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CONTENTS 4 At a glance 6 Specification overview 8 Questions on the tip of your

CONTENTS

4

At a glance

6

Specification overview

8

Questions on the tip of your tongue

12

Positioning

20

Accord’s 10

28

Exterior

33

Interior

42

Chassis

49

Engines

54

Honda and diesel engines

57

Petrol engines

62

Sector leading technology

68

Specifications - saloon

78

Specifications - Tourer

80

Image thumbnails

AT A GLANCE

KEY FEATURES

Honda Accord (2.2 i-DTEC) saloon

Honda Accord (2.0 i-VTEC) saloon

Honda Accord (2.4 i-VTEC) saloon

• Sportier design direction with more muscular

Price

£21,060

Price

£19,260/£20,560 auto

Price

£23,260/£24,560 auto

wheel arches, sharper lines and wider and

Top speed (mph)

131mph

Top speed (mph)

133mph (Man) 131 mph (Auto)

Top speed (mph)

141mph (Man) 141mph (Auto)

lower body

0-62mph

9.6 seconds

0-62mph

9.3 seconds (Man)

0-62mph

7.8 seconds (Man)

Combined mpg

50.4mpg

10.7

seconds (Auto)

9.5

seconds (Auto)

• Involving drive with chassis dynamics

CO2

148g/km

Combined mpg

39.2mpg (Man) 37.6mpg (Auto)

Combined mpg

32.1mpg (Man) 32.8mpg (Auto)

benchmarked against BMW 3-series

Engine

2199cc, N22B1, C/rail i-DTEC

CO2

170g/km (Man) 178g/km (Auto)

CO2

209g/km (Man)

Power

150PS @4,000rpm

Engine

1997cc, R20A3, PGM-FI, i-VTEC

204g/km (Auto)

• High-quality interior with E-sector fit and finish

Torque

350Nm @2,000rpm

Power

156PS @6,300rpm

Engine

2354cc, K24Z3, PGM-FI, i-VTEC

Service Interval

Variable servicing

Torque

192Nm @4,300rpm

Power

201PS @7,000rpm

• More stylish Tourer design combines

Insurance rating

10E / 11E

Service Interval

Variable servicing

Torque

234Nm @4,500rpm

practicality with contemporary looks

 

Insurance rating

10E / 11E

Service Interval

Variable servicing

Honda Accord (2.2 i-DTEC) Tourer

 

Insurance rating

12E

• Advanced technology improves safety, reduces

Price

£22,360

Honda Accord (2.0 i-VTEC) Tourer

 

driver fatigue and increases comfort – CMBS

Top speed

130mph

Price

£20,560/£21,860 auto

Honda Accord (2.4 i-VTEC) Tourer

makes D-sector debut

0-62mph

9.8 seconds

Top speed (mph)

131mph (Man) 130mph (Auto)

Price

£24,560/£25,860 auto

Combined mpg

47.8mpg

0-62mph

9.4 seconds (Man)

Top speed (mph)

141mph (Man) 141mpg (Auto)

• Two petrol engines, one diesel - designed to

CO2

155g/km

10.8

seconds (Auto)

0-62mph

7.8 seconds (Man)

meet the forthcoming Euro 5 legisaltion

Engine

2199cc, N22B1, C/rail i-DTEC

Combined mpg

38.7mpg (Man) 36.6mpg (Auto)

9.6

seconds (Auto)

Power

150PS @ 4,000rpm

CO2

173g/km (Man) 183g/km (Auto)

Combined mpg

31.3mpg (Man) 31.7mpg (Auto)

• Introduction of smoother, cleaner, new i-DTEC

Torque

350Nm @ 2,000rpm

Engine

1997cc, R20A3, PGM-FI, i-VTEC

CO2

215g/km (Man) 211g/km (Auto)

diesel engine

Service Interval

Variable servicing

Power

156PS @6,300rpm

Engine

2354cc, K24Z3, PGM-FI, i-VTEC

Insurance rating

10E / 11E

Torque

192Nm @4,300rpm

Power

201PS @7,000rpm

• Establishes Honda’s position as an alternative

 

Service Interval

Variable servicing

Torque

234Nm @4,500rpm

to the traditional premium manufacturers

Insurance rating

10E / 11E

Service Interval

Variable servicing

 

Insurance rating

12E

SPECIFICATION OVERVIEW

Accord saloon (petrol manual) versus competitors

Accord saloon (diesel manual) versus competitors

 

New Accord 2.0 ES GT

A4 SE

3 Series SE

Mondeo Titanium

New Accord 2.0 ES GT

A4 SE

3 Series SE

Mondeo Titanium

Engine

2.0

i-VTEC

1.8 TFSI

2.0 i

2.0 i Duratec

Engine

2.2

i-DTEC

2.0

TDi

2.0d

2.0 TDCi

PS

156@6300

160

172

145

PS

150@4000

143

179

140

Bhp

154

158

170

143

Bhp

148

141

177

138

Torque (Nm)

192

249

210

184

Torque (Nm)

350

320

350

320

0-62 mph (secs)

9.3

8.6

8.2

11.9

0-62 mph (secs)

9.6

9.4

7.9

9.3

Max speed (mph)

133

140

142

130

Max speed (mph)

131

134

143

130

Urban (mpg)

30.1

28.5

33.6

25.2

Urban (mpg)

38.7

37.7

47.1

37.2

Extra Urban (mpg)

47.9

51.4

58.9

47.1

Extra Urban (mpg)

61.4

65.7

68.9

57.6

Combined (mpg)

39.2

39.8

46.3

35.8

Combined (mpg)

50.4

51.4

58.9

47.9

CO2

170

169

146

189

CO2

148

144

128

156

Accord Tourer (petrol manual) versus competitors

 

Accord Tourer (diesel manual) versus competitors

 
 

New Accord 2.0 ES GT Tourer

A4 SE

3 Series SE Touring

Mondeo Titanium

New Accord 2.0 ES GT Tourer

A4 SE

3 Series SE Touring

Mondeo Titanium

Avant

Estate

Avant

Estate

Engine

2.0

i-VTEC

1.8 TFSI

2.0 i

2.0 i Duratec

Engine

2.2

i-DTEC

2.0

TDi

2.0d

2.0 TDCi

PS

156@6300

160

172

145

PS

150@4000

143

179

140

Bhp

154

158

170

143

Bhp

148

141

177

138

Torque (Nm)

192

249

210

184

Torque (Nm)

350

320

350

320

0-62 mph (secs)

9.4

8.9

8.4

10.0

0-62 mph (secs)

9.8

9.7

8.1

9.6

Max speed (mph)

131

140

140

127

Max speed (mph)

130

130

142

127

Urban (mpg)

28.8

29.1

33.2

25.2

Urban (mpg)

37.7

38.2

46.3

37.2

Extra Urban (mpg)

47.9

48.7

57.6

47.1

Extra Urban (mpg)

57.6

60.1

67.3

57.6

Combined (mpg)

38.7

39.2

45.6

35.8

Combined (mpg)

47.9

49.6

57.6

47.9

CO2

173

172

148

189

CO2

155

149

131

156

QUESTIONS ON THE TIP OF YOUR TONGUE

What’s the general direction for the new Accord? The new Accord will provide a strong challenge to the traditional premium manufacturers in the D-sector with sporty styling, greater refinement and excellent driving dynamics. All engines in the line up are designed to meet Euro 5 legislation, and its sector-leading package of safety systems rivals most E-sector cars.

The new Accord will play an important role in continuing to strengthen Honda’s market position, particularly in the corporate sector.

Who will buy it? The Accord’s key customers will be conquest, corporate customers – head office senior managers. We expect them to be slightly younger than previously – following the trend of Civic and CR-V – and we also predict to pick up customers from the D-sector mass market who are looking to upgrade.

How many Accords do you plan to sell in the UK? The UK target for 2008 is 10,000 units. Sales of the outgoing Accord totalled 8,033 units in 2007.

What are the Accord’s main competitors? Audi A4 (TDi 140 or 170 S Line), BMW 3 Series (320d SE or 318d M Sport) and Lexus IS mid- grade models (220d or 220d SE).

The Accord’s key grade is the ES GT, which offers excellent value for money versus its competitors with sports suspension, half-leather upholstery, an aero kit and 17-inch wheels.

How much will the Accord cost in the UK? The entry level ES, saloon costs £19,260 on-the-road (petrol) and £21,060 on-the-road

(diesel). The ES GT, which we expect to be the core derivative, is priced at £20,110 OTR (petrol) and £21,910 OTR (diesel). The Advanced Navigation Pack including DVD Sat Nav, Bluetooth hands-free telephone, rear parking camera and 6CD changer with premium audio, is available as an option.

The EX grade starts at £22,260 on-the-road and is fitted with the Advanced Navigation Pack as standard, while the ADAS safety technology package is available as an option.

Tourer The entry level Tourer ES is priced at £20,560 OTR (petrol) and £22,360 OTR (diesel). The ES GT grade starts from £21,410 (petrol) and £23,210 (diesel) and includes the Advanced Navigation Pack, like the saloon.

The EX grade includes the Advanced Navigation Pack and starts from £24,560 OTR (petrol) and £25,360 (diesel) and the ADAS safety technology is available as an option.

All prices are correct at launch, but for up-to-date pricing, it’s best to check the media website, www.hondauk-media.co.uk

Why is the car more expensive than the outgoing model? The new car starts at £19,260 OTR with greater refinement, a much higher level of equipment and a superior fit and finish. Against competitors it offers remarkable value for money.

Although there has been an increase in retail price, CAP and Glass’s Guide predict a significant uplift in residual values – 43 per cent on the core ES GT model (versus 37 per cent for the Sport GT) and an average 4.4 per cent uplift in RVs across all model grades.

