India Cars

Civic is yet another global brand from the Honda stable and is sold all across the world. Its 8th generation car.  It is slated for launch this summer in India. Civic was launched in the year 1972 and has acquired a committed international fan-following over the years. Currently, the 8th generation Civic is being sold worldwide. Honda believes in always offering the latest & most contemporary product to our Indian customers. The Civic being launched in India is therefore the same model that is sold in the most developed markets in the world. 

Honda Civic would be available with the latest features which suit the requirements of the Indian market. A wide choice of colors would be introduced based on our studies on the taste of our Indian customers. The details on the above would be available at the time of launch.   Honda firmly believes in offering reliable, state-of-the-art technology cars at competitive, value-for-money prices. The Civic will be priced in keeping with these principles and the pricing of competing products in the Indian market. The exact pricing will be announced at the time of launch. 

Bookings for the Civic would start immediately from the date of launch at our dealerships. Civic is positioned in terms of design & technology as clearly one generation ahead of other offerings in its class. Honda offers the latest technology in its cars to deliver top of the class performance yet offering best-in-class levels of fuel efficiency. The detailed specifications would be available at the time of launch. 

Civic – a legacy lead by innovations, a legacy that marks an era of redefining technology, luxury, power and elegance. Achieving several milestones on its way towards perfection, the Civic embodies Honda’s quest of accelerating into the future by constantly surpassing the present. And it’s this incessant approach that’s earned it the envied stature and repute of being one of the most desired sedans worldwide. The Civic is a combination of futuristic technology and luxury that is defined as far beyond contemporary. Get ready to indulge in a driving pleasure that will leave you speechless. Honda Civic is more powerful and better equipped. With a spacious interior that seats five comfortably, the Civic will comes with a 1.7 liter, 115-hp, 4-cylinder SOHC engine.

Honda SIEL has launched the new model CR-V in India. There are small changes to the headlamp - the CRV now supports twin beam headlamps which definitely add to driving convenience at night - and to the tail lamps, definitely make the vehicle look more contemporary. The double chrome bars in the front grille gives ruggedness to the looks though as does the restyled bumper. Build quality remains as good as ever though there was a small problem with one of the rear doors - either the hatch or the fifth door - because the ‘door open’ light did flash on bad roads despite the doors being properly closed.

The engine is a 2354cc all aluminum 16-valve dohc engines producing maximum power of 154PS available at 6000 rpm and maximum torque of 215Nm available at 3600rpm but, that is not the important part, the power and torque figures are rather weighed down by the fact that this car weighs in at roughly 2 tons right. Honda has re-armed the CR-V with the Accord’s 2.4-litre four-cylinder engine, an advanced VTEC unit with an impressive 152bhp on tap. The gearboxes are new as well, a five-speed manual and auto instead of only a four-speed slush-box. The engine is revvy, and performance is very strong after 4000rpm. Acceleration is superb, especially when mated to the manual. With an upgrade of the engine, the brakes get an upgrade as well and the CR-V now has 246mm ventilated discs upfront and 262mm solid discs at the rear. The gearbox by itself is good and the gear ratios are well matched, that make for a good driving experience in both the city as well as outdoors.

MacPherson struts up front and doubles wishbones at the rear. The only thing that has really changed is the aluminium alloy wheels which have moved to 6.5JJx16in from the 6JJx15in that it sported earlier. These wheels are still shod with Bridgestone Duelers which are wider and of a lower profile as well - moving from 205/70 R15 to 215/65 R16. The only difference has been the move to slightly bigger wheels and the employment of larger sized brake discs. These definitely increase the vehicle dynamics though the ride suffers that teeny bit. It is as close to a car as any SUV we have seen but do not expect body roll and the other characteristics of such vehicles to disappear completely.

The CR-V model now features an additional one-way ball cam and pilot clutch system which detects slippage and responds by transmitting drive to the rear wheels instantaneously. The revised design has been introduced to provide the CR-V with better acceleration and hill climbing performance on slippery surfaces, as well as smoother responses and improved performance when accelerating around corners or pulling away from road junctions where understeer has set in. It means the dual pump system matches the best electronically controlled 4WD systems.

There has been an engine upgrade and there has been a shift to a manual transmission both of which add to the performance. Consequently the CR-V is quicker in a straight line and has a higher top speed of 185.8kmph. The 100kmph from a standing start comes up in 10.76 seconds which is remarkable for a vehicle of its size and weight. The CR-V returns 8kmpl while driving in the city with the air-con switched on and 14.8kmpl while driving on the highway at 80kmph with the air-con switched off. With a 58-litre fuel tank and an overall fuel efficiency of 9.7kmpl the CR-V has a range of 563km.

