COMPARISON: 2019 TOYOTA CAMRY XSE V-6 VS. 2019 HONDA ACCORD TOURING 2.0T
COMPARISON: 2019 TOYOTA CAMRY XSE V-6 VS. 2019 HONDA ACCORD TOURING 2.0T – For more than three-quarters of family-sedan buyers, the base engine spent more than quite impressive to get around the city. Some people like heat, though, and for the remaining fractions, both Honda and Toyota offer powerful optional engines.
Comparing the main powertrains for the two cars, we are pursuing the Accord to become a superior all-around vehicle. With the back seat space problem, luggage capacity, number of USB ports, and smartphone integration completed, we will concentrate on how well the version with the big engine fills their sports pretensions.
Honda changed the 3.5-liter V-6 with a 2.0-liter turbo-4 from – wait for it – the Civic Type R. Yes, Honda street monsters lend their engines to their biological family sedans. At 252 hp, it drops 26 hp in the old V-6, but the turbo breathes an additional 21 lb-ft of torque to 273 healthy, which comes much lower in the rotation range. You can have it with a new 10-speed or six-speed manual. This is a brave strategy, Cotton. Let’s see if this is useful for them.
The challenger goes hard and carries a large stick. Under the SE/XSE bodywork, Toyota still has a powerful 3.5-liter V-6, all 301 hp and 267 lb-ft of it. This is especially true with the new eight-speed automatic, and on paper seems to have the Accord knock. Such potential advantages are telegraphed hard by all the obscene bits added to the car, including quad exhaust tips, black wheels, fake ventilation, and frowning fascia that are arguably more handsome than giant gratings that look like air-condition ventilation in cars base. Honda, though not beautiful, distanced itself from the treatment of the drivers and did not care about the 2.0T trunk badge working on the conversation.
Despite the power weakness, the automatic Accord is 0.1 seconds faster to 60 mph from the Camry, and it posts identical quarter-mile periods.
Even though our own gear paddles are undeniable, the Honda lever and thrust of the clutch pedal are equally long – wanting to ease the travel fluctuation of the quick-shift box – and this increases the half-second penalty to 0-60 and a quarter of a mile. One ridiculous point: you have to use an electronic parking brake before we can start the Accord-manual transmission. That patch, before, Honda.
Behind the wheel, the Accord-manual transmission feels very aggressive – no need to wait for the torque converter to lock. The Camry, while that, don’t feel sharp from the line but comes alive at 4,000 rpm and is uniquely hard to use for redline. Automatic Accord, while that, is the Q-ship from the crowd, with a long and smooth charm. The 10-speed also performs better on the way home, offering easier and more fluent downshifts than Camry’s.
This is the same condition around the corner. The Accord, especially the Touring model with its adaptive dampers, feels confident and planted. Even without a luxury damper, the high-zoot Accord has better tires than the base model, which helps highlight the body’s best control and bend it flat. The seats in the sporty Accord can use thicker side bolsters, but in any case, it is a family sedan that is very capable and exciting on the back road.
The Camry, for all Bravura, is not capable enough when pressed. The steering is lighter but not fluid enough, with an aggressive ratio directly outside the center that creates a car that feels sharp and nervous. This and the high-end surge of the engine makes it feel as if you will be faster at the Camry actually it really isn’t. This is more inclined in the corner than the Accord, and body movements are not well controlled, all of which are exacerbated by flat seats that don’t even struggle to hold us in place.
In fact, this porous Camry handles like a four-cylinder Camry XLE, just with not a lot of cornering speed, thanks to a more sticky tire. Even with the V-6 engine available on the XLE model, as far as we can say, XSE is mainly body kits and tires, not true sports models – the lack of a decrease in entry angles is a disappointing omission. That said, we can speed up the Camry V-6 on the track faster than many people in the real world.
The skidpad tells the story. The Camry XSE V-6 only draws one-tenth of the g harder than the four-cylinder XLE and three-tenths of a g weaker than the average Touring 2.0T Accord. The XSE V-6 uses additional power to create time at eight, but the 2.0T Touring just behind it is uniquely average, not much higher.
The same story stops. The Accord has a rather aggressive brake pedal with strong starting bites for the family sedan and not many pedal trips needed to complete the job. Significantly increased tires also help with a stop distance. The Camry, on the other hand, has a long and soft brake pedal, some of which are responsible for extending a stop from 60 mph to 7 feet.
With the Camry XSE V-6 handling, so it’s not a bit like a four-cylinder XLE, we might aspire to drive and drive the same car too, and you will be right. The Camry rides are rather powerful for family sedans, but the Accord 2.0T with dampers keeps going up the same – but has the better body control to eliminate Camry head throws. Step into Touring adaptive dampers, and the Accord goes up better. In the zooming test near the closed oval, the Accord feels more arranged at 125 mph than the Camry does at 90.
Again, this is a clear victory for the Accord. Faster, better handling, and more fun to drive quickly. This also rises better and cheaper for other items, and we can even get it with a manual transmission. It was two for two Honda uses.