Will there be a high-powered, Type R version built? There is no plan to introduce an Accord Type R. Honda’s key customers for Accord are senior

managers and user choosers within the corporate market; they don’t want an actual performance car,

managers and user choosers within the corporate market; they don’t want an actual performance car, but they do want a car that looks like a performance car, and that’s why the new Accord has sportier styling and more muscular lines.

With the sportier-styled GT models, we’re looking to compete with S-Line trimmed Audis and M-Sport trim BMWs, rather than high power RS4s and M3s.

The new car doesn’t look dramatically different to the old model. Why is that? The styling of the previous Accord, launched in 2003, was very radical at the time and it set the scene for more stylish, more European Hondas, like the current Civic. But not every new model has to look markedly different from the last. Accord’s Large Project Leader, Hiroyuki Ikegami explains: “When a premium German brand has a full model change, they always retain consistency. They apply an evolutionary approach – not revolutionary.”

When does it go on sale? The saloon officially goes on sale from 1 June, 2008 but is available to order now. The Tourer goes on sale from 1 September, 2008.

What is the predicted residual value? High residual values are pivotal to our main target audience, fleet managers and the corporate customer so we set out to achieve a residual value of 42 per cent for the new Accord. The model we expect to be the most popular – ES GT – achieved an RV of 43 per cent (saloon).

A table showing the Accord’s RVs versus the competition, as well as cost per mile and SMRs is on page 15.

POSITIONING

Yes, the new Accord has been designed to challenge the traditional premium manufacturers in the D-sector. And yes, we’re well aware there are plenty of other car companies claiming similar intentions. It seems every new car is launched with talk of ‘premium’ quality or ranking.

“At the outset of this project I wanted to break the mould and make sure the characteristics of the saloon appeared on the Tourer.

That meant the Tourer

could be just as sporty

and stylish as the

saloon”

Hiroyuki Ikegami, LPL Accord saloon

But when Honda talks about the new Accord being a genuine premium contender, we’re not just referring to the quality of the product offering – which is clearly up there with BMW and Audi. Importantly, we can confidently claim to compete with the big boys with credentials – earned by the performance of the latest Civic and CR-V models.

Both these cars have not only demonstrated Honda’s ability to build stylish, well-equipped cars with excellent driving dynamics – but they have also demanded an uplift in residual values, and a dramatic increase in the average selling price across each respective range.

During the first few months of CR-V sales last year, 85 per cent of customers were choosing fully-loaded, top spec EX models, cars approaching £29,000. Our dealers have never seen so much ‘heavy metal’; their forecourts are now populated by Merc MLs and BMW X3s, following trade-ins. We’d already witnessed a similar reaction to the launch of the Civic hatch a year earlier.

As a result, the average selling price of a Civic has increased approximately 40 per cent from £11,000 to £15,500, and the average price of a CR-V up 21 per cent from £18,000 to £22,000.

Adding to this shift in buying trends is the change in public perception of what the Honda badge means, helped by our award-winning advertising campaigns, such as Cog, Impossible

Dream and Problem Playground. These ads have helped differentiate Honda from the traditional premium marques, illustrating Honda’s warmer, more human approach to engineering.

Evolution not revolution Retaining consistency was the development team’s aim. After all, there are many fans of the outgoing Accord’s European looks and nimble driving characteristics. It made sense to retain key aspects and develop them. Ikegami-san, Large Project Leader for Accord saloon, hopes this will establish a stronger image for the car and the Honda brand. (See interview on page 21.)

In addition, the approach to the development of the Accord has also evolved. The current, outgoing Accord was created by two teams of engineers – one solely working on saloon, the other on Tourer.

Both cars followed different paths and were designed to reach slightly different goals. The Tourer aimed for maximum practicality, with class-leading load volume, while the saloon had a more sporty design with compact dimensions.

Mr Ikegami and Mr Horikawa led the two separate design teams at that time. Ikegami-san worked as Large Project Leader (LPL) for saloon, Horikawa-san as LPL for Tourer. The two men worked largely independently from one another.

But when designing the new Accord, the objective was to create an estate car that was closer to its saloon sibling – a Tourer that was not just functional, but more stylish, sporty and involving to drive. So this time around, Honda structured the Accord development team differently.

Instead of having two separate design teams there was just one, with Mr Ikegami heading up the overall project as Accord LPL; Mr Horikawa becoming Assistant LPL.

Together the engineers worked to create a Tourer that shared a common platform, and thus the same great driving dynamics, as well as the expected practicality. Only then did the team divide into two

Well-equipped In terms of specification, we’re confident the new Accord will stack up favourably. The high- spec Sport GT, launched in September 2007, quickly became the best selling derivative of the outgoing model, making up approximately 50 per cent of Accord sales, confirming that our customers desired sporty looks with a high level of specification and trim.

Residual Values Residual values are a key element in the decision making process of fleet managers – the main target for this car. Honda set out to achieve a residual value on the new car of 42 per cent and the guides have awarded the key grade – the ES GT saloon model – with an RV of 43 per cent, an uplift that places the Accord firmly in the company of other premium marques.

the Accord firmly in the company of other premium marques. Accord pricing versus competitors Saloon Price

Accord pricing versus competitors

Saloon

Price OTR

Residual value (36mth / 60K)

Petrol

New Honda Accord 2.0 i-VTEC ES GT

£20,110

41%

New Honda Accord 2.0 i-VTEC EX

£22,260

38%

2007

YM Accord 2.0 i-VTEC EX

£21,427

36%

Audi A4 1.8 TFSI 160 S Line

£24,745

44%

BMW 318i M Sport

£24,465

41%

Ford Mondeo 2.0 Ghia

£18,655

30%

Mercedes C-Class C200K SE

£24,505

42%

Diesel

New Honda Accord 2.2 i-DTEC ES GT

£21,910

43%

New Honda Accord 2.2 i-DTEC EX GT

£24,910

41%

2007

YM Accord Sport GT

£20,767

37%

Audi A4 2.0 TDi S Line

£26,095

45%

Audi A4 2.0 TDI SE

£23,595

N/a

BMW 320d SE

£26,050

41%

Ford Mondeo 1.8 TDCi Titanium X

£21,455

30%

Mercedes C220 CDI SE

£25,545

44%

Tourer

Price OTR

Residual value (36mth / 60K)

Petrol

New Honda Accord 2.0 i-VTEC ES GT

£21,410

N/a

2007

YM Accord Sport GT

£21,967

N/a

Audi A4 Avant 1.8 TFSI 160 S Line

£25,895

N/a

BMW 318i M Sport Touring

£25,645

N/a

Diesel

New Honda Accord 2.2 i-DTEC ES GT

£23,210

N/a

New Honda Accord 2.2 i-DTEC EX

£25,360

N/a

Audi A4 Avant 2.0 TDI S Line

£27,245

N/a

Audi A4 Avant 2.0 TDI SE

£24,745

N/a

BMW 320d SE Touring

£27,230

N/a

* All residuals provided by CAP Monitor, April 2008. Prices are current at time of print.

Ownership costs that make business sense For the Accord’s key target customer – fleet managers and user choosers – strong RVs as well as low SMR costs and respective costs per mile will be critical to their purchase decision.

Contract Hire Equally, Contract Hire rates will be important to business user choosers. A non-maintained contract hire quote is below:

The new Accord’s running costs are extremely competitive, given the level of specification.

Vehicle

Instalments

Mileage

Rental + VAT

Honda Accord 2.2i DTEC ES GT saloon

3 months + 35 rentals

10k

£338.00

Cost per mile

 

Audi A4 2.0 TDI SE

3 months + 35 rentals

10k

£339.00

 

Model

P11D value (£)

Cost per mile (pence)

* Non-maintained (servicing not included) and excludes metallic paint.

 

New Accord i-DTEC ES GT 2.2 i-DTEC

21,735

45.11

2007 Accord Sport GT 2.2 i-CTDi (Sat Nav/HFT)

20,602

47.22

Competitors

Rental + VAT

Variance

 

Lexus IS 220d** (OTR £23,132)

£279

-£59.00

Audi A4 TDI SE 143 2.0 DT 6 sp

23,775

44.92

Mercedes C220 CDI SE (OTR £24,107)

£331

-£7.00

 

Honda Accord 2.2i DTEC ES GT Saloon (OTR £21,900)

£338

£0.00

Source: Carcost 14 February, 2008

 

Audi A4 Saloon 2.0 TDI SE* (OTR £23.940)

£339

+£1.00

 

BMW 320d SE (OTR £25.940)

£341

+£3.00

Service, Maintenance and Repair

 

Lexus IS 220d SE (OTR £25,782)

£369

+£31.00

2007 Accord

SMR cost at 60,000 miles

Saving (£)

Saving (%)

BMW 318d M Sport (OTR £27,080)

£372

+£34.00

2.0

Type S 17-inch alloys

£1,578.40

Rentals based on 3/35, 10k per annum and non maintained

 

2.2

Sport GT 17-inch alloys

£1,545.22

 

Please note - * Currently advertised on Audi website, however, according to website expires 31/03 **Currently advertised on Lexus website, however, according to website expires 31/03

New Accord

 

2.0

ES GT 17-inch alloys

£1,315.37

£263.03

16.7

2.2

ES GT 17-inch alloys

£1,427.19

£118.03

7.6

*Based on 36 months, 60,000 mile contract

The new Accord Diesel also compares favourably with key competitors in Monthly Company Car Tax payments:

 

Monthly

Company

 

BIK %

Car Tax

New Accord

OTR

P11d

C02

Power

2008/9

40% Tax

Competitor Analysis

Price

Price

Emissions

(PS)

Payer

Accord 2.2 ES GT Manual

£21,900

£21,735

148 g/km 150 PS

20%

£145

BMW 318d M Sport Manual

£27,180

£27,015

123 g/km

141 PS

18%

£162

Audi A4 2.0 TDi S-Line Manual

£26,440

£25,275

144 g/km 143 PS

19%

£160

Parts pricing Honda is renowned for its reliability, but we accept from time to time, the odd part will need to be replaced, particularly if that car is pounding the motorways or munching miles as a corporate vehicle. So, we’ve listed a few random parts below and provided the unit prices excluding labour to give you the full picture on ownership costs.

