Honda Accord Facelift Review Pt II – 2.4 VTi-L tested
In our lives as motoring writers, it is not uncommon for us to come across models where the less powerful variants turn out to be more enjoyable to drive than their bigger brothers. It is even more common for us to come across instances where the best pick of the model range lie at the centre of the range. Cheaper than the top model, but better equipped than the base, the mid-spec variants tend to offer the best balance in terms of value for money.
Few cars hold up the above truism like the Honda Accord. From its three-variant line-up, most customers tend to pick the mid-spec 2.0 VTi-L model, as it commands a marginal premium over the entry-level 2.0 VTi, but receives a number of key goodies passed down from the vastly more expensive 2.4 VTi-L. Further motivation to choose the 2.0 VTi-L stem from the fact that, in my books at least, the Accord is actually nicer to drive in 2.0-litre guise than 2.4.
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| It will take a keen eye to spot the facelifted version from the original. |
Yes, the 2.4 has the better toys, and the bigger engine, but it is the way that the 2.0 behaves when driven that I somehow find more endearing, for the lack of a better word. So, should our 2.4 VTi-L test car here pack its bags and head home before turning a wheel? Well, no. For what it’s worth, the Accord remains one of the most enjoyable cars to drive in this segment, and there are buyers out there who simply want to go around in nothing less than the range’s top dog. Fair enough.
The privilege of owning the Accord 2.4 VTi-L is a cool RM23,000 premium over the 2.0 VTi-L. Against the base model 2.0 VTi, the gap is an even more glaring RM30,000. In the way of equipment, that money brings to the table bigger rims (17″ vs the 2.0’s sad-looking 16″), power seats for both in front, electric rear sunshade, paddle shifters, VSA and side air bags. The 2.4 also gets a nicer piano black on its dashboard, and its audio system is beefed up with a subwoofer and its head unit is said to be a premium audio system, though I personally failed to spot any differences from the 2.0’s unit.
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| Word has it that this console was used by Mr Sulu to pilot the Starship Enterprise. |
In the engine room, the 2.4’s K24A 357cc advantage over the 2.0’s R20A gives the driver access to an additional 24hp of power and 33Nm of torque. That sums up to 178hp @ 6,500rpm and 222Nm @ 4,300rpm from the high-revving twin-cam i-VTEC lump. Barring the Nissan Teana’s 2.5-litre V6 motor, this is probably the smoothest revving powerplant in its market range.
After the i-VTEC opens at 4,000rpm, there is no stopping its charge to 7,000. But lower down the rev range, however, things are a little less urgent. This is one of those engines that you need to constantly gun in order to extract its best performance. Honda’s in-house developed 5-speed automatic transmission pairs well with the motor, being responsive to throttle inputs as well as triggering of its shift paddles.
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| Honda’s own-sourced 5-speed auto is well-matched the engine. |
There were, however, situations that the transmission was powerless to mask flatspots of the engine’s torque curve down low. That lack of explosive on-demand acceleration from the 2,000 – 3,000rpm range means overtaking on trunk roads require careful planning and constant boiling of the engine above 4,000rpm, not that it seemed to mind that one bit, by the way.
Neither did it seem to mind being chucked about on winding roads. Right from the start, the current generation Accord has been noted for its superior handling characteristics, and Honda has been wise to leave that unchanged. Weight and feedback of controls are well-judged, and the overall composure of its chassis is evident at most speeds; by the time this car starts to feel nervous on a straight line, you can be sure you’re straying very close to the double ton mark.
As we concluded in our earlier review of the 2.0 VTi-L, the Accord is still as one of the better driving cars on offer in its market segment, despite the precious little changes that Honda made to the car in this facelift. This judgment remains unchanged after testing the more powerful 2.4 VTi-L, but in my mind at least, the 2.0 VTi-L is still the better buy, and simply more fun to drive.
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