The headrests have also been redesigned to offer better rear visibility. A new Kenwood system has been installed and although it utilises the double din space provided, my personal preference was the Alpine system. There is also a headlight level adjustment device now.

Honda SIEL introduced its SUV Honda CR-V. The CR-V is look rugged and seat you high up, but trade serious off-road performance for on-road refinement. The CR-V is Honda’s brainchild - created to mix the best of both worlds - sedans plus SUVs.  It has a good styling and the Accord’s 2.4 petrol engine.

The large, double-barreled headlights, the integrated bull-bar in the bumper, the tailgate-mounted spare and the tall stance give it SUV credentials. The tailgate glass opens separately for added convenience. The face-lift has also eliminated the black bumpers. A nice touch is the mini wing-mirror, which makes reversing easier. From the side and rear, the styling is conventional, but attractive.  The chassis is a monocoque construction, and comes with a sophisticated, all-independent suspension. A toe-control-link strut suspension makes handling more predictable and stable in the front. The rear has a reactive link double wishbone system.

As for the real time 4WD system, it works full time with bulk of the power being transmitted to the front wheels unless called for in sticky situations like dirt or gravel roads, imparting more stability and traction in the bargain. This system is a boon in snowy conditions, but then, this is India, a tropical country. The system helps save on fuel as well compared to regular and conventional 4WD systems. This is not a true off-road system though, without a dual-range transfer case or locking differentials or anything of the sort.

A foldable central tray makes good use of the space between the front seats. The central console is also full of storage spaces. To make space for the large central box, the CD player is mounted at eye level, the air-con controls mounted low. The height-adjustable driver’s seat and steering allow you to get that all-important view over the bonnet. The sole problem lies in the quality of the plastics, which doesn’t fit the price tag. The upgrade has made the interior two-tone, which now looks far better, and added good-looking electro-luminescent dials. A new and practical touch is the boot floor, which lifts out to form a picnic table. There is no third row of seats.

The CR-V manages 7.4kpl in the city, and 9.5kpl on the highway. The CR-V is no match for a car on the road, but it handles well, and with larger, 16-inch wheels and up-rated suspension, it is more stable and grippy than before. The steering is responsive and direct, and instils confidence. The CR-V’s suspension is on the soft side, but it blends ride and handling fairly well. The CR-V feels supple on most surfaces, and yet it doesn’t heave and pitch when hustled across a bad road; only the largest dips cause the CR-V to lose composure. The softer suspension settings and higher centre of gravity mean that it rolls a fair bit in corners.

In town, the CR-V is a breeze to drive. The high seating position is a boon, and visibility is good. The CR-V is pretty disappointing off-road, even though the 4WD system is now better. Traction isn’t great, and the real-time four-wheel-drive system doesn’t always kick in quickly enough. The low side step tends to beach the CR-V on high mounds — not good for off-roading.

Honda SIEL introduced its new version of City ZX. City ZX comes with four variants i.e. ZX VTEC, ZX EXi, ZX GXi and ZX CVT.  The design liberates more space on the inside. The City has a cab-forward posture with a sharply raked front windscreen that ends over the front wheels. The ZX’s slightly longer wedge-like nose features sharply-etched headlamps, Honda’s updated corporate grille and sportier bumpers.  Honda has tried to lessen the visual bulk from the rear three-quarters appreciated to the wider tail-lamps and the different bumpers.

The interior is large and airy, with plenty of glass area and light colours everywhere. This one is classy and sporty, and uses quality materials. The three hooded dials look great and the controls look great. The seats are comfortable, with good support and plenty of legroom. There are plenty of storage areas and good standard equipment, including steering and seat height adjustment and an Alpine stereo. Visibility is good. However, the huge windscreen means the car heats up very quickly in the sun. There are some areas that could be improved upon: the ‘wood’ in the cabin is unconvincing, there’s only a temperature warning light instead of a proper dial, a folding armrest instead of a split/folding rear seat, and a lack of safety equipment. The VTEC version comes with slightly spruced up interiors with aluminium inserts that look smart.

Honda is driven by iDSI, VTEC Engine and CVT technology. iDSI results in Maximum Fuel Economy Meets Reasonably Good Power. Honda’s intelligent Dual and Sequential Ignition (i-DSI) engine is the second i-Series engine, next to i-VTEC, that employs compact combustion chambers and two spark plugs per cylinder with individually controlled ignition timing for more rapid and complete combustion. Narrower valve angles and other refinements have been employed to make the combustion chambers as compact as possible.