Oil Filters

£8.51

Air Filters

£15.82

Pads

Rear

£38.30

Front

£29.79

Discs

Rear

£38.30

Front

£42.44

Windscreen wiper

£8.00

All parts prices exclude VAT and are correct at time of print. For more information contact the Honda (UK) press office.

prices exclude VAT and are correct at time of print. For more information contact the Honda

ACCORD’S 10

Hirofumi Shigeoka
Hirofumi
Shigeoka
Kotaro Hara
Kotaro
Hara
Kenta Amano
Kenta
Amano
Masashi Toshiro Iwai Morita
Masashi
Toshiro
Iwai
Morita
Kota Susumu Masanori Ota Hashimoto Hiroyuki Katsumi Ikegami Horikawa
Kota
Susumu
Masanori
Ota
Hashimoto
Hiroyuki
Katsumi
Ikegami
Horikawa
Ota Hashimoto Hiroyuki Katsumi Ikegami Horikawa Ikeuchi 20 ACCORD’S 10 THE MEN BEHIND THE CAR It

Ikeuchi

20

ACCORD’S 10

THE MEN BEHIND THE CAR

Horikawa Ikeuchi 20 ACCORD’S 10 THE MEN BEHIND THE CAR It might sound a bit odd,

It might sound a bit odd, but we like to think of the men responsible for creating the latest Accord as similar to Ocean’s 11: a team of experts, handpicked for their specialist skills, combining to achieve a common goal (only in this case, it wasn’t stealing loot from a casino!).

HIROYUKI IKEGAMI:

LARGE PROJECT LEADER, ACCORD SALOON

KATSUMI HORIKAWA:

LARGE PROJECT LEADER, ACCORD TOURER

HIROFUMI SHIGEOKA:

PROJECT LEADER, BODY DESIGN

MASASHI IWAI:

ASSISTANT LARGE PROJECT LEADER

MASANORI HASHIMOTO:

ASSISTANT LARGE PROJECT LEADER, POWERTRAIN

KOTA IKEUCHI:

ASSISTANT LARGE PROJECT LEADER, DIESEL ENGINE

SUSUMU OTA:

PROJECT LEADER, ELECTRONICS

TOSHIRO MORITA:

ASSISTANT LARGE PROJECT LEADER

KENTA AMANO:

PROJECT LEADER, CHASSIS

KOTARO HARA:

PROJECT LEADER

WHAT FEATURE OF THE CAR ARE YOU MOST PROUD OF? HIROYUKI IKEGAMI: “It’s difficult to pinpoint a definite challenge or one single thing we are proud of. Each piece of technology on the car is a distillation of the effort we put in. I would say that one of my main highlights is the diesel engine. We are relatively new to this technology, so I am very proud of doing something so well that we’ve never done before.

“The roof structure of the car is also something I am proud of, as it was the result of close co- operation between the design and production teams.”

21

WHAT DO YOU THINK CUSTOMERS WILL LIKE MOST ABOUT THE CAR? HIROYUKI IKEGAMI: “The biggest

WHAT DO YOU THINK CUSTOMERS WILL LIKE MOST ABOUT THE CAR? HIROYUKI IKEGAMI: “The biggest customer requirement of a car like the Accord is quality. With a Minivan, the need is for passenger room, with a station wagon it’s functionality – but with a saloon car, high quality is what the customers most want. And that’s quality both when the car is stationary and moving.

“I believe the customers will like the very high quality feel to the instrument panel – and the insides of the doors are resin coated which is pretty rare in this sector.”

KATSUMI HORIKAWA: “The car offers the best performance balance – to be specific, that means a smooth, comfortable ride with agile handling, and low noise and vibration levels. The diesel engine will be high quality and have lots of power.

“The platform of this car was aimed at 800,000 sales a year, as it is shared by the American and Japanese Accords, as well as the Acura TSX and TL models. It will share engines from 2.0 to 3.7-litres. We created the platform with these needs in mind.”

HOW DOES THE CAR COMPARE TO ITS COMPETITORS (AUDI/BMW ETC)? HIROYUKI IKEGAMI: “There are many opinions, but styling should set this Accord from its rivals. And it is not a copy of another car or competitor. The current Accord was well accepted when launched, so I wanted to keep some elements of that car, but also offer something new.

22

some elements of that car, but also offer something new. 22 “For that reason, the styling

“For that reason, the styling is in line with the traditional characteristics of Accord – it’s an evolution of the previous model. And it is still distinctive.

“But what is distinction? When a premium German brand has a full model change, they always retain consistency. They apply an evolutionary approach – not revolutionary.

“The traditional Japanese approach is to make a drastic change to the styling to make the car distinctive. But distinction comes from the brand itself, not necessarily the model. It is important for Honda to develop a stronger brand image.”

is important for Honda to develop a stronger brand image.” WHAT WAS THE FIRST THING YOU

WHAT WAS THE FIRST THING YOU WANTED TO CHANGE ABOUT THE OLD CAR? HIROYUKI IKEGAMI: “At the very early stages of this car I was LPL of both saloon and Tourer. I wanted to take a very different approach from the development of current Accord, for which there were two separate teams. One of the teams was responsible for the Tourer, so they concentrated on luggage capacity etc. The other concentrated on the saloon.

“But at the outset of this project I wanted to break the mould and make sure the characteristics of the saloon appeared on the Tourer. That meant the Tourer could be just as sporty and stylish as the saloon.”

KATSUMI HORIKAWA: “At first, I was in charge of the platform of this car. I looked at the current Accord’s platform, which had quite rigid suspension settings, as the development team had tried to get the right balance between performance and ride. But the limits of that set-up had been reached, so we were forced to make big changes in this area. That was my first point of focus.”

WHAT INFLUENCED THE TEAM DURING THE DESIGN PROCESS? MASASHI IWAI: “A few years ago, when we were working on the design for Accord – for American, Japanese and European markets – designers produced several sketches in the Japanese studios, many in Europe and some in America. We were trying to find the characteristics that would sit well in each market. All these sketches shared common elements – features that characterise the Accord – and a combination of the sketches became the new car.”

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WHEN YOU DRIVE THE CAR, HOW DOES IT MAKE YOU FEEL? KENTA AMANO: “The target

WHEN YOU DRIVE THE CAR, HOW DOES IT MAKE YOU FEEL? KENTA AMANO: “The target was to realise a secure driving feel in all conditions. So, in emergency situations, tight corners or side winds, we aimed to make the vehicle as stable, comfortable and safe as possible.

“Of course, we also wanted to give a lot of feedback to the driver, but with low noise and vibration levels.

“I am happy to say I feel exactly these things when I drive the Accord.”

WHAT TYPE OF TESTING HAVE YOU CARRIED OUT WITH THIS CAR? HIROYUKI IKEGAMI: “We have just about finished all of the testing, lots of which was carried out on the Bosch Proving Ground in Germany. We also tested the car on autobahns or motorways in different countries and on the test track at Honda’s plant in Swindon. The engines and transmissions were then tested on the Grossglockner High Alpine Road in Austria.”

KATSUMI HORIKAWA: “Hot weather and performance testing for the diesel engine was carried out in the Sierra Nevada mountains in Spain, but we also took the car into Northern Europe to set up and test VSA (Honda’s Vehicle Stability Assist).”

WHAT WAS THE BENCHMARK COMPETITOR CAR FOR BODY AND INTERIOR? HIROFUMI SHIGEOKA: “In my area, quality is important, so to achieve that, I looked at matching Audi. When it comes to creating the right atmosphere or feeling, my benchmark cars were from Audi or BMW.”

WHAT WAS THE BENCHMARK COMPETITOR CAR FOR THE PETROL ENGINE? MASANORI HASHIMOTO: “To develop more power we looked at BMW, because in terms of power and fuel economy results, we really admire their achievements especially in developing engines of the displacements we chose – 2.0 and 2.4-litre.”

of the displacements we chose – 2.0 and 2.4-litre.” 24 WHAT WAS THE BENCHMARK COMPETITOR CAR

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WHAT WAS THE BENCHMARK COMPETITOR CAR FOR THE DIESEL ENGINE? KOTA IKEUCHI: “BMW was the benchmark because both driving performance and NVH levels are all excellent.”

driving performance and NVH levels are all excellent.” WHAT WAS THE BENCHMARK COMPETITOR CAR FOR ELECTRONICS?

WHAT WAS THE BENCHMARK COMPETITOR CAR FOR ELECTRONICS? SUSUMU OTA: “My reference points were models from BMW, Audi and Lexus. What I tried to do is refine Honda technologies – like ADAS – but not completely change them. The idea was to meet the minimum requirements and then go beyond that with the entire car’s electronics.”

WHAT WAS THE BENCHMARK COMPETITOR CAR FOR VEHICLE DESIGN? TOSHIRO MORITA: “My actual assignment was to manage the project and calculate costs – not the best job! I looked at BMW as a benchmark – I didn’t care about Audi. Toyota and Audi can build good quality cars, but they don’t have outstanding features – anyone can build cars like that. BMW however, build good cars with features that are outstanding and these parts make the whole car great.

“ To make the Honda brand distinctive, I believe we must take a similar approach and build on the excellent features of our cars.

“In this project, I was able to control this by pushing more money into areas where we could be outstanding, and stripping it away from areas where we didn’t need it.

“For example, I spent a lot of money on the front seats. And they are excellent – absolutely no expense spared. To pay for the seats I cut costs in the spare wheel well. Why should we shape this recessed area in a circle like a wheel? It costs more money to do, but doesn’t need to be that way, so I had it cut like a square. It’s simple.

