend Holden's idea of work and play.
