2003 Honda Accord Review

Specifications

The Honda Accord, like the Toyota Camry, has carved its own niche out of North America’s motoring landscape since it arrived on our shores in the oil crisis-laden late 1970s. Since its almost sporty hatchback roots, it evolved into a Japanese tin top whose sole purpose was to get from A to B using as little fuel possible, and has now morphed into an industry-leading family/business sedan with a stylish coupe option, all at a fraction of the price paid for most cars of the same quality and features.

Each subsequent generation (there are eight in total) represented significant changes over its predecessor, but the 7th generation version, on sale from model years 2003 to 2007, was a vast departure from the typical Accord mold. Gone were the conservative lines, humble colors and no-nonsense interiors that the Accord and its Japanese ilk were known for. In an effort to keep pace with the equally extreme re-styling that the Camry had undergone the year prior, in 2002, Honda looked to thoroughly modernize the Accord’s shape. Like it or not, the cheetah-inspired styling (Honda’s words) definitely made the 7th gen Accord stick out from the crowd. In an era when conservative styling was becoming all too common, this Accord served as a breath of fresh air. A look at the family sedan scene today suggests the ‘03-’07 Accord was ahead of the times, as swoopy lines, steeply-raked windshields and rooflines are now all the rage. Upon looking back, we see proof that the designers of the seventh-generation Accord, and the subsequent masses that bought one, actually had some fairly strong foresight with regards to styling, as the car has aged well in that sense.

But the typical Accord owner is not out for a stylistically groundbreaking car. They want a reliable machine that is easy to drive, and, perhaps most importantly, comfortable to sit in, day in and day out. Ergonomics are paramount, and in this regard the ‘03 to ‘07 Accord doesn’t disappoint. We’ll start with the view over the steering wheel; the vast expanse of dash and steep front window allow for commanding forward visibility, while the center console features big, intuitive dials for the heating, ventilation and air-conditioning system and audio interface, both within inches of the driver’s fingertips. Also available in 2003 on the top-line EX-V6 model was an in-dash six-disc CD changer nestled inside a console trimmed in optional burlwood, plus heated leather seats. The car’s top engine for that year was a 240 horsepower VTEC-enhanced V6, with four wheel disc brakes to bring things to a halt quickly.

If the car’s overall design throws you off, try looking past the styling cues, or depending on your taste, the styling miscues and concentrate on that engine. While ‘sporty’ may not be the first word that comes to mind to most when talking of the Accord, Honda has long been known for its ultra-smooth yet peppy engines (especially the whizz-bang, high-revving four cylinder variety), and it is this feature that you might want to sit down and contemplate when considering an Accord over the Camry. Of course, for those who are concerned with fuel economy (and in today’s era of soaring gas prices, I will assume that most people reading this review are), a brand-new 2.4-liter four-cylinder powerplant making 160 horsepower and 161 lb-ft of torque was also available, finally replacing the ancient F-series unit, various versions of which could be found on Accords dating back to the 1990 model. Dubbed K-Series by Honda, the new engine featured an even more advanced version of Honda’s variable valve timing system, dubbed i-VTEC, and was paired with either a five-speed manual or optional five-speed automatic transmission. Also included as standard on the base DX model were features such as telescopic and tilting steering, plus four-wheel anti-lock brakes and dual front airbags. These are features that not to long ago were optional, and the fact they came stock on the DX hints at the high standards applied by Honda concerning passenger comfort and safety.

If you want more creature comforts without sacrificing fuel economy, the K-series engine could be found in the mid-range LX model and top-flight EX model as well. LX models came standard with A/C, power locks and power side view mirrors plus better interior fabric, with the EX adding safety features such as side-airbags and Electronic Brake Force Distribution to the standard four-wheel disc/ABS package.

As for the always-important fuel consumption figures, the Environmental Protection Agency reports that models equipped with the five-speed manual received slightly better city figures than those that featured the five-speed automatic; 26 mpg and 34 mpg respectively for the manual, and 24 and 34 for the automatic. These figures remain more or less constant throughout the 5-year run of the model, and while those differences may seem minimal, they translate into some pretty healthy savings at today’s prices.

Also available in 2003 was a sportier coupe, an even more aggressive design than its predecessor which originated in 1998 with the expectation of replacing the Prelude. Unlike the Sedan, the coupe’s exterior styling was less of a source of chagrin for most. Available with the same high-output 3.0-liter V6 as used with the EX sedan, sporting 240 horsepower and 212 lb-ft of torque, the new Accord Coupe came with one important technical feature that distinguished it from its four-door sibling: a brand new six-speed manual. Six-speed transmissions are normally reserved for premium and/or sports cars, and the fact that this Accord incorporated one really solidified its sporting image.

Not surprisingly, used Accords don’t come cheap, and the Coupe is no exception, but almost any used two-door sports model of the same era would come at a much heftier price. The Accord Coupe gives most drivers all the sporty flare they need, without the cramped cockpits and uncompromising ride of most full-fledged sports cars. Opt for a pre-owned coupe, and you still get the Accord’s strong ergonomics and ride quality, but with a sportier edge.