“I believe that customers will not be experts – they will be people like me. I was in a good

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position, as I was not immersed in the project design or production, so I could

position, as I was not immersed in the project design or production, so I could give advice from the ‘outside’. I often asked myself: ‘Why is this special? What does it do for me?”

YOU SEEM LIKE A VERY CLOSE TEAM – HOW WILL YOU CELEBRATE TOGETHER AT THE END OF THE PROJECT? TOSHIRO MORITA: “We have already had many occasions! You might get the impression we are close, but that’s the work of Ikegami-san, the LPL, who brings it all together.”

MASASHI IWAI: “But of course there have been some conflicts along the way – the LPLs wanted to spend money, but Morita-san wanted to save it! In our daily duties, we often faced a tug of war, as each member of the team was responsible for different areas. But we all shared a common goal, so we worked together as a team, and as the project went on, we celebrated as each stage was completed.”

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goal, so we worked together as a team, and as the project went on, we celebrated
goal, so we worked together as a team, and as the project went on, we celebrated
goal, so we worked together as a team, and as the project went on, we celebrated

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EXTERIOR

Overall, the new Accord is wider, lower and sportier, with sleeker proportions and a sharp- edged design that gives the car a strong road presence. With its new compact proportions, the Tourer still offers class-leading practicality, but housed within a more stylish package.

Both body shapes feature muscular lines around the wheel arches, bumpers, grille and bonnet – all of which make the whole car appear more athletic and powerful.

The GT grade in particular has been designed to compete with the likes of Audi S-line and BMW M-Sport trimmed cars, and will appeal to those key corporate, user chooser customers that want a sporty looking car.

Dimensions The Accord’s completely new platform is shared by the saloon and Tourer with approximately 75 per cent commonality between the two. They now have an identical 2705 mm wheelbase, representing an increase of 35 mm for the saloon, and a reduction of 15 mm for the Tourer. Both models are 1840 mm wide, up 80 mm, helping to create a roomier cabin front and rear. The greater width is also reflected in a 75 mm wider track which is now 1590 mm and a key element in the Accord’s more responsive handling.

a key element in the Accord’s more responsive handling. Tourer Saloon “The styling is in line
Tourer
Tourer
Saloon
Saloon

“The styling is in line with the traditional characteristics of Accord – it’s an evolution of the previous model. And it is still distinctive.” Hiroyuki Ikegami

Aerodynamics An excellent aerodynamic drag coefficient pays dividends in the form of lower wind noise, improved fuel economy and enhanced stability and Honda has paid particular attention to underbody air flow management to reduce drag and lift in the new Accord. Key elements include a chin spoiler, front and rear strakes ahead of the wheelarches, an engine undercover, and middle and rear undercovers. Other significant features include a front spoiler that reduces front lift, the rear boot spoiler and a particularly aerodynamic cabin area.

rear boot spoiler and a particularly aerodynamic cabin area. Paint colours A range of paint colours

Paint colours A range of paint colours are available on the new Accord. Buran Silver, Cobalt Blue, Crystal Black, Polished Metal and Volcano Grey are all new for 2008, while Milano Red and Royal Blue continue to be available.

Polished Metal and Volcano Grey are all new for 2008, while Milano Red and Royal Blue
INTERIOR If the exterior design of the new Accord is an evolution from the previous

INTERIOR

If the exterior design of the new Accord is an evolution from the previous model, then the

interior is a revolution. It’s a huge leap forward in terms of layout, equipment, quality of materials and styling. Honda engineers concentrated on achieving outstanding fit and finish – benchmarking E-sector cars for refinement.

The result is a stylish, comfortable, spacious cabin, with a driver-focused design and layout that wraps around the front seats, giving a cockpit-style feel. Advanced technology also features strongly, and instruments are positioned to ensure they appear in ‘line of sight’, with controls in easy reach of the driver.

Every ‘touch-point’ on the new Accord looks and feels premium, particularly the seats, steering wheel, pedals and other key controls.

Cockpit style cabin The Accord’s interior layout has been carefully considered, and centres around the most important person in the car – the driver. The cockpit style cabin is enveloping, with the controls ‘wrapped around’ the driver.

The Accord is now wider by 80 mm which translates directly into a roomier, airier cabin. Shoulder width is now 65 mm greater, for example.

While the Accord’s overall height has been reduced (the saloon by 5 mm, the Tourer by 30 mm),

at the same time the cabin floor has been lowered by 10 mm, to give a sportier driving position.

Seats

A key area of focus on the inside of the Accord was the front seats, built to maximise both

comfort and support, with a blend of the best upholstery materials. Large, supportive bolsters in the front seats are designed to reduce any vibration transmission and their sporting shape hugs the driver, holding them comfortably in position.

Depending on specification, the seats are upholstered with either cloth (ES), half leather sports upholstery (ES GT and EX GT) or full leather (EX). On EX and EX GT grades, seat memory switches are located in the driver’s door, and can hold up to three seat positions.

driver’s door, and can hold up to three seat positions. A stubby, sporty, gearstick with short

A stubby, sporty, gearstick with short ‘throw’ ensures gear changes are snappy, while the three-spoke steering wheel – in a similar design to that in the Civic and CR-V – is black with silver trim and hosts a complete suite of controls – audio buttons on the left, cruise control on the right and the telephone buttons on the lower spoke. It is fully adjustable for reach and rake, with an extra 10 degrees tilt adjustment compared to the previous Accord.

An impressive main instrument panel with blue and red back-lighting and ‘floating’ needles on the rev counter and speedometer dials form the centre-piece of the dash and underline the more sporting feel of this latest Accord.

The LCD instrument display (in the centre of the speedometer) has a host of new features. Linked to the on-board computer, it’s able to display vehicle mileage and trip mileage, instant and average fuel economy, range, average speed, journey time, as well as outside temperature, seatbelt status (including rear seats) and displays status information on ACC, LKAS and CMBS, where fitted.

For the first time, the new Accord features a service reminder that lights up in the centre of the speedometer providing the driver with either the distance or days remaining to a required service, while an enlarged warning symbol appears when the service due date is imminent.

In addition, a new shift-indicator appears here too, advising the driver of the best point to change gear, in order to maximise fuel economy. Automatic transmission models instead feature the shift gate pattern and the lever position.

Eliminating noise We’ve listened closely to customer feedback, and improvements have been made to reduce NVH and interior noise levels on the new Accord, in order to create a relaxing driving space that reduces driver fatigue.

The new car has a more refined interior thanks to a range of measures that have increased sound absorption as well as sound insulation. Lightweight materials have also been used wherever possible to eliminate even the smallest of rattles.

How about this for imaginative engineering? There’s floor carpeting with both sound insulation and sound absorption; a series of dimples and beads incorporated into the floor panel which reduce acoustic radiation; a new floating rear subframe which lessens road noise; improved insulation within the door pillar structures and a lightweight noise package that includes an acoustic roof lining, acoustic trunk side lining, wheelarch insulators, and sound absorbing/insulating dashboard elements.

Intelligent climate control The Accord comes equipped with a dual-zone automatic climate control system that lets the driver and front passenger adjust the temperature settings to their individual liking.

Until now, intelligent climate control has only been available on the Honda Legend, but this E- sector technology will now be standard on all Accords with satellite navigation.

Hi-tech optical sensors determine the sun’s position and automatically adjust the interior climate accordingly, so that a constant and comfortable temperature is maintained throughout the cabin at all times. To use intelligent climate control, the ‘auto’ button on the centre console must be selected.

Higher specification models feature adjustable rear vents which provide rear seat passengers

with their own air conditioning. The centre console can also have cool or warm air pumped into it from this air feed – perfect for cooling or warming drinks.

Voice Activated Satellite Navigation We’ve worked hard to improve the quality and usability of our technology. DVD Satellite Navigation comes as standard on the EX grades and as an option on the ES GT grade. It now boasts an 8-inch screen, voice recognition in five languages (English, French, German, Italian and Spanish) and covers most European countries, including for the first time Poland, Slovakia, Hungary and the Czech Republic.

A directional microphone ensures only the driver’s voice is picked up and there are some other clever features, too:

• Voice operation is possible even in the middle of a conversation with a passenger as a microphone can distinguish between the driver’s and a passenger’s voice

• Wind down the windows, open the sunroof and the voice operation will still work

• It can learn different voice qualities of different drivers, so great for pool cars or if different people will be driving it on a regular basis

• All of this detection and directional ability also applies to the Bluetooth hands-free telephone kit (HFT), available as part of the Advanced Navigation Pack

The push-to-talk button on the steering wheel activates the voice control. A command such as “home” will prompt the system to plot the best route to the driver's house. To find the nearest restaurant or petrol station, just say the command and the system will find the closest and navigate to it.

Another useful feature of the navigation system is the RDS function which means the system can recognise live traffic hotspots and recalculate the ideal route to avoid the congestion.

means the system can recognise live traffic hotspots and recalculate the ideal route to avoid the
means the system can recognise live traffic hotspots and recalculate the ideal route to avoid the
means the system can recognise live traffic hotspots and recalculate the ideal route to avoid the
means the system can recognise live traffic hotspots and recalculate the ideal route to avoid the
means the system can recognise live traffic hotspots and recalculate the ideal route to avoid the

Bluetooth Hands-Free Telephone Accords fitted with the Advanced Navigation Pack will also have a Bluetooth wireless hands- free telephone kit (HFT).

have a Bluetooth wireless hands- free telephone kit (HFT). The new phone system has been improved

The new phone system has been improved from that on the previous Accord, and now allows the driver to automatically transfer a call started outside the car onto the HFT once the ignition has been turned to the ACC position. The user can now utilise the phone’s keypad to make calls as well as storing up to 50 names with a speed-dial number. More importantly all numbers can be accessed by HFT and speech recognition.