Honda CITY ZX also comes with the latest version of original Honda Variable Valve Timing and Lift Electronic Control (VTEC) engine that employs compact combustion chambers and new design intake port with Narrow Valve angles for Rapid Combustion and reduced friction leading to compatibility of fuel economy and powerful dynamic run.

The operation of a CVT (Continuously Variable Transmission) differs from that of conventional auto transmission, as there are no individual gear ratios, thus eliminating shift shock and lapses as ratios change. It’s like having a single ratio, which operates throughout the rev range. The CVT computer continually monitors throttle opening and duration, and automatically changes driving mode for optimum control. It has an optimized belt speed ratio range and direct control of pulley side pressure to enhance transmission efficiency and fuel economy.

The City ZX is primarily an urban cruiser, and everything, from its engine to its gearbox and chassis, has been geared up for that. The car uses a very sophisticated 1.5-litre four-cylinder petrol, which is very different from the earlier City’s. The i-DSI motor fires two sparks per cylinder for efficient combustion and has been mapped for good low-end torque, rather than top-end performance. As a result, this 77bhp motor is extremely useable at city speeds, helped along by the short gear ratios. It is also very quiet and smooth and the manual gearbox extremely slick and pleasant to use. The City will also cruise quite happily on the highway, but ask it to overtake in a hurry and it will neither respond as quickly as you’d like nor give you the sort of top-end whack you really want. The City works particularly well with the optional CVT transmission. It also has a Sport and a Low mode, the first giving harder acceleration, the second keeping the transmission in a low ratio, which makes it easier to climb slopes. There is a performance drop as compared to the manual.

The new VTEC with its 100bhp engine is a good highway car, and gratitude to it being pretty tractable (it pulls from as low as 1500rpm), city driving is effortless. As with all Honda engines, it is smooth and refined and the extra power doesn’t have a huge impact on fuel economy. The VTEC returns 10.5kpl in the city and an impressive 16.3kpl on the highway. The i-DSi engine returned a superb 10.9 and 16.6kpl in manual guise, and the CVT returned a very respectable 8.9kpl (city) and 14.5kpl (highway).

The City also has a well laid out chassis and comes with all four disc brakes, ventilated up front and solid at the rear, which is great help during crunch situations, but Honda have not provided ABS(anti-lock brakes) even as an option. This Honda has excellent dynamics, the chassis although a bit flexi when fully loaded is able to transfer weight quite well, but the steering is too light at low speeds and as the speeds rise, you feel bit detached from the action due to this lightness of the steering. The extremely disappointing thing about this car the tires, 175/65 R14. These tires wreck the car’s overall dynamics, they lock up too easily under pressure from the ventilated discs and during cornering, they are unable to cope with the kind of cornering and the amount of power that this car is able to transfer to the tarmac.

In case of an accident, the impact absorbing wiper pivots soften the force of the collision. The bonnet too, is impact absorbing. There is an empty space between the bonnet and the engine, which tries to ensure that no one is very seriously injured. The collapsible bonnet hinge is easily deformed in the event of a collision to help reduce injury to pedestrians. The impact absorbing fender is structured to reduce the force of impact.

Underneath the skin, the City is a very modern car, with a well-designed, stiff frame, MacPherson struts up front and an H-type torsion beam at the rear. The ZX rides much better now thanks to revised spring and damper rates. The VTEC comes with disc brakes all around, but ABS is not even on the options list.

Honda SIEL introduced ZX- GXi on India Road. Every aspect of the city styling is very functional; it has short overhangs, both front and back. It has a short roof and a steeply raked bonnet, the angle being followed by the windscreen. Adequately big rear window, ample glass area all round and very well designed interiors.

The bonnet of the city is so short that it makes the car easier to drive in the city; the short overhang means that you don’t have to constantly keep a check on the where the other end of your bumper is. The turning circle radius is just 4.9m. The short boot also follows the same principle, it helps when you are reversing. The engine bay, though pretty small is able to house the engine, transmission, and compressor and so on, but the clever bit is that these components are so placed that they liberate a lot of cabin room. The high rake front and rear windscreens mean that glass area is very high and hence the cabin feels very airy inside.

GXI version comes with a single CD in dash Alpine MP3 player and 4 speakers as standard. Interiors are very impressive, the steering wheel which is now height adjustable and comes clad in leather with prominent chrome Honda ‘H’ at its wheel. The wood panels along the doors also match well with the overall make up of the car. The front seats are 3 way adjustable, heights included.

The power mirrors are extremely helpful and neatly designed, the beige interior stretches all the way to the floor, and is very pleasing to the eye. The top of the dashboard is black; hence no reflections off the dashboard on the glass, even on sunny days. The 3 dome meter console is beautiful, especially at night when the dials are orange and the needle is red, it lacks a temperature gauge which gets replaced by 2 warning lights, one for high and another low engine temperature. Though the interiors may seem very plush and comfortable, lumbar support is bit lacking and thanks to the color of the interiors, maintenance may prove expensive.