Now, notice how I have yet to touch on the subject of the Accord’s legendary build quality—and this is simply because, as a completely revamped model, some nagging technical issues must be mentioned. This would be my main word of caution, as a quick search online brings up a surprising amount of hits regarding problems that are atypical of many Accords. Another look at a vehicle recall database reveals that both 2003 and 2004 editions of the coupe and sedan weren’t without some fairly serious faults, most notably gear breakage in automatic transmissions due to overheating. Over those two years, 85,184 cars were recalled altogether—make sure you look into this when considering a model from this time period, although most customers will have taken their cars in for servicing as it doesn’t cost anything to repair a recall. Other problems persisted as well, such as the radio/HVAC system mysteriously blanking out, and an overly-intrusive ABS system. While ABS does add to the car’s safety, the way the Accord’s worked was oftentimes highly disconcerting, especially since reports state that it tends to kick in over the slightest of surface imperfections. Also concerning ABS, many owners complained of a mechanical grinding sound upon startup. While intrusive and hard on the ears, this is not representative of a problem with the ABS system at all, but rather is merely the sound of the system doing a self-check.

For 2005, the most serious problems were fixed, and the Accord V6 Hybrid was introduced. This marked the first time since the introduction of 1999’s Insight that another hybrid was added to the Honda lineup. The odd-looking Insight was ahead of its time, being the first mass-produced gas-electric hybrid sold in North America (beating Toyota’s Prius by a few months), so it would be safe to assume that the technology should transfer well to the Accord. Upon first glance, what’s most surprising is that in a strange twist the Hybrid engine was actually the most powerful of the Accord lineup, making 255 horsepower and 232 lb-ft of torque from the combined gas-electric setup and featuring Honda’s first application of cylinder deactivation, dubbed Variable Cylinder Management (VCM). The offshoot of this is that consumption was lowered to a respectable 35 mpg on the highway and 28 mpg in tight city traffic, and while good, this number falls far short of most smaller hybrid cars today, like the Civic Hybrid, not to mention midsize models like the Camry Hybrid, and many found that in real-world conditions, it was difficult to achieve. While performance was much better, most people in the entry-level class, which all Honda’s inherently fall into, looked for more fuel savings when the word hybrid was attached to the rear trunk lid, and therefore sales were so slow Honda abandoned the car in 2006. Those considering a used one should question whether they’d be just as comfortable on a weekend road trip in a Honda Civic Hybrid or the larger current-generation Toyota Prius? For the former, I would think not as it’s quite a bit smaller. The Prius, mind you is classified as a midsize, and therefore might do you well, while delivering much thriftier mileage. Just the same, the Accord Hybrid offered up a nice blend of cabin space and reasonably low fuel consumption, matched by performance that none of its contemporaries could hope to match. As far as buying used goes, the Accord Hybrid deserves some definite consideration in an age when even the smallest difference in fuel consumption counts, that is if you’re looking to purchase a regular V6 anyways.

If the Hybrid doesn’t do it for you, then note that in the interest of keeping the family safe, model year 2005 marked the first period the entry-level DX model received side curtain airbags, finally addressing a safety issue that had previously generated ‘poor’ ratings from the Insurance Institute for Highway Safety.

For 2006, Honda answered its styling critics by performing a slight facelift (or should I say ‘tail-lift’) which answered the sedan’s main problem, that of the “squinting” rear taillights. Now the droopy lights were dramatically changed to triangular lenses, not particularly original but more pleasing to the majority of naysayers. Additional changes gave the sedan a similar rear valance to that of the original coupe. Also featured were newly styled alloy wheels and a power moonroof. Additionally, the minor facelift included a few notable bonuses under the skin, such as a drive-by wire throttle, an output boost to 166 horsepower for the four-cylinder model and 244 for the V6, and the six-speed manual became available on the EX-V6 sedan. Perhaps most importantly, however, was the final ironing out of many of the issues that had plagued the model in its early years. Records show that a paltry 52 cars were recalled for the 2006 model year, and Honda’s mandatory dealer inventory inspections caught the affected cars before they reached customers.

Like any pre-owned purchase, thorough research can result in some great deals, the Hybrid option being of particular interest. Still, it’s always good to pay more for a well-kept car with full records, as it’ll pay for itself time and time again in repair savings. Also keep in mind that Honda has released an entirely redesigned Accord for 2008, so even the high-end EX models from the later years of the previous generation are now available on the used market, and have dropped in price a bit. And remember that the Accord has always been known for its strong build quality. Many of the problems found on the 7th gen Accord were atypical of the nameplate, with stronger frustrations voiced by disgruntled owners only because previous generations had set the bar so high that the contrast was much more noticeable. Rest assured, should you opt for a 7th generation Accord that is thoroughly checked over by a mechanic before purchasing, or bought from a well recognized, well respected dealer, you’ll be getting one of the highest-value midsize sedans on the market today.

Specifications (2003 – 2007 Accord Sedan):