Thanks to the satellite navigation, it is also possible to import the phone books of up to six separate mobiles via the Interface Dial, up to 1000 names with a potential of 10,000 numbers! Once imported, numbers are accessed through voice command or by selecting ‘search imported phonebook’ on the screen, followed by a keyword search or by listing all records.

Reversing and parking Where fitted, the centre screen, used for satellite navigation, doubles up as a rear-view camera when reverse gear is selected. Located above the rear registration plate, the camera provides a view of the area directly behind the car (138 degrees wide and 91 degrees vertically).

In addition, the passenger side wing mirror automatically tilts downwards, when reverse gear is selected. A switch mounted in the driver-side door enables this function.

EX grade models are fitted with parking sensors as standard – four front sensors and four rear.

Sound systems Entry level (ES) Accords come with a radio and single CD player while EX grades or ES GT

models with the Advanced Navigation Pack have a high-powered Premium Audio system with a 6 CD changer unit located in the centre console that features 10 speakers and a sub-woofer. Volume of the sound system is linked to the speed of the vehicle to maintain an optimum volume throughout the entire journey.

MP3 players or iPods can be connected via a docking point in the centre console storage box, where an auxiliary jack point and power outlet can also be found.

Key fob The key fob has added functionality. There are separate buttons for the boot release, door locking and door unlocking. The first push of the door unlocking button unlocks the driver’s door only, a second push unlocks all four doors. On higher grade models it is also possible to close open windows and sunroof by holding down the door lock button (conversely, holding down the unlock button opens windows and sunroof).

“In real terms

395-litres

equates to four medium-sized golf bags or four large suitcases”

Rather than a lever on the door sill, the fuel filler cover is now linked to the driver’s door lock switch. Once it is unlocked, you simply press on the flap and it springs open.

Luggage space Even with the Tourer’s compact and stylish new proportions, there’s still ample luggage space. With all seats in place, there’s 395-litres (VDA), meaning it is still one of the best in its class. When the Tourer’s rear seats are folded down, luggage capacity increases to 672-litres (VDA – to window line) ensuring larger loads can still be accommodated. As an example, there’s still room for a mountain bike, without needing to remove the bike’s front wheels first.

The Tourer has a range of practical accessories to organise luggage and protect the boot interior. A cargo space divider and dog guard maximise the use of space while a tailor-made boot tray, a cargo mat and a boot edge protection mat, reduce wear and tear. There’s also a

tie down belt to hold luggage in place, a cargo net and boot side net.

The saloon’s luggage capacity remains best in class against other premium saloons with 467 litres (VDA) and a lower loading position of 678mm, down 80mm. Like the Tourer, it also has an exclusive boot pack which includes a cargo net, side pocket, and utility hooks on the underside of the rear shelf to hang shopping bags, all providing even greater practicality and flexibility.

The Tourer has easy to use, one-motion rear seats that can be collapsed easily in one motion and without removing the headrests, creating a virtually flat load space. The child seat tether anchors and seatbelts are also fully integrated into the seats, leaving a neat, flat surface for loading.

into the seats, leaving a neat, flat surface for loading. There’s additional under-floor storage too, adding
into the seats, leaving a neat, flat surface for loading. There’s additional under-floor storage too, adding

There’s additional under-floor storage too, adding 53-litres to the overall load space, plus storage areas concealed in the boot side walls – the left hand compartment used to store a hazard warning triangle and first aid kit.

“The idea was to meet the minimum requirements and then go beyond that”

Susumu Ota

Other practical touches on both saloon and Tourer include two lined pockets either side of the centre console, great for storing sunglasses, a large glovebox, lidded storage area to side of the steering wheel, large front door pockets, bottle holders in the rear door panels, and a large centre console box which doubles up as an armrest and is slide-adjustable. There are two cupholders in the centre console, and rear passengers have two more in the rear centre armrest.

Like its predecessor, the new Accord Tourer is available with a power operated tailgate – the key fob or a switch located in the boot’s lower edge operates this. When opening, an audible warning sounds and the indicators flash. There’s also an automatic close function, to save slamming it, which is ideal if there’s a sleeping child in the car. Safety measures include auto reverse when any resistance is detected, backed up by touch sensors located around the sides of the tailgate.

The latest tailgate design uses a thinner motor unit located in the roof lining which is quieter and impacts less on rear visibility.

Cabin colours There are two cabin colours: Premium Black - in which all trim elements are black except the grey roof lining; and Premium Grey, which has a grey trim complemented by a black section on the upper dash. Stylish interior contrasts are created using carefully selected metallic finishes throughout the cabin.

CHASSIS

Honda’s engineers have been quite clear about their aspirations for developing the Accord’s handling characteristics, with the BMW 3 Series openly discussed as a benchmark vehicle for chassis dynamics. Their brief was to create an Accord with a more involving driving experience, balanced with ride comfort and stability at high speeds, during cornering and under heavy braking.

The new Tourer and saloon now share the same platform – albeit a completely new one – as well as an all-new double wishbone front suspension and multi-link rear suspension, which together with increased rigidity, create a chassis that offers an involving yet comfortable ride.

The front suspension geometry has been configured to reduce pitch under braking compared to the previous Accord, while a larger compliance bush enhances ride comfort.

Similarly the rear suspension is designed to minimise lift under braking. Featuring two diagonal links, three lateral links and a high rigidity bearing, it is tuned to match the Accord’s quicker steering responses and contributes to a nimble yet solid feel.

Lowered centre of gravity and higher roll centre Lowering the position of the engines and fuel tank within the Accord platform has helped to shave 18mm off the car’s centre of gravity, improving cornering stability. Greater roll stiffness has been gained from the 75mm wider front and rear tracks.

Furthermore, the suspension geometry has been set up to raise the new Accord’s roll centre axis (the point about which it rolls during cornering). The result, in simple terms, means passengers can enjoy a stable, flat ride, minimal body roll, linear cornering feel and more control.

minimal body roll, linear cornering feel and more control. Greater ride comfort Finding the right balance

Greater ride comfort Finding the right balance between sharp handling and ride comfort is an eternal challenge for chassis engineers, and with the new Accord, a lot of time and effort was invested on delivering a car that cornered well, but also felt smooth and refined over bumps in the road.

This more comfortable ride is delivered through an increase in suspension rebound travel at both front and rear, larger compliance bushes in the front suspension and a floating rear subframe capable of greater absorption of bumps and road noise.

The Accord features dampers that use internal deflector plates, a first for a Honda production vehicle. While most conventional dampers are tuned to provide a compromise between ride comfort and sporty handling at different speeds, a new ‘Super Progressive Valve’ is engineered to provide ideal damping rates at both low and high speeds.

With a typical suspension unit, damping forces rise with the speed of damper compression, for example, hitting a series of bumps at high speed. This can cause significant ride harshness and noise inside the cabin. However, the new dampers are tuned to provide the ideal damping rates for comfort at low speeds, while also limiting maximum damping forces to reduce ride harshness at higher speeds.

In this way the Accord provides a wider range of comfortable ride quality and exceptional road holding under a wide variety of driving speeds and conditions.

“The target was to realise a secure driving feel in all conditions…We aimed to make the vehicle as stable, comfortable and safe as possible”

Kenta Amano

Deflector plate technology Honda’s new dampers automatically adjust compression damping characteristics to suit the car’s speed, cornering forces and road surface. The dampers use an ingenious “deflector plate stack” that deflects when the compression forces reach a certain level, such as when encountering a large bump or dip in the road at high speeds. When these severe forces act on an ordinary damper, oil cannot move quickly enough through the damping orifices and the effective damping rate climbs, resulting in an excessive shock transmitted into the vehicle body.

With the new system, when severe conditions are encountered, the plate stack deflects, allowing oil to pass through at a higher rate and in essence “capping” the damping rate at a preset level. This markedly reduces the shock transmitted into the body while enhancing handling stability and road holding.

While the amount of oil passing through the damper orifices always remains consistent in different situations, the Accord’s system allows an increased flow rate in extreme situations, thereby limiting the maximum damping rate. Deflection of the plate stack is carefully calibrated and controlled by spring pressure behind the plate stack. The simplicity of the new system also means that no electronics or movable valves are required.

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Higher rigidity To offer improved handling and a sportier driving experience, the new Accord’s body shell has been engineered to provide even greater body rigidity and reduced torsion.

Highly efficient load absorbing pathways in both the front and rear frames effectively deal with suspension input, through specific items such as an upper bar running between the two front suspension struts and additional strengthening in the fascia panel area and in the junction between the door pillars and roof structure. Rear suspension vertical rigidity has improved by 20 per cent, while front suspension horizontal rigidity has increased 35 per cent.

The rear structures of both body shells also have significant changes – on the saloon a key component is formed by the C pillars, the wheel housings and the floor cross member which form a complete structural ‘hoop’, while a similar arrangement in the Tourer is created by the tailgate opening, the frame of the rear side windows and again the wheel housings. Torsional rigidity in the Tourer is up by 20 per cent as a result.

High tensile steel Around 50 per cent of the Accord’s body, including the complete passenger cell frame and front and rear side members, is made from high tensile steel, which provides greater strength without additional weight. In fact 42 per cent of this is made up from ultra high tensile steel.

Superb braking The new Accord has greater stability when braking from high speeds, and a more solid feel overall. Excellent stopping power is achieved by larger brake callipers and discs.

The braking system also includes Electronic Brake force Distribution (EBD), anti-lock braking and Brake Assist, the latter helping drivers to apply full braking pressure when required.

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46 The 2.4 EX model has a high performance braking system with larger brake discs. Vehicle

The 2.4 EX model has a high performance braking system with larger brake discs.

Vehicle Stability Assist All Accords are now fitted with Honda's Vehicle Stability Assist (VSA) system which is designed to help the driver maintain control during cornering, acceleration and sudden manoeuvres by applying braking to the right or left hand wheels as necessary and managing the engine torque systems.