The relationship between the c-pillar and the boot of the city was rather odd in the outgoing model and seemed to make the city look rather different, this has been worked on and now the lines flow a lot smoother. A new look bumper and tail lights make the rear end of the car look far more desirable. Boot space which was always very good is further increased (from 490 to 500liters).

The Engine here is a 1497cc 4 cylinder naturally aspirated petrol, with muti-port electronically controlled fuel injection and iDSI (intelligent dual spark sequential ignition). It is mated to a 5 speed synchromesh manual gearbox. This engine develops 77ps of power at 5000 rpm and 12.8kg-m of torque at as low as 2700rpm. The engine has been designed keeping in mind tough city conditions, where speeds hardly climb above 60kph. Torque is readily available just above idle and just like the CR-V; this car is very comfortable in fifth gear doing just 40kph.

The transmission is also designed with an eye on fuel economy, trying to minimize the gearshifts during city runs by keeping the engine at low revs. The transmission is neat and clunky though the gear lever. The clutch requires a little bit of getting used to and does not really like getting burnt. As long as one is in sedated mode, the Honda never ceases to impress and loves every inch of urban road, soaking in the dirt, the heat and the grime like an elephant chews grass, but shift into cheetah mode and the Honda disappoints slightly.

The city comes with 175/65 R14 tires mounted on 14×5 1/2JJ steel wheels. Bumps and humps are absorbed with a neat thud, letting you know that you went over it but not letting you feel it. Ride is quite nice even at very low speeds and gets better in the 40 to 60kph range. Corners are handled quite well at low speeds; the suspension is not exactly old city style, so under steer is quite easily provoked at three digit speeds or during hard cornering.

Honda SIEL introduced its new version of City ZX. City ZX comes with four variants i.e. ZX VTEC, ZX EXi, ZX GXi and ZX CVT. The design liberates more space on the inside. The City has a cab-forward posture with a sharply raked front windscreen that ends over the front wheels. The ZX’s slightly longer wedge-like nose features sharply-etched headlamps, Honda’s updated corporate grille and sportier bumpers. Honda has tried to lessen the visual bulk from the rear three-quarters appreciated to the wider tail-lamps and the different bumpers.

The interior is large and airy, with plenty of glass area and light colours everywhere. This one is classy and sporty, and uses quality materials. The three hooded dials look great and the controls look great. The seats are comfortable, with good support and plenty of legroom. There are plenty of storage areas and good standard equipment, including steering and seat height adjustment and an Alpine stereo. Visibility is good. However, the huge windscreen means the car heats up very quickly in the sun. There are some areas that could be improved upon: the ‘wood’ in the cabin is unconvincing, there’s only a temperature warning light instead of a proper dial, a folding armrest instead of a split/folding rear seat, and a lack of safety equipment. The VTEC version comes with slightly spruced up interiors with aluminium inserts that look smart.

Honda is driven by iDSI, VTEC Engine and CVT technology. iDSI results in Maximum Fuel Economy Meets Reasonably Good Power. Honda’s intelligent Dual and Sequential Ignition (i-DSI) engine is the second i-Series engine, next to i-VTEC, that employs compact combustion chambers and two spark plugs per cylinder with individually controlled ignition timing for more rapid and complete combustion. Narrower valve angles and other refinements have been employed to make the combustion chambers as compact as possible.

Honda CITY ZX also comes with the latest version of original Honda Variable Valve Timing and Lift Electronic Control (VTEC) engine that employs compact combustion chambers and new design intake port with Narrow Valve angles for Rapid Combustion and reduced friction leading to compatibility of fuel economy and powerful dynamic run.

The operation of a CVT (Continuously Variable Transmission) differs from that of conventional auto transmission, as there are no individual gear ratios, thus eliminating shift shock and lapses as ratios change. It’s like having a single ratio, which operates throughout the rev range. The CVT computer continually monitors throttle opening and duration, and automatically changes driving mode for optimum control. It has an optimized belt speed ratio range and direct control of pulley side pressure to enhance transmission efficiency and fuel economy.

