Believe it or not, some
midsize sedan buyers view these four- doors as exciting signs of hope, evidence
that the fun isn’t over just because kids and jobs now consume 23 hours of the
day. Despite their prevalence—at least that of the Accord and Camry, which sold
more than 300,000 and 400,000 units in 2012, respectively—the three family
sedans here are injected with a shot of sport aimed at enlivening the daily
doldrums of commuting, errand running, and passenger hauling. If you can zip
from light to light a little quicker or take the freeway on-ramp a bit more
aggressively—anything to brighten your day—why not, right?
With that in mind, we gathered the all-new Mazda6
and Honda Accord Sport, as well as the best-selling veteran, the Toyota Camry
SE, to see which one delivered the most effective spoonful of sport medicine.
Each boasts a stout four-cylinder, a seamless automatic, an athletic body kit,
and a sport-tuned chassis, designed to collectively stimulate the senses and
soothe the soul.
The SE accounts for about
40 percent of Camry sales, which equates to around 160,000 units annually. SE
drivers are treated to the same 2.5-liter, 178-hp, 170-lb-ft I-4 that powers
most Camrys not wearing V-6 or Hybrid badging, but the six-speed automatic (the
only tranny offered) comes with paddle shifters and an S mode that delivers
quicker shifts and downshift throttle blips. Nice. The chassis receives firmer
springs and dampers, stiffer lower front-control arms, strut tower and
trunk-mounted braces, and 17-inch alloys wearing 215/55 rubber. Outside, there
are SE-specific side skirts, mesh upper grille, black headlamp bezels, and rear
spoiler. Inside, a three-spoke steering wheel and thicker bolstered sport seats
round out the package. Problem is, the aesthetic parts are more appealing than
the finished product. Styling, inside and out, was deemed dated, with the
slab-sided exterior and ’80s-esque interior drawing criticism. And this Camry
is only two years old.
At the track, the SE put down the slowest
acceleration numbers of the group, despite being the lightest car at 3207
pounds. Zero to 60 mph came in 8.1 seconds, with another 8.1 required to reach
the quarter mile (16.2 at 87.0 mph). At 0.81 g, lateral acceleration, was
acceptable, certainly in light of the modest rubber, and the figure-eight run
of 27.6 at 0.61 g was back of the pack, but solid nonetheless. The one
objective performance test in which the Camry didn’t play the caboose was
60-to-0 braking—it stopped 1 foot shorter than the Mazda.
Over
our evaluation loop in Tehachapi, California, the Camry revealed more faults
than strengths, notably a stiff ride, numb steering, and a
confidence-detracting chassis. Says associate editor Rory Jurnecka, “From the
first dip coming out of the parking lot, the Camry makes its stiff ride known.
Unfortunately, it’s all for naught—a stiff ride alone does not a sporty car
make. It’s amazing that the Mazda rides better on 19s.” Associate editor Scott
Evans: “The body rolls much more than the other two, and the suspension doesn’t
handle the inertia well. Even a moderately quick steering input gets you thrown
around in your seat. Steering is a little too slow to be fun on the back roads
and has little feel in it whatsoever.”
On the plus side, the Toyota offers a big back seat, an attractive
price tag, excellent visibility, and the best observed fuel economy during our
270-mile trip by 0.1 mpg. The Camry SE has a lot going for it, no doubt, but
sporty, engaging, and fun aren’t three of its attributes.
Now, I could just tell you the Accord Sport is a furlong
ahead of the Camry and a nose behind the Mazda, but what fun is that? With a
2.4-liter “Earth Dreams” I-4 and the group’s only CVT automatic, the Honda
entered the arena as the most powerful (189 hp), but also the heaviest (3324
pounds), the widest (72.8 inches), and the most cavernous (103.6 cubic feet of
passenger volume and 15.8 cubic feet of cargo volume). Inside and out, the
Accord is a sizable sedan, though it’s still a smidge shorter in length and
height than the Mazda and Toyota, respectively. That’s surprising, given that
the Honda feels the biggest. But that’s only when it’s standing still.
Floor the throttle, and the CVT quickly pushes the
revs into the VTEC sweet spot, propelling the Sport from 0 to 60 in 7.6 seconds
and through the quarter mile in 15.9 at 89.8 mph. Unlike the Camry, which
always feels its size, the Accord shrinks when the rolling gets brisk, a sense
that holds especially true on a winding road, where the Honda’s 0.87 g of
lateral grip and 117-foot 60-0 stopping power give it the at-the-limit edge.
Evans: “Body is well-controlled, with no abrupt movements. Good grip and good
control on rebound; keeps the movements in check.” Further, the electric power
steering, while a tad artificial compared with the Mazda’s, serves up a linear
helm, and the CVT’s S mode and standard paddle shifters make optimum use of the
2.4’s lively corral. And with an EPA combined rating of 29 mpg, the Accord
trails the tops-in-test ’6 by 1 mpg.
The Mazda’s performance stats, however, were completely relevant. Outpacing the
Accord’s acceleration numbers by a couple tenths (0-60 in 7.4, quarter mile in
15.7 at 88.6) and splitting the others’ handling figures (0.84 g lat accel,
27.1 at 0.63 figure eight), the Mazda’s objective results placed at or near the
top. Subjectively? It quickly earned reserved parking on the pinnacle. Evans:
“Engine’s got plenty of zip. Never had to floor it, and it never felt weak or
made the car feel heavy. Everything about this car is smooth and fluid. The way
the steering comes off center, the way the suspension eases the chassis into
corners, the way the throttle picks up, the way the brakes engage, the way it
handles transitions. It’s perfect.” Jurnecka: “The steering is sublime,
especially for this class. Weighting is just spot-on, and there’s a great
amount of feel and precision. ‘Little’ things like this really make a huge
difference in how a car feels.” The Mazda imparts a sense of gracefulness and
driver-connectedness that is deficient in the others.
Some
of that uncanny sense can be attributed to the intimate feel from behind the
wheel. The ’6 proved the most comfortable and ergonomically sound, providing
the preferred command center whether sitting still and fiddling with the
controls or weaving aggressively through a twisty road. The Mazda fits you, not
vice versa. The dash layout and interior materials are straightforward and
understated, and the 5.8-inch nav screen (standard on GT, optional on Touring)
is small by modern standards, but it’s cleanly presented and easy to operate.
The back seat, too, was judged tops in comfort and support, though there’s no
denying it trails the Camry and Accord in overall roominess.
Nevertheless, the made-in-Japan Mazda6 is the best driver’s car
here. To us, there’s no better dose of sport medicine.Courtesy of MotorTrend
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