At its simplest level, VSA has a traction control function whereby it detects wheel slip under acceleration and coordinates the use of braking and engine torque to regain traction. In situations where the driven wheels are on surfaces with different levels of traction, such as a partially wet road surface, the system applies braking action to the wheel that's slipping,

allowing the tyre with better grip to move the vehicle. In addition, the system reduces engine output to minimise wheelspin.

An indicator light flashes on the instrument panel while the system is actively enhancing the car’s stability. There is also a switch to the side of the instrument panel which disables the VSA.

Trailer Stability Assist Trailer Stability Assist is now fitted across the entire Accord range. It’s a development of VSA which detects if the trailer is starting to yaw while being towed at speed. TSA uses a combination of torque reduction and individual wheel braking to bring the car and trailer back under full control.

In addition, towing weights have also been increased. The 2.4-litre i-VTEC is now capable of towing up to 1600kg, while Accords with the 2.2-litre i-DTEC engine can tow up to 1700kg. The 2.0-litre i-VTEC towing weight remains at 1500 kg.

Motion Adaptive EPS Motion Adaptive EPS is an innovative system using the capabilities of both VSA and EPS. The system detects instability in slippery conditions both during cornering and under braking and automatically initiates steering inputs aimed at prompting the driver to steer in the correct direction.

Steering control remains with the driver at all times, but this supporting steering torque is enough to prompt the driver to act and regain stability, allowing control to be maintained.

EPS is an advanced, speed sensitive Electric Power Steering system fitted on the entire Accord range which features a high output, low inertia brushless motor with enhanced rigidity providing excellent, precise and stable steering. A quicker steering ratio is also used in keeping with the Accord’s agile chassis characteristics.

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48 ENGINES The new Accord is powered by an engine line-up designed to meet the

48

ENGINES

The new Accord is powered by an engine line-up designed to meet the forthcoming Euro 5 emissions regulations. Honda’s second generation diesel engine, the i-DTEC, makes its debut on the car. The 2.0-litre and 2.4-litre petrol engines have also been refined to offer lower emissions and greater power.

2.2-litre i-DTEC

Key features:

Capacity: 2199cc

Power: 150PS

Torque:

Max speed: 131mph (saloon), 130mph (Tourer)

CO2:

350Nm @ 2,000rpm

148g/km (saloon), 155g/km (Tourer)

The all-new i-DTEC engine uses a combination of the latest injection technology, more efficient exhaust gas recirculation and a diesel particulate filter to create a diesel engine that’s even quieter, cleaner and smoother than the current i-CTDi.

With significantly reduced levels of NOx and particulates emissions, it will exceed the expected Euro 5 standards, while offering even better performance with increased power and torque levels.

The i-DTEC delivers 150PS at the same 4,000 rpm as the i-CTDi, and peak torque has also increased by 10 Nm to 350 Nm at 2,000 rpm. Together both power and torque improvements provide smoother acceleration, with the diesel cracking 0-62 mph in 9.6 seconds (9.8 Tourer) and a top speed of 131mph (saloon) and 130mph (Tourer).

Fuel consumption levels have been maintained, with the diesel recording 50.4mpg (saloon), making it well suited to the mile-munching regime of many corporate cars.

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50

An engineering evolution Most of you will be aware of the current i-CTDi engine – it appears under the bonnet of many Hondas in the current range and is widely regarded as one of the most refined diesel engines on the market.

“The diesel engine is superb, it is smooth, powerful and frugal.” What Car? “Honda’s i-CTDi is among the smoothest and most petrol-like units on the market.” Diesel Car

The i-DTEC is an evolution of the current i-CTDi. In direct response to customer feedback, Honda engineers were challenged to increase the maximum power of the diesel engine to improve driving characteristics. The result is an increase of 10PS, taking max power to 150PS. While doing so, they also added further refinement to the diesel powerplant, making the unit quieter, and the delivery of power even smoother.

i-DTEC in detail The i-DTEC is an all-new diesel engine from Honda, that builds and improves on the performance, fuel economy and emission efficiency of the award-winning i-CTDi diesel engine. It has an all-new cylinder block, head and most components have been changed or updated from the current diesel.

Like its predecessor, the refined i-DTEC engine is compact, lightweight, smooth and quiet, but there are a number of key changes designed to enhance overall efficiency.

The new i-DTEC engine is all-aluminium, transversely mounted, with 4-cylinders, DOHC, four valves per cylinder, a variable nozzle turbocharger and a second order balancer shaft.

However, the big difference is that the engine has been turned 180 degrees in the engine bay. This has allowed for the fitment of a new, integrated diesel particulate filter and catalytic converter.

Euro 5 compliance – NOx and Particulates

We all know that diesel engines emit lower levels of CO2 than petrol engines, but they generally emit much higher levels of NOx (oxides of nitrogen) and particulates. High levels of these emissions can contribute to poor local air quality (NOx) and contribute to human ill-health (particulates).

The challenge for engineers has been to create an engine that emits low levels of CO2, NOx and particulates. That’s what Honda is striving to achieve.

Euro 5 legislation will limit the amount of NOx and particulates that can be emitted from vehicles. All new cars will have to be Euro 5 compliant by September 2009.

The new i-DTEC engine – like all Accord engines at launch – will be one of the first Euro 5 compliant engines to the market, delivering dramatic reductions in NOx and particulates.

This is a key benefit of the new i-DTEC.

i-DTEC - NOx and Particulates improvement:

 

NOx

Particulates

Current Accord 2.2 i-CTDI Sport GT (17” alloys)

175mg/km

14.5mg/km

New Accord 2.2 i-DTEC ES GT (17” alloys)

146mg/km

2.4mg/km

Euro 5 Limits

180mg/km

5mg/km

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Diesel particulate filter The new exhaust arrangement dispenses with the underfloor catalytic converter and places the diesel particulate filter (DPF) in a close coupled position on the side of the engine. This new location reduces the fall-off in exhaust gas temperature, and means the DPF reaches working temperature more quickly, both of which improve DPF regeneration.

Contributing to a reduction in NOx levels is an improvement in Exhaust Gas Recirculation efficiency, with finer valve control and a water cooling system that can now be bypassed when required – to feed higher temperature gasses to the DPF, which aids regeneration.

A continuously variable swirl control valve, located in the intake manifold, provides fine control of the swirl ratio, to give the ideal combustion environment within the cylinders at all times. This helps to reduce noise levels (through reduced knocking) and produce smoother performance.

Piezo-injectors and multi-stage injections One of the key developments on the i-DTEC engine is the installation of Piezo-injectors. The traditional injector system used on the i-CTDi – a 1600 bar common rail system using solenoid injectors – has been swapped for an 1800 bar one using Piezo-injectors, able to provide more precise, multi-stage injections.

In the new i-DTEC system there are up to five fuel injections per phase, giving more precise fuel delivery, reducing noise and improving fuel consumption.

1. A pilot injection in the low to medium engine speed range

2. A pre-injection in high load and low engine speed conditions

3. The main injection – under all conditions and in isolation at high load/high speed

4. An after-injection at low loads and in the middle engine speed range for cleaner emissions

5. A post injection at low load designed to improve the CAT purification rate and allow regeneration of the particulate filter.

The fuel injection system interacts with a new, variable nozzle turbocharger to ensure optimum intake pressure is created. This allows higher pressures at lower speeds, as well as better fuel economy and reduced emissions through lean burn combustion.

It’s this constant ability to make adjustments to the combustion characteristics across all driving conditions that helps achieve improved performance while still meeting the increasingly stringent emissions requirements.

What is piezoelectric technology?

Certain crystalline materials (like quartz, Rochelle salt and certain ceramics) have piezoelectric behaviour. When you manipulate them in a certain way, often by applying pressure, you get a charge separation within the crystal and a voltage across the crystal that is sometimes extremely high.

For example, piezoelectric materials are often used in push button lighters. When you press the button, the popping noise you hear is a little spring-loaded hammer hitting a crystal and generating thousands of volts across the faces of the crystal. The voltage created is about the same amount as the voltage that drives a spark plug in a petrol engine.

Piezoelectric materials also work the other way: if you apply a voltage across the crystal, the crystal will change shape. The change is very slight in most cases, but it is enough to push or drive small items. For example, in digital watches with a beeping alarm, the beeper is a little piezoelectric speaker. In Honda’s i-DTEC engine, the piezo crystal controls precise fuel injection!

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HONDA AND DIESEL ENGINES Past, present and future

Honda firmly believes the most effective way to significantly reduce CO2 emissions in the UK is through developing petrol-electric hybrid technology. While a lot of other manufacturers are building small diesel engine city cars in order to bring their overall CO2 levels down to meet European emissions targets, Honda’s general direction is to put diesel engines into larger, family cars and develop hybrid technology for its smaller, more affordable and lighter weight vehicles.

Meanwhile, Honda’s development programme for the next-generation of cleaner diesel engines – which use advanced technology to reduce exhaust emissions – continues to motor ahead.

Phase one of the programme – compliance with forthcoming Euro 5 legislation – has already been achieved with the i-DTEC engine, which will power the new Accord.

Honda’s diesel journey i-CTDi In the early nineties, to meet growing demand for diesel power, Honda employed oil-burning engines from other manufacturers (ISUZU and Rover, for example), but they were never long- term solutions.

Honda’s involvement with developing its own diesel engine started with Kenichi Nagahiro, the company’s chief engine designer and the inventor of the celebrated VTEC engine. Mr Nagahiro hated diesel engines – he thought they were noisy, smelly and dirty. When asked to design Honda’s first diesel he flatly refused – unless he was allowed to start completely from scratch. The result is one of the cleanest, most refined diesel engines on the market today, the 2.2 i-CTDi that sits in the current UK Accord, Civic, CR-V and FR-V.

i-DTEC Mr Nagahiro has masterminded the Honda diesel development programme since its conception in 2002 and at the Frankfurt Motor Show in September 2007, he proudly presented the next exciting stage of its diesel engine technology: i-DTEC.