The City ZX is primarily an urban cruiser, and everything, from its engine to its gearbox and chassis, has been geared up for that. The car uses a very sophisticated 1.5-litre four-cylinder petrol, which is very different from the earlier City’s. The i-DSI motor fires two sparks per cylinder for efficient combustion and has been mapped for good low-end torque, rather than top-end performance. As a result, this 77bhp motor is extremely useable at city speeds, helped along by the short gear ratios. It is also very quiet and smooth and the manual gearbox extremely slick and pleasant to use. The City will also cruise quite happily on the highway, but ask it to overtake in a hurry and it will neither respond as quickly as you’d like nor give you the sort of top-end whack you really want. The City works particularly well with the optional CVT transmission. It also has a Sport and a Low mode, the first giving harder acceleration, the second keeping the transmission in a low ratio, which makes it easier to climb slopes. There is a performance drop as compared to the manual.

The new VTEC with its 100bhp engine is a good highway car, and gratitude to it being pretty tractable (it pulls from as low as 1500rpm), city driving is effortless. As with all Honda engines, it is smooth and refined and the extra power doesn’t have a huge impact on fuel economy. The VTEC returns 10.5kpl in the city and an impressive 16.3kpl on the highway. The i-DSi engine returned a superb 10.9 and 16.6kpl in manual guise, and the CVT returned a very respectable 8.9kpl (city) and 14.5kpl (highway).

The City also has a well laid out chassis and comes with all four disc brakes, ventilated up front and solid at the rear, which is great help during crunch situations, but Honda have not provided ABS(anti-lock brakes) even as an option. This Honda has excellent dynamics, the chassis although a bit flexi when fully loaded is able to transfer weight quite well, but the steering is too light at low speeds and as the speeds rise, you feel bit detached from the action due to this lightness of the steering. The extremely disappointing thing about this car the tires, 175/65 R14. These tires wreck the car’s overall dynamics, they lock up too easily under pressure from the ventilated discs and during cornering, they are unable to cope with the kind of cornering and the amount of power that this car is able to transfer to the tarmac.

In case of an accident, the impact absorbing wiper pivots soften the force of the collision. The bonnet too, is impact absorbing. There is an empty space between the bonnet and the engine, which tries to ensure that no one is very seriously injured. The collapsible bonnet hinge is easily deformed in the event of a collision to help reduce injury to pedestrians. The impact absorbing fender is structured to reduce the force of impact.

Underneath the skin, the City is a very modern car, with a well-designed, stiff frame, MacPherson struts up front and an H-type torsion beam at the rear. The ZX rides much better now thanks to revised spring and damper rates. The VTEC comes with disc brakes all around, but ABS is not even on the options list.

Honda Siel introduced The Accord 2.3 VTi MT is a long car. Honda is amazingly light on its feet and responds easily to your inputs at the wheel. The chassis doesn’t pitch at all and displays impressive straight line stability. The design is characterised by the typically large front windscreen, wide bonnet and slender pillars, it’s the clear, multi-lamp headlight cluster that gets your attention. The large rear tail-lights look distinctive and stand out of the conservative shape. A deeper airdam with fog lamps and generous skirts would have improved the looks considerably as would alloy wheels which are surprisingly not standard fitment. Instead, the Accord comes with steel wheels with smart wheelcaps.

With the increase in size Honda also found it essential to improve torsional rigidity, which they claim is 25 percent better than the outgoing model. It uses thicker gauge metal and extra cross members in the floor. As a result, the Accord feels pretty solid with virtually none of that typically tinny Japanese feel. And yet, Honda has managed to control the weight of the car which at 1380kg is light for a car of this size, the light engine a contributory factor.

The suspension system of the Accord is also impressively specified. A large-diameter front spring improves ride and the roll centre of the front suspension has been lowered in an effort to reduce understeer. The front suspension also uses a very effective upper wishbone to control wheel movement through its travel. The Accord’s five-link rear suspension is bolted to a highly rigid subframe that helps the suspension arms locate the wheel even better. The Indian version of the Accord uses a raised suspension, with spring and shock settings being carried over from the Thai version. Disc brakes with ABS all round is standard.

The interiors are again typically Honda, extremely functional and logically laid out but devoid of any design flair. It has an eight-way power-adjustable seat and a tiltable steering wheel (which doesn’t telescope). It’s extremely easy to find a driving position you’re comfortable in the large front seats which have all the bolstering in the right places. Unlike in the City, the central console which has two storage bins doesn’t foul with the elbow during gearchanging and the overall ergonomics are superb with the steering wheel and instrumentation well located. A big disappointment however was the feel of the light/wiper stalks which are similar to the City’s. They feel flimsy and out of place in a car of this class.

The climate control system is brilliant and temperature can be controlled with a dial that adjusts temperature in one-degree steps. Though there are no dedicated vents for the rear seats, the air con with its generous vents up front keeps the entire cabin sufficiently cool. It was best to keep the blower speed on ‘auto’ mode as it adjusts the fan speed to suit temperature requirements in the cabin. Sound quality from the Clarion system will satisfy most audio buffs with a wide range of adjustments. The panel display is large and easy to read and a remote, useful for chauffeur-driven passengers, is standard. What’s disappointing is that Honda has opted for a built-in CD unit which only takes one CD.

