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The little . . . ouch . . . Honda Accord . . . ow . . . has grown up . . . yikes!!!

Sorry, but so many members of the media have been turning somersaults over the ’98 Accord previewed here we had to give it a try to learn what all the enthusiasm is about.

Heck of a nice car now that the Accord, which started life as a compact in the 1976 model year, moves up to a midsize for 1998. The sixth generation Accord is being shipped to showrooms even as we heal.

The ’98 edition is a lot bigger–not to mention peppier and quieter–than its predecessor, but we’ll leave any more somersaulting to the young and impressionable.

We tested the Accord sedan, available for ’98 in DX, LX, and EX versions with 4-cylinder or V-6 engines. There’s also a companion coupe, which we’ll reserve judgment on until we’ve spent more time behind the wheel.

The 2.2-liter, 4-cylinder has been upgraded to a 2.3-liter unit that develops 135-horsepower in the base DX, up 15 h.p. from ’97, and 150 h.p. in 16-valve VTEC (variable valve timing) versions in the LX and EX, a 5-h.p. gain.

Despite the horsepower boost, you’ll wish you had opted for the V-6 on inclines and when pulling out to pass. The 3-liter V-6, an all-new unit for Accord, replaces the 3-liter offered for 1997.

The new V-6 was borrowed from the Acura CL coupe at Honda’s luxury division. It displaces 200 h.p., a 30 h.p. increase. The V-6 is lively, more so once you’ve reached second rather than off the line.

Of note with the new engines is that the V-6 obtains 21 miles per gallon city/28 m.p.g. highway, up from 19/25 from its predecessor. The 4-cylinder is rated at 23 m.p.g. city/30 m.p.g. highway, up from 22/29. You get a little more power, a lot more mileage from a quieter, smoother V-6.

Honda officials say most Accord sedans will be purchased with the 4-cylinder by the mileage-minded, whereas more than half the buyers will equip the sportier coupe with theV-6. When it comes to gender, 60 percent of all women buyers will opt for the 4 cylinder.

The V-6 is offered in the LX and top-of-the-line EX versions. A V-6 badge hangs on the deck lid of the car to let you know it has more power than the 4-cylinder.

In the 4-cylinder models, the deck lid badge will tell you whether it’s an LX or EX. With V-6s there’s no such identification. The only way to tell whether it’s an LX or the EX is by looking at the wheels. The LX has five lug nuts, the EX four. The LX owner might feel good that those around don’t know he or she didn’t get the most expensive Accord, but the EX owner might find the lack of distinction hard to take.

While Accord owners have been demanding added power plus better mileage, they’ve also been lobbying for far more room in the Accord cabin. Honda gave in to their wishes.

Here’s a car with abundant interior room, better than the Toyota Camry or Ford Taurus, Acco rd’s chief rivals in the battle to become the industry’s top-selling car.

Of note, however, is the fact that while the Accord sedan cabin is much roomier than it had been, the feat was accomplished with mirrors–or at least some gimmicks and tricks of the trade.

For example, the wheelbase is the same as last year and the overall length is a scant 0.4 inch longer. So how did Honda manage 3 inches more rear-seat legroom and 2 inches more front-seat hip room?

For starters, the rear suspension was revised to slim the hardware that bulged into cabin territory.

Then Honda resorted to trickery. How do you provide more knee room for rear seat occupants? You design the backs of the front seats with two deep indentations where those knees would go. The occupant has room to stretch the knees without kicking the back of the passenger’s or driver’s seat. Clever–and effective.

The Accord sedan is loaded with goodies, such as wide-opening doors so you ca slip in and out easily, which helps make the interior feel so roomy; more supportive seats to raise the comfort for short- and especially long-distance trips and again making the interior seem more appealing; a rear-seat pass-through into the trunk to handle such items as skis; stowage pockets everywhere you look; and a foldout plastic apron that covers the trunk lip at the bumper (on the coupe only because it has a higher lift over than the sedan) so you don’t dirty your clothes when taking items out of the trunk.