Meeting TierII/Bin 5 Euro 5 has already prompted manufacturers to build engines with cleaner exhaust gasses, but forthcoming emissions regulations – including TierII/Bin 5 in America – will target not just CO2, but also NOx.

Not a problem for Honda, as building a low particulate, low NOx, low CO2 diesel engine has always been part of the plan. Nagahiro-san’s overall aim has been to redefine “the diesel” and prove that a diesel engine can be powerful and clean.

Honda is currently developing an innovative Ammonia Catalytic Converter for its diesel engine exhaust systems. Just as three-way catalytic converters in petrol engines can reduce NOx emissions by as much as 99 per cent, this Honda converter will reduce NOx at a similar efficiency. The ammonia creates a chemical reaction that detoxifies the NOx and turns it into harmless nitrogen using a two-layer structure.

creates a chemical reaction that detoxifies the NOx and turns it into harmless nitrogen using a

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A diesel Honda engine equipped with such technology should comply with North America’s stringent Environmental Protection Agency (EPA) Tier II/Bin 5 emissions requirements, which stipulate that NOx emissions be no higher than approximately 43.5 mg/km. These requirements will be introduced in 2009.

Honda’s diesel engine Ammonia Catalytic Convertor technology will be launched in the US within the next two years.

will be launched in the US within the next two years. 56 PETROL ENGINES Honda has

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PETROL ENGINES

Honda has upgraded its advanced 2.0-litre and 2.4-litre i-VTEC petrol engines to offer more power and fewer emissions, and both are now compliant with Euro 5 legislation.

CO2 emissions have reduced from 176g/km to 170g/km for the 2.0 i-VTEC and from 214g/km to 209g/km for the 2.4 i-VTEC.

2.0-litre and 2.4-litre petrol i-VTEC Key features:

 

2.0-litre

2.4-litre

Capacity: 1997cc

2354cc

Power:

156PS @ 6,300rpm

201PS @ 7,000rpm

Torque:

192Nm @ 4,300rpm

234Nm @ 4,500rpm

CO2 saloon :

170g/km (man), 178g/km (auto)

209g/km (man), 204g/km (auto)

CO2 Tourer :

173g/km (man), 183g/km (auto)

215g/km (man), 211g/km (auto)

The two petrol engines offer a combination of impressive performance and fuel economy to meet customer demand. Both are now available with 5-speed automatic transmission or a 6- speed manual transmission – a new development for the 2.0-litre engine, which was previously only available with a 5-speed gearbox.

The 2.0-litre engine’s class leading fuel economy offers combined fuel consumption of 39.2mpg (saloon) and 38.7mpg (Tourer). Fitted with automatic transmission, the 2.0-litre engine uses 37.6mpg (saloon) and 36.6mpg (Tourer).

Power output has been increased slightly to 156 PS at 6,300 rpm, along with peak torque at 192 Nm at 4,300rpm.

Improvements in fuel consumption, power and torque have been achieved through increasing

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diameter intake valves, optimising valve lift timing and increasing inlet and exhaust air flow volumes. In addition, two catalytic converters – one close-coupled and one underfloor – ensure emissions have been reduced to exceed the expected Euro 5 requirements.

Comparatively, the 2.4-litre engine delivers a significant 201 PS at 7,000rpm and peak torque of 234Nm at 4,500rpm (up from 190 PS and 223 Nm) which is all the more significant given its improved fuel economy – now 32.1mpg for saloon and 31.3mpg for Tourer. With automatic transmission fuel consumption is 32.8mpg (saloon) and 31.7mpg (Tourer).

Behind the performance boost is a compression ratio increase from 10.5 to 11.0:1 plus larger diameter valves, revised valve timing, and reduced exhaust system pressures.

The drive-by-wire (electronic) throttle balances the switch between high output cams and fuel economy cams, making smooth and responsive adjustments to driver input. When paired with the automatic transmission and cruise control as well, the precision of those systems improves even further. The engine can be throttled by the engine management system during upshifts and downshifts, for faster, seamless shifting and the elimination of shift shock.

Getting technical Both petrol engines use Honda’s long-established VTEC system which is able to adjust the lift and opening duration of the valves. The system is complemented by Variable Timing Control (VTC) which takes into consideration engine load, controlling the phasing of the inlet camshaft. These work together to produce a remarkably broad and smooth power band with exceptional torque and horsepower.

Based on input from a position sensor located at the rear end of the inlet camshaft, the engine’s ECU varies the inlet camshaft position relative to that of the exhaust camshaft. In this way it can advance and retard the opening of the inlet valves.

During acceleration, VTC is set at a relatively small degree of valve overlap which provides the best output, the valve opening angle using the inertia of the intake air. In addition, as engine speed builds, the VTEC mechanism switches from the low speed cam to the high speed cam, but with the same degree of overlap.

At high engine speeds, there is much greater overlap which reduces pumping losses, maximises exhaust gas recirculation, and provides the best balance between fuel consumption and output.

Finally, at idle and low engine speeds during light load conditions, inlet valve opening is retarded for minimal overlap, generating strong swirl and therefore stable combustion.

Transmissions All three engines are paired to a 6-speed manual transmission, while the two petrol engines have the option of a 5-speed automatic transmission as well.

Currently, the i-DTEC can only be paired with a manual transmission – but an automatic will be available in 2009, creating Honda’s first automatic diesel.

The six-speed gearbox is new to the 2.0-litre petrol engine and gives optimised gear ratios and flexibility, excellent cruising characteristics and economy. Gear changes are characterised by short, quick, low effort shifting, helped by multi-cone synchronisers on first and second gears for lighter, more fluid gear change.

A new ‘Shift Indicator Light’ (or SIL), which appears in the centre of the rev counter, is included on manual transmission Accords. ‘UP’ or ‘DOWN’ is displayed to advise the driver of the optimum point at which to change gear, ultimately improving fuel efficiency. Honda’s testing has found following SIL commands achieved a fuel saving of five per cent!

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5-speed automatic The 5-speed automatic transmission available on petrol engine models features a wide spread of ratios to maximise ‘off-the-line’ acceleration and provide fuel-efficient cruising.

Its operation is now simpler and more logical to fully exploit its capabilities. Instead of two interlinked gates – one for conventional operation in auto and a parallel gate for sequential shifting – the new design is a simple ‘P R N D S’ gate. Slot the gear lever into Drive and the Accord will provide conventional automatic changing; if a more urgent response is required, then you can simply change down a gear using the steering wheel paddles, and once the car is identified as returning to cruising mode, the system reverts back to automatic operation.

Alternatively, move the shift lever to S mode for sportier change points and added engine braking effect. Using the steering wheel paddles in S mode provides a sequential shift mode, allowing manual shifting and gear hold. To heighten control and driver involvement, the shift logic in manual mode delivers quicker, firmer shifts than in fully automatic mode.

To help protect the engine and drivetrain from damage, an array of preventative features are active when the transmission is in manual mode. In second, third and fourth, the logic changes, and the transmission ECU cuts off fuel flow to the engine if there is a possibility of over revving.

In the rare situation where the fuel cut-off alone is unable to prevent engine over revving (as could happen on a steep downhill) the transmission will change up to prevent engine damage. And finally, when changing down, the transmission won't execute a driver- commanded downshift that would send the engine beyond the redline in the lower gear.

The system will also automatically select first gear as the Accord comes to a stop, to prevent pulling away in a high gear.

The latest automatic gearbox now has a kick-down ‘click’ system. Instead of a vague stab of the pedal to initiate the kick-down mechanism, the driver is given a clear indication of the point in the accelerator pedal’s travel at which the gear change will operate – once a ‘click’ is sensed, a further slight movement of the foot will initiate the down change.

A graphic of the shift lever position is provided in the centre of the rev counter dial for added

convenience.

Grade Logic Control When in automatic mode, the transmission includes an advanced Grade Logic Control System and Shift Hold Control, both of which help reduce gear 'hunting' and unnecessary gear changes.

Grade Logic Control alters the shift schedule when travelling uphill or downhill, reducing shift frequency, and improving speed control. Throttle position, vehicle speed and acceleration/deceleration are continuously measured, then compared with a map stored in the transmission computer. The Grade Logic Control System determines when the car is on a

hill; if this is the case, the shift schedule is adjusted to automatically hold the transmission in

a lower gear for better climbing power or increased downhill engine braking.

Shift Hold Control keeps the transmission in its current (lower) ratio when the throttle is quickly released and the brakes are applied (like when decelerating to enter a corner). Shift Hold Control leaves the chassis undisturbed by excess shifting during spirited driving, ensuring that abundant power is immediately available without a downshift, maintaining momentum and allowing rapid acceleration out of a corner.

The use of low friction clutches for all gears and the super-thin, highly efficient torque converter in the 5-speed automatic transmission contributes to the Accord’s excellent fuel economy.

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SECTOR-LEADING SAFETY TECHNOLOGY

The new Accord features a whole suite of advanced safety technology which places it firmly at the forefront of the category. Some of this technology is new to the Accord and new to the D-sector – it’s the first time CMBS has been available in this market, and it’s the first time ADAS technology has been available on all three engine variants.

technology has been available on all three engine variants. Honda’s Advanced Driver Assist System (ADAS) –

Honda’s Advanced Driver Assist System (ADAS) – which is available as an option on the EX and EX GT grades – comprises three separate technologies – Collision Mitigation Braking System (CMBS), Lane Keeping Assist System (LKAS) and Adaptive Cruise Control (ACC). HID Xenon headlights are also available as part of the ADAS option, which give superior visibility.

Collision Mitigation Braking System (CMBS) One of the most common causes of accidents is the delay between the driver acknowledging an oncoming accident and the taking of evasive action.

As a result, Honda has concentrated on pre-crash developments like CMBS, which improve the car’s response to critical situations. CMBS is particularly effective at minimising rear-end impacts.