A neat touch is the power- retractable wing mirrors which fold in at the press of a button. This feature is particularly useful in India where it’s safer to tuck your mirrors in and out of harm’s way from pedestrians and cyclists when the car is parked.

Cubby holes, door pockets and cup holders are found everywhere. The interiors are garnished with fake wood which looks tasteful but leather is surprisingly not an option. Leather would have added richness to the interiors, which the drab-looking beige seats fail to do. Safety features like driver and passenger side airbags and three-way seatbelts for all but the fifth passenger at the rear have been provided as standard. A large amount of insulation material has been used on the floor of the Accord and this effectively keeps suspension and road noise down to very acceptable levels. The boot is huge with massive depth and well proportioned as well to make the most of luggage space.

Honda chose to power the Indian Accord with a 2.3-litre VTEC engine borrowed from the Accord Wagon, instead of the standard 2.2-litre unit that powers the sedan in the other markets. The thinking is that for Indian driving conditions, torque and drivability are of paramount importance. The 2.3-litre engine with its additional cubic capacity and ‘undersquare’ design has been optimised more for torque than outright power.

Originally putting out 160bhp using Japanese fuel, the power of the Indian Accord has been reduced to 141bhp at 5700rpm due to a drop in the compression ratio to 8.9:1. The culprit as ever - our low octane fuel. Amazingly maximum torque of 19.5kgm is attained at a high-ish 4800rpm, just 900rpm shy of where max power is produced. The use of VTEC technology allows Honda engineers to optimise this engine for both bottom end as well as top-end performance. Drive an engine with variable valve timing and you get the best of both worlds, drivability in which to potter around the city all day and bags of power to chew up the expressway.

The Accord gets to 100kph from a standstill in 10.12 seconds, a figure that’s to be expected from a car with a power-to-weight ratio of 102.2bhp/ton. Though the engine note gets a touch harsh above 5000rpm, it’s never loud or obtrusive, especially at the rear.

Because of Honda’s choice of a larger engine meant fuel economy was bound to suffer. It gives 7.9kpl in the city and 11.9kpl on the highway. A tank of 65 litres should give a range of 620 kilometres. The Accord’s chassis and suspension are tuned so well for Indian roads conditions that it takes most of our damaged tarmac in its stride without the passengers needing to pay undue attention to the road below. The controls are light, direct and despite the Accord’s size it’s a pleasure to drive. The 2.3-litre VTEC engine is simply a marvel.

The Accord is well equipped with standard safety features like airbags and ABS. But bring the substantially cheaper and better equipped top-of-the-line Sonata into the picture and you feel shortchanged with no leather interiors and alloy wheels.

Honda Siel introduced The Accord 2.3 VTi AT is a long car (4810mm).  This is so because of the marked nature of its trunk. The Accord looks best in its front three-quarter form what with its huge and deep wraparound bumper giving it great look. Above it resides the new pentagon-shaped grille with the ‘H’ symbol residing prominently in the centre. The vee-fluted bonnet merges well with this grille on either side of which reside the free-formed multi-reflector headlights. These may not be the pencil thin type as seen on some of the hotter versions but they do strengthen the already brilliant front end. The steeply raked windscreen and the slender pillars along with the large glass area lend an artistic touch to the entire form. This is further accentuated by the strong nose-to-tail character crease with a clearly defined shoulder which is carried right through to the rear. At 4810mm in length and 1785mm wide, the Accord is a large car by Indian standards.

The overall body structure and suspension, the Accord is an exposure. It employs Japanese approach in using as little metal as possible to achieve high levels of torsional stiffness and strength while at the same time going easy on weight. The Honda engineers have thoughtfully added hydraulic transmission and engine mounts to reduce NVH levels. Helping things further is the adoption of the front sub-frame which provides a rigid mounting point for the front suspension while being designed for controlled deformation in the event of a head-on collision. A similar layout is also adopted at the rear, making for ease and lower cost of repair in case of accidents.

Tailored blanks and laser welding of certain crucial sheet metal panels also contribute their louse in shedding weight without sacrificing strength. The Accord also has various sound deadening measures installed at crucial locations which helps isolate harsh vibes and reduce noise remarkably.

The front suspension of the Accord comprises of Honda’s double wishbone set-up. This allows larger diameter, lower rate springs to be employed which results in a softer, more pliant ride without upsetting the handling in any way. The fully independent five-link rear suspension is essentially a double-wishbone design with three parallel lateral links, one lower diagonal link and one upper diagonal link. Honda’s thought process in employing such a multi-link set-up seems to suggest a more effective separation of the effects of different forces acting on the rear wheels. The two widely spaced diagonal links deal with most of the braking forces fed from the wheel, while the three lateral links control camber and toe changes brought about by the lateral forces generated when cornering. Honda has further used highly engineered bushes at the ends of each link to achieve a very high level of ride quality.

The two diagonal links form a Watt linkage when viewed from the side of the car: the front trailing link attaches to the wheel upright below the axle while the rear link attaches above the axle. Together they control the upward movement of the wheel so that it does not interfere with the rear bulkhead of the cabin. The large mechanical compliance built in helps reduce NVH, enhances ride quality and aids packaging (a smaller rear wheel arch is needed thereby increasing rear seat comfort while at the same time making do with a smaller wheelbase).

Gratitude to the 2715mm wheelbase and the wide track (1555mm front, 1535mm rear) plus the ingenious thought adopted in the overall suspension layout plus the compliance in the floating front sub-frame, the Accord, for a large car, has tremendously sharp handling coupled with a very compliant ride. Power assisted rack and pinion steering gear is employed and the Accord sports disc brakes (260mm dia front & rear) on all four wheels with the front units being of the ventilated type.

The Accord powered by a sohc four-cylinder engine with four valves per cylinder. This long stroke unit - sporting a 86mm bore and a 97mm stroke - displaces 2254cc and is an all aluminium alloy unit which meets not only the Indian emission norms but also meets the more stringent Euro III legislation. The engine is an extremely smooth performer and whenever power is demanded, it comes through in so creamy a measure to be wholly intoxicating.

The Accord’s 2.3 VTEC engine develops 141bhp at 5700rpm and a prodigious 191Nm of torque at 4800rpm. The Accord 2.3 VTi, to give the car its exact designation, comes with a choice of either a 5-speed manual gearbox or a four-speed automatic. The four-speed automatic features Honda’s advanced highly effective Grade Logic Control (GLC) intelligent system which allows near seamless motoring over variable road conditions, in particular the ghat road sections. It packs in a linear solenoid to control the hydraulic pressure to the gear clutch packs, providing more progressive clutch engagement and faster, smoother shifts.

The engine is ticking over at standstill is the soft muted rumble from the exhaust. It gives zero to 100kmph dash in 12.98 seconds and went from zero to 150kmph in 30.83 seconds. With a controlled approach and a light throttle pedal, the engine was ticking over at just around the 2400-2500rpm mark and the car had settled into a nice 110-120kmph rhythm with a purring that was almost inaudible. The finely matched ratios as also the intelligent mapping of throttle position and load by the GLC unit in the auto ‘box will delight many drivers, even those who still prefer manual transmissions. It is no harm to experience the joys of a good auto ‘box and the one in the Accord is surely deserving of this description.

Fuel efficiency of 6.82kmpl. However, with some fair amount of use, getting to grips with the automatic transmission and letting this intelligent ‘box to do the trick, the Accord averaging close to 8.1kmpl, with the air con on. On the highway in easy mode, we achieved 13.5kmpl and when pressed hard she delivered 11.7kmpl.

The steering is the first positive aspect because the feel provided is so linear in its action that the steering angle is more or less directly proportional to input by the person at the wheel. In fact just caress the steering and let the front end bite and steer into the direction you are willing it to. Another trait which will delight is its demeanour in flat cornering situations. The Accord exudes just a slight hint of roll to really power through without pulling woollies in the bellies of the occupants.

Out on the highway the Accord is well planted and offers sure-footed poise which is both safe and confidence inspiring. The handling is something to revel in provided you do not overdo the right foot bit. In fact the uninitiated could be caught out by the creamy-smooth power delivery which disguises the release of the 141 horses.

Ride quality is one of the greatest attributes of the Accord.  This Honda rides the bumps well, and the changing road surfaces are tackled in an honest to goodness manner with next to no intrusion or nasty upheaval to the occupants. Finally the brakes. Being an automatic, one has to have immense faith in the brakes to haul the Accord VTi AT down to safe speeds. And even though GLC does help in the retardation to some extent, the 260mm disc brakes all round do their job perfectly. Having ABS as OE is another boon but one doesn’t have to worry about brake fade or lack of bite or any such thing.

The interior is modern and pleasing. The dashboard with its blend of soft and hard touch features looks the part but being done entirely here in India, it can do with slightly better fit and finish. The overall light coffee and cream shade approach is pretty good and pleasing with the premium quality moquette fabric.

