Stealth Cruiser

MANILA, Philippines - A thrifty V6 may seem like an oxymoron, but what’s under the hood of Honda’s flagship Accord tries to be just that with its novel 3-4-6 Variable Cylinder Management system. As the fuel companies once again launch a regular series of price adjustments in seeming lockstep with the global prices of oil, it’s nice to know that at least one engine tries to do more with less without giving up the fun factor. And with a rated 280 HP at 6,400 RPM and 34.2 kg-m of torque at 5,000 RPM to play with (the most power and torque in its class) the Accord S-V is a lot of fun to play with.

In traffic, at idle, or going down a hill, all you will ever know that the engine is in fuel-miser mode is a green “ECO” light on the instrument panel. Actually, cylinder deactivation systems were pioneered decades ago by General Motors and Ford, but were often plagued by issues like reliability and smoothness. In the Accord, it features the latest in ECU programming to make the shift from 3- to 4- to 6-cylinder activation as imperceptible as possible. Apart from that “ECO” light on the IP, you can feel a slight change in engine thrum as it switches firing orders, but you really have to be tuned into the car’s little noises to tell the difference. Otherwise, to the casual passenger it’s all but invisible. One moment you’re driving a normal car with the docility of a City, the next you’re at the helm of a hot rod Honda.

All that anyone can tell you about how it drives is how smooth the whole thing is. Hondas have always been known to make just about anyone look like a smooth driver, and the Accord is no exception. Even performing juvenile stunts like brake-torquing the engine to get a quick start, releasing the brakes, and flooring the accelerator produces little of the torque steer associated with potent, front-wheel drive sedans. At full sprints to 100kph, the traction control does its best to curb torque steer by feeding just the right amount of power to the driven wheels without overpowering them. Acceleration is gratifying just about everywhere in the powerband. You can squirt through gaps in highway traffic with ease, effortlessly power uphill, and generally leave almost everybody behind. Well, at least those that can’t match the V6’s power. Used liberally, the V6 yields fuel economy of 5-6 kpl. Used sparingly, with that “ECO” light on 90% of the time, fuel economy climbs up to anywhere from 7 to 8kpl.

That’s all the more impressive considering how heavy the car now is. With a curb weight of 1,636 kilos, the Accord is at its heaviest yet since the model first came to the market in the early 90s (that car weighed several hundred kilos less), so it’s gratifying to know that the added weight hasn’t been the equivalent of holiday pounds: all fat, no muscle. Rather, it feels fleet-of-foot, suitably nimble within the constraints of a front-drive platform, and is the quietest, most solid-feeling Accord yet. The drive-by-wire throttle has just the right programming to give you urgent step-off without feeling too jerky, the independent suspension (front double wishbones, rear multi-link as always) delivers a supple and composed ride even at relatively high speeds, and the steering is as precise and stable as ever. As always, Honda provides all-disk brakes that have a lot of bite and feel progressive through the pedal travel.

The previous V6 model felt nose-heavy, taking away some of the driving fun especially if you were on a mountain road. This time, engineers were able to give the S-V a more neutral demeanor with more eager turn-in, a bit less perceptive understeer, and a more planted feel at the back. Going up a steep hill with full gas on that engine, the Accord pulls like it’s on fire, but going down it feels less likely to swap ends or dive straight into the bushes if you overcook a curve. Unless you make the mistake of switching off the stability control, the car will tolerate a certain amount of trail braking before the rear end breaks loose. When it does, a little bit of counter steer will get you back in line. Body roll is moderate for a car that wasn’t tuned to be a sports sedan in the first place, helped by a wide track that makes it more stable and less tipsy in the curves. And check out those tires: 225/50 R-17s. That’s all the rubber you’ll ever need unless you want an even lower profile and are prepared for a jittery ride. Bottom line: it’s about as good as it will ever get for a front-wheel drive car.

About the only thing Honda still needs to work on is dialing in more road feedback into the electrically-assisted steering; a minor issue that first surfaced in the 2003 model. At parking lot speeds, the steering is almost feather light. At speed limit-breaking speeds, the steering takes markedly more effort to change direction and has that solid, dead set feel that tells you it won’t go anywhere you don’t want it to, but it lacks that “road feel” through the steering wheel to give you a better idea of the surface traction the way a BMW does.

Actually, depending on how you look at the S-V’s P2M-plus price tag, it’s either the priciest Accord yet, or a value-packed alternative to the usual choices from Europe. And while Honda doesn’t quite have the cachet of a European marque, it’s at the top of the Japanese automotive food chain. Earning that reputation is a synergistic marriage of engineering sophistication and sybaritic efficiency. The V6 is matched to a 5-speed automatic with the now de riguer paddle shifters, although the shift algorithm is spot-on nearly 100% of the time that you’ll only ever need to shift for yourself when the road gets overly technical.

Much of the Accord’s heft is probably owed to several hundred kilos of sound deadening material, so the result is a quiet cabin that also feels nearly as stiff as a European car’s. The cabin itself has been designed for efficiency at a slight cost of panache, with a layout that’s eminently logical to the point of making you feel like you’re piloting a machine, but not exactly a luxury car. Big, highly readable instrument gauges, clearly marked buttons and switchgear, high quality plastics and leather, but nothing gratuitous, flamboyant, or overtly luxurious. The current model is also the biggest yet, but the large windows, low beltline and cowl make the driver always feel in control; you never get the feeling you’re in a bunker with gun slits for windows and who-knows-where-those-bumpers are. Coupled to the precise nature of the chassis and drivetrain, it feels like a smaller car from behind the wheel.

One demerit: on our 22T-km test unit, the oversized front armrest/console box had an annoying tendency to flex and creak, taking away from that high-end feel. Other than that, there’s very little to complain about. The Accord comes with all the bells and whistles associated with a flagship model such as a power moonroof, high-end stereo, reading lamps front and back, dual-zone climate control, power rear sunshade, rear seat A/C vents, power-adjustable front seats, and airbags everywhere. And the styling, whose square-jawed visage and broad-shouldered flanks was quite a change from the hawk-faced models that preceded it, is beginning to show its merits as it still looks fresh two years into this model run.

Actually, the Accord’s 4-cylinder model has nearly all the good stuff that the 3.5 S-V has minus 100 horsepower, some other items, and around P350k off the price tag, but what serious buyer really cares? Anyone prepared to splurge two million for an Accord is not your typical cost-conscious buyer; that’s who the 2.4S model is for. Rather, he (or she) wants the most bang-for-the-buck and is likely comparison shopping the Accord against much more expensive, European models. That he gets all that goodness in a car styled for substance rather than flash, with a drivetrain that’s always ready and able to light up the afterburners should the need arise, just makes this stealthy selection all the more appealing.

THE GOOD

• Buttery smooth drivetrain.

• Gee-whiz variable cylinder system really works.

• Solid, secure chassis responses.

• Loaded with all the luxury and safety features and then some.

• Generous space for five.

THE BAD

• Steering could use more feel.

• Console box/armrest flex.

• Lacks a fuel economy meter.

THE VERDICT

• An executive jet that doesn’t flaunt its owner’s wealth.