Also, doors won’t lock when you push the power button if the key is in the ignition; if you forget to turn your headlamps off, they’ll do it themselves after 15 seconds to keep the battery from running down; fuel door/deck lid releases are on one lever along the floor; a rear-seat armrest pulls down to expose dual cupholders; the glove box can hold a small purse out of sight; a power plug in the lower console manages add-on accessories; a massive trunk holds groceries, luggage or golf clubs; speed-sensitive wipers speed up or slow down based on your rate of travel; an air-conditioning unit with micron filter handles even minute particles; and front-seat cupholders handle 12-ounce cans or 20-ounce bottles.

But there are negatives–reasons a few jumping jacks are more appropriate than somersaults.

Not being able to tell an LX from an EX without counting lug nuts is one annoyance. Another is that while the dual front air bags are depowered to inflate with less force to prevent possible injury, there are no side-impact air bags though the car was designed for them.

Honda wants the negative publicity about air bags to blow over before installing the bags. That’s a cop-out because while holding off on side air bags, Honda eliminated the ashtray, making it a $10 option. Hmm. Honda said yes to anti-smokers, no to air-bag proponents.

By the way, Honda said for $10 you get not only an ashtray, but also a lighter. It didn’t say if it was a Bic, however.

Also, the car would offer even more thigh room if the armrests didn’t bulge as much as they do.

And if you don’t get power seats, the crank used to adjust the position doesn’t do a very admirable job, while the digital clock in the dash is difficult to see because the plastic cover is prone to glare.

But those are minor gripes compared to the worst grievance and worst feature the car offers–a steering column that puts the wheel perilously close to your knees even with the seat as low as it goes.

“Laptop” should refer to computers, not steering wheels. Very uncomfortable. And should the air bag deploy, your navel is going to be the beneficiary of the cushion, your chest and head are on their own.

Though Honda hasn’t priced its ’98 Accord line, it says the 4-cylinder sedan models probably will be held at ’97 levels, its V-6 sedans will go down from $800 to $1,000 and its new coupes will go up abou t $200.

Honda said the vehicles haven’t been decontented and previously standard equipment wasn’t made optional to prompt the price cuts. Building engines and transmissions here in the U.S. helped cut costs and the saving is being passed along to consumers.

Firm pricing will be announced Sept. 25, the on-sale date for Honda’s ’98 lineup.

One difference between LX and EX, other than price ($18,200 versus $20,700 base price in 1997) and the number of lug nuts, is that LX offers black bodyside moldings, the EX body-colored moldings. LX and EX come with 15-inch tires for good road grip. Only the DX goes the cheapo route with 14-inch treads.

We spent our time at the preview checking out the ’98 Accord sedans in base, LX and EX versions and with 4s and V-6s, 5-speed manuals and automatics.

Basically, Accord is one car in two versions with two engines and two transmissions, but one suspension system. The coupe suspension is more performance-orien ed, stiffer to handle more aggressive driving.

The sedan suspension is about midway between soft and firm, favoring soft. A most tolerable ride and adequate handling, but nothing noteworthy in corners and turns, which usually is the case in a one-suspension-fits-all car.

Our choice for value would be the LX with V-6 and automatic, which has the best combination of performance, mileage, room, comfort and quiet.

>> 1998 Honda Accord LX sedan Wheelbase: 106.9 inches Length: 188.8 inches Engine: 3-liter, 200-h.p. V-6 Transmission: 4-speed automatic EPA mileage: 21 m.p.g. city/28 m.p.g. highway Base price: Not available. 1997 model started at $18,190, but ’98 is expected to come down by $800 to $1,000. Price as tested: Not available, pricing on options to be released Sept. 25. Pluses: Redesign. Dramatically increased interior room (especially in back seat). New 3-liter V-6 and upgraded base 4-cylinder engine. More ride-worthy suspension. More standard equipment. Less shift shock and gear noise. