 2009 Honda Accord EX-L Navi four-cylinder. Click image to enlarge |
|
Related articles on CanadianDriver
Manufacturer’s web site
|
Join the official CanadianDriver Facebook groupReview and photos by Jil McIntosh
Find this vehicle in CanadianDriver’s Classified Ads
Photo Gallery:
2009 Honda Accord
Oshawa, Ontario – People love gadgets. I’d gladly drive a car that had just a steering wheel, a windshield and a seat, but I’m not immune: within reason, I like bells and whistles. And I especially like that, thanks in part to fuel prices, manufacturers are starting to put these extras into models with smaller engines. This brings me to my tester, the 2009 Honda Accord sedan.
A 3.5-litre V6 is available, but my tester used a 2.4-litre four-cylinder, one of two versions offered on the Accord. Get the base LX model, and you get a 177-horsepower engine; on the EX, EX-L and my EX-L with Navigation models, power is rated at 190 horses. All four-cylinder models start with a five-speed manual, which can be upgraded to the five-speed automatic, like the one in my tester.
What I really like is the choice of trim lines: whereas some manufacturers might give you only lower-end amenities with the four-cylinder, Honda lets you go all the way to the top. My EX-L “Navi” (Honda walks up the trim ladder with its features, rather than offering them as stand-alone options) contained almost all of the goodies found in the EX-L V6, save for chrome door handles, garage door opener, fog lights, and a power passenger seat. And even better, I could have all of the EX-L Navi features and still have a manual transmission if I wanted.
 2009 Honda Accord EX-L Navi four-cylinder. Click image to enlarge |
Of course, you can start with the LX, a four-cylinder-only trim that starts at $25,090. The four-banger moves up through the EX at $27,490, the EX-L for $29,890, and the EX-L with Navigation, at $31,890; an extra $1,200 puts the automatic transmission on each. Go for the V6, which comes only with the autobox, and you’ll run through the EX, EX-L and EX-L with Navigation for $31,690, $34,990 and $36,990, respectively. The hybrid version, never a big seller, was discontinued when the Accord was completely overhauled for the 2008 model year.
The redesign includes handsome exterior styling that makes the last-generation model look stodgy, with six-sided grille, head- and taillights that sweep back into the fenders, and 17-inch alloy wheels on all but the base LX, which uses 16-inch steelies with covers. About the only complaint is that the high trunk lid can restrict visibility for shorter drivers when backing up.
  2009 Honda Accord EX-L Navi four-cylinder. Click image to enlarge |
I’ve never driven the 177-horsepower version, but my tester’s 190 ponies proved more than enough to pull the car around. There’s no rumble or whine on acceleration, and it’s quiet in all but the hardest punch on the highway. Even then it’s more than acceptable, especially since the fifth gear keeps it from droning at higher revs when it’s on the highway. The transmission also has a “shift-hold” built into it, and while my area lacks the winding roads to test it, Honda says that it reduces shifting when you move rapidly between brake and throttle on a succession of sharp curves. With the automatic transmission, the 2.4-litre is rated at 9.9 L/100 km in the city and 6.5 on the highway; in a week of bitterly cold weather, I averaged 11.0 L/100 km. The V6 model uses a variable cylinder management system that allows it to run either on three or four cylinders alone, depending on load, and has a rating of 11.0 and 6.7 in highway and city driving, respectively. The four-cylinder lacks the system, and uses all of its pistons all the time.
I also like that the transmission doesn’t have a manual shift mode, a gimmick to which I’ve never really warmed; if you want to shift, quit pretending and just buy a clutch. That said, some drivers may have a minor issue with the shift lever, which easily sails past “Drive” and stops more naturally at “D3”, a setting which prevents the transmission from shifting past third gear. I found myself checking each time to be sure I hadn’t pulled the lever too far.
The nicely-weighted steering is accurate, the car stays on-centre on the highway, and the wheel returns smoothly from sharp turns. The wheel is just the right size, too, and feels good in the hands. The previous-generation Accord’s ride was too firm for my liking – this is primarily a commuter car, not a sports sedan, after all – and this time around, it’s been softened up just enough that it’s comfortable without being wobbly. Only the nastiest pavement will send ripples into the cabin, and the car feels like a cohesive package, rather than a body set down over the suspension.
 2009 Honda Accord EX-L Navi four-cylinder. Click image to enlarge |
The “L” in EX-L stands for Leather, and so my tester was fitted with cowhide. It’s not my favourite material for seats, but at least the heaters brought them up to a comfortable temperature in a hurry; the toasty-bun feature is standard with leather, but unavailable with cloth seats. But I did find that the chairs got hard after about an hour’s driving, and it seemed like the rear seats – which come with a goodly amount of legroom – were more cushiony and comfortable than the front ones.
I’m not entirely sold on the dash design. On one hand, the materials are all top-notch and fitted together well, and the “wood” trim is tastefully applied in just the right amount. On the other hand, the overpowering centre stack looks like it would be more at home in an Odyssey minivan. It’s easy to input destinations into the navigation system, but I didn’t fare as well with the voice command system. At one point, I logged only two correctly-followed commands out of ten. I thought it might have just been me, but my husband’s voice didn’t work much better. The instrument cluster is plain but easy to read, and all controls are backlit – even the mirror switch, which too many manufacturers leave in the dark.
 2009 Honda Accord EX-L Navi four-cylinder. Click image to enlarge |
The Accord’s folding rear seat falls forward only as a single unit, which means you can’t carry cargo on one side and a passenger on the other, as you could with a split-folding seat. Should your freight be long and narrow, such as a pair of skis, there’s a pass-through. But while many other automakers have gone to prop rods to hold up the deck lid, the Accord still uses gooseneck hinges, which protrude into the trunk and limit just how full you can pack it.
Even the LX comes with a full range of safety features, including anti-lock brakes with four discs, electronic brake distribution and brake assist, side and curtain airbags, active front head restraints, stability control and a tire pressure monitoring system; also included are air conditioning, power windows, keyless entry, cruise control, and an auxiliary jack on the stereo.
The EX adds a six-CD stereo, sunroof and power driver’s seat, while the EX-L upgrades the stereo wattage, and adds dual-zone automatic a/c, auto-dimming rearview mirror, Bluetooth, the leather seats and satellite radio, with the navigation system as an add-on to that.
All of that adds up to a nice package on a smaller engine, allowing buyers to load up on treats without having to opt for an extra two cylinders. Sure, a steering wheel and a seat will get you where you want to go, but being able to throw in the extras can make the drive all that much better.
|
Pricing: 2009 Honda Accord I4 EX-L with Navi
Click here for options, dealer invoice prices and factory incentives
Specifications
Competitors
|
View full article on one page
|