A millimetre-wave radar sensor in the Accord’s front grille recognises a collision is imminent. CMBS reacts in three ways; the driver is given an audio warning and a visual brake warning. If no action is taken the alarm is given again and an E-pre-tensioner lightly tugs at the driver’s seatbelt as light braking is applied. If still no action is taken and the system decides that a collision is unavoidable, strong braking is applied along with strong seatbelt retraction.

CMBS will not bring the car to a complete stop, but it will aid the driver to avoid a collision, or lessen the severity if an accident does occur. As with all Honda driving aids, the driver remains in control at all times.

Lane Keeping Assist System (LKAS) Fatigue and distraction are serious issues for drivers, particularly those pounding the motorways for long periods of time, which is why Honda originally developed the Lane Keeping Assist System (LKAS).

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LKAS uses images from a camera mounted inside the upper front windscreen to recognise which lane the car is travelling in. If the car begins to cross the lane markings without driver input on the steering or indicators, it calculates the optimum steering torque to keep the car

in the centre of the lane.

A continuous warning beep is emitted when the car is about to cross the marking, and if no

response is taken the system self-steers using Electric Power Steering (EPS) to maintain the

correct course.

LKAS operates within a speed range of 45-112mph.

1. If the LKAS system detects the car is straying or changing lanes without driver input, it will give a visible warning on screen and then steer the vehicle back into position by applying up to 80 per cent torque to the steering

2. The system doesn’t intervene if you use the indicators or if you make a positive steering movement

3. Never be tempted to take your hands off the wheel – LKAS detects this after a few seconds and switches itself off…it’s not there to replace the driver completely.

4. Pressing the LKAS button turns the system off

Adaptive Cruise Control (ACC) Using the same millimetre-wave radar as CMBS, mounted in the grille, ACC measures the time (thus distance) to the vehicle ahead, while vehicle speed and yaw rate sensors detect the vehicle’s driving parameters.

ACC can maintain a set speed like a conventional cruise control, but in addition it can also automatically control vehicle speed and distance relative to the car in front, travelling in the same lane.

it can also automatically control vehicle speed and distance relative to the car in front, travelling

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When the distance to the car in front falls below a predetermined value (set by the driver), the system instantly decelerates the car through throttle control and if necessary by braking (with a force of up to 0.25 g).

In instances where quicker deceleration is required e.g. sudden braking by the car in front or being cut up, the system will alert the driver with a warning light and a buzzer, prompting them to apply the brakes. If the car in front changes lane or increases speed again, then the system will increase the speed back to the predetermined value.

ACC operates at speeds between 20-112 mph and providing the M ‘main’ switch is activated.

Safety in detail The Accord, as well as most other current Honda models, features an Advanced Compatibility Engineering (ACE) Body Structure, designed to enhance passenger safety in the event of a collision between multiple vehicles. ACE disperses and absorbs collision forces over a larger frontal area, and prevents misalignments with another vehicle’s safety structures helping to reduce damage to that car as well.

The new Accord incorporates many of the pedestrian-protection design features already familiar from recent Honda models. Research shows that features such as ACE dramatically improve a pedestrian's chance of survival if struck by a moving vehicle. Items include:

• windscreen wiper pivots designed to break away

• a new collapsible boxed frame structure beneath the base of the windscreen which provides impact energy absorption

• energy absorbing front wing mounts which help lessen injuries

• the bending structure of the bonnet hinges which help mitigate injuries

• a bonnet frame designed to bend and deform

• an unobstructed area beneath the bonnet allowing greater space for deformation

The new Accord is equipped with front seat active headrests which reduce the likelihood of neck injury in rear impacts. As the occupant is pushed against the seat back, a rigid plate in the seat presses a link to the headrest pushing it up and forward to support the head.

All models feature front seatbelt pre-tensioners and load limiters, dual stage front airbags, driver and front passenger side airbags, full length curtain airbags and ISOFIX fittings and tether anchor points for child seats.

The side airbags now have a dual chamber designed to offer optimum protection for the pelvis and the torso. As offset frontal impacts can lead to a rebound where there are strong lateral forces, the curtain airbags are now deployed to protect occupants’ upper bodies in such situations.

The front passenger seat airbags can be deactivated when using a childseat and the airbag status is displayed in the information display in the centre console.

deactivated when using a childseat and the airbag status is displayed in the information display in

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Saloon specifications

STANDARD EQUIPMENT

2.0 i-VTEC ES MAN/AUTO

2.0 i-VTEC ES GT MAN/AUTO

2.0 i-VTEC EX MAN/AUTO

2.4 i-VTEC EX MAN/AUTO

2.2 i-DTEC ES

2.2 i-DTEC ES GT

2.2 i-DTEC EX

2.2 i-DTEC EX GT

Engine

Type

SOHC i-VTEC

SOHC i-VTEC

SOHC i-VTEC

DOHC i-VTEC

DOHC i-DTEC

DOHC i-DTEC

DOHC i-DTEC

DOHC i-DTEC

Displacement

1997

1997

1997

2354

2199

2199

2199

2199

Maximum power (PS @ rpm)

156 @ 6300

156 @ 6300

156 @ 6300

201 @ 7000

150 @ 4000

150 @ 4000

150 @ 4000

150 @ 4000

Maximum torque (Nm @ rpm)

192 @ 4300

192 @ 4300

192 @ 4300

234 @ 4500

350 @ 2000

350 @ 2000

350 @ 2000

350 @ 2000

Recommended fuel rating (Research Octane Number - RON)

95 RON Unleaded

95 RON Unleaded

95 RON Unleaded

95 RON Unleaded

Diesel

Diesel

Diesel

Diesel

Fuel Economy (man/auto)

 

Urban (mpg)

30.1 / 27.7

30.1 / 27.7

30.1 / 27.7

23.7 / 23.5

38.7

38.7

38.7

38.7

Extra urban (mpg)

47.9 / 47.9

47.9 / 47.9

47.9 / 47.9

40.4 / 42.8

61.4

61.4

61.4

61.4

Combined (mpg)

39.2 / 37.7

39.2 / 37.7

39.2 / 37.7

32.1 / 32.8

50.4

50.4

50.4

50.4

CO2 (g/km)

170 / 178

170 / 178

170 / 178

209 / 204

148

148

148

148

Transmission

 

6

speed manual

Available

Available

Available

Available

Standard

Standard

Standard

Standard

5

speed automatic

Available

Available

Available

Available

-

-

-

-

Performance (man/auto)

 

Acceleration 0-62 mph (secs)

9.3 / 10.7

9.3 / 10.7

9.3 / 10.7

7.8 / 9.5

9.6

9.6

9.6

9.6

Maximum speed (mph)

133 / 131

133 / 131

133 / 131

141 / 141

131

131

131

131

Weights and Capacities (man/auto)

 

Boot capacity seats up (litres, VDA method)

460-467

460-467

460-467

460-467

460-467

460-467

460-467

460-467

Fuel tank (litres)

65

65

65

65

65

65

65

65

Kerb weight (kg)

1414-1514/1443-1544

1414-1514/1443-1544

1414-1514/1443-1544

1484-1575/1518-1607

1540-1632/-

1540-1632/-

1540-1632/-

1540-1632/-

Turning radius - kerb to kerb (m)

5.49

5.49

5.49

5.49

5.49

5.49

5.49

5.49

Maximum towing weight with brakes (kg)

1500

1500

1500

1600

1700

1700

1700

1700

Maximum trailer nose weight (kg)

75

75

75

75

75

75

75

75

Maximum roof load (kg)

60

60

60

60

60

60

60

60

Dimensions

Length (mm)

4726

4726

4726

4726

4726

4726

4726

4726

Width excluding door mirrors (mm)

1840

1840

1840

1840

1840

1840

1840

1840

Height (mm)

1440

1440

1440

1440

1440

1440

1440

1440

Wheelbase (mm)

2705

2705

2705

2705

2705

2705

2705

2705

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STANDARD EQUIPMENT

2.0 i-VTEC ES MAN/AUTO

2.0 i-VTEC ES GT MAN/AUTO

2.0 i-VTEC EX MAN/AUTO

2.4 i-VTEC EX MAN/AUTO

2.2 i-DTEC ES

2.2 i-DTEC ES GT

2.2 i-DTEC EX

2.2 i-DTEC EX GT

Wheels and Tyres

16" alloy wheels

-

-

-

-

-

-

17" alloy wheels

O

O

18" alloy wheels

-

O

O

O

-

O

O

O

Tyres

205/60R16 92V

225/50R17 98V

225/50R17 98V

225/50R17 98V

215/60R16 95V

225/50R17 98V

225/50R17 98V

225/50R17 98V

Wheels

16x6 1/2J

17x7 1/2J

17x7 1/2J

17x7 1/2J

16x6 1/2J

17x7 1/2J

17x7 1/2J

17x7 1/2J

Instant Mobility System (IMS) repair kit

Sports suspension

-

-

Instruments and Controls

Advanced Driver Assist System includes: Adaptive Cruise Control (ACC), Collision Mitigation Braking System (CMBS), Lane Keeping

Assist System (LKAS) and HID Xenon headlights with automatic headlight height and headlight washers*

(* HID Headlights available as standard on 2.2 EX GT)

-

-

-

O

-

-

O

O

Multi-function driver computer

Adjustable dashboard illumination - White

-

-

-

Adjustable dashboard illumination - Red

-

-

-

-

-

Cruise control

Digital odometer (A / B trip)

Audible headlight-on reminder

Illuminated ignition switch

Internally adjustable headlight height

•-

Front interior welcome light

Fuel filler release

External temperature gauge (built into odometer)

Digital clock

Automatic headlight height

-

-

-

-

-

-

-•

Front map lights

Rear interior welcome light

Low fuel warning light

Safety

Dual front Supplemental Restraint System (SRS) airbags

Dual side Supplemental Restraint System (SRS) airbags