The dashboard layout is pleasing with the large clocks on the instrument panel delivering the right info to the driver in a most clear yet soothing manner. The central console features an efficient climate control system, a digital clock and a Clarion ADX5655z single CD cum cassette-player plus receiver. The sound system, no that is not the right term, the acoustics of the Honda Accord for the USA, were designed by the Bose Corporation but that would have put costs through the roof for India. There are enough cubby holes for odds and ends, the central armrest between the front seats having enough space for CDs and cassettes, the glove box being roomy enough for some papers and gloves. The sunglass holder (above the rear view mirror) is a nice touch, the powered rear view mirrors on the doors (power to fold flat as well!), powered windows, central locking and fold down rear seats are some of the other features. Another aspect worth mentioning is the brilliant illumination system in the cabin which one normally experiences on high end cars like those sporting the three-pointed star. And while on the subject of lights, the head lights are one of the best on an Indian automobile though I would have preferred some form of height adjustment of the main beam. Finally on to the trunk, this is large and cavernous enough to gobble 415 litres of luggage.

Honda Siel introduced its seventh generation avatar Honda Accord V6 VTEC on Indian Roads. The Accord is quite innovative, with its exaggerated wedge-design and large, triangular headlamps. With a technologically superior 3.0 liter V6 VTEC engine, the powerful Accord V6 is a force to be reckoned with.

The Accord gets two engines in India: a 2.4-litre four-cylinder and a superb 3.0-litre V6, both petrol, featuring VTEC technology. Accord engine incorporates a host of advanced technologies, highlighted by the adoption of Honda’s latest i-VTEC (”intelligent”) valve-control system. Developed from technology initially seen in the world of Formula One racing, Honda’s original VTEC (Variable valve Timing and lift Electronic Control) system changed the valve lift, timing and duration to suit the engine’s running condition.  The formidable pairing of VTEC and VTC (Variable Timing Control) results in several major improvements to drivability, including more power and torque at lower RPM levels, enhanced fuel economy and significantly lower emissions. City VTEC suspension has been primed and tweaked to soften the ride and more importantly reduce the harsh originating every time the rear set hit a rut.

The Accord is probably the pick of the D-segment cars, combining looks, a great cabin, talent, refinement and a blue-chip image. The most obvious external detail on the new Accord takes in the new cat’s eye type light assemblies which incorporate headlights, turn signal indicators and driving lights into one single unit. The front grille is a thinner stylised version of the Honda corporate grille which has already debuted in the likes of the Acura coupes. At the rear end there is familiarity in the treatment but there are detail changes in tail lights and bumpers.

There’s also a sophisticated suspension system, with double-wishbones in front and a multi-link set-up at the rear. The suspension sports uprated spring and dampers while at the same time the manner in which it has been laid out is also tweaked to complement the effectiveness of the new dampers.

Its original G-Force Control technology is aimed at maintaining the structural integrity of the passenger compartment by controlling and absorbing the G-force of a collision. The Accord’s front passenger & driver seats are equipped with dual-stage Smart SRS (Supplementary Restraint System) that open in two stages depending upon the severity of the impact thereby acting as the protective pillows to save life & prevent injury.

The wood-lined centre console looks superb, and the dash is clearly laid out and easy to use. All the design is quite driver-centric, which goes a long way in confirming the Accord’s sporty credentials. A major plus point is the large number of cubby-holes, designed to hold everything from sunglasses to water bottles and a huge stack of CDs— a must in a car designed to travel long distances. Equipment levels are good on both cars, especially the V6, which gets cruise and traction control. There’s a great deal of space, but seat comfort isn’t terrific: the front seats lack lower-back support, and the rear seat isn’t good. It lacks under-thigh support. Dashboard looks decidedly more up market and contemporary with steering-mounted switchgear for lights and turn signals. Rotary knobs for air con on centre panel are distinctive while leather upholstery will be standard on the top line versions. The new seventh generation Accord is roomier and better turned out with more leg, elbow and head room the rear seat occupants.

The 2.4 has a choice of five-speed manual or five-speed automatic transmissions, both of which work very well; the only flaw in the excellent auto is that it doesn’t feel very sporty, and can take some time to respond, which is exacerbated by the lack of a manual mode. Fuel efficiency is decent, with 8.0 and 12.1kpl with the manual, and 7.1 and 10.3kpl with the automatic on city and highway respectively.

One downside of the Accord is a very Oriental ‘lightness’ at high speeds, very different and not as confidence inspiring as the planted feel of European rivals. Broken roads see some harshness filtering through into the cabin, especially at low speeds. At high speeds, the steering also tends to feel a bit vague, and instead of staying planted in the direction you want it to point, it will follow road contours, making for a slightly unsettled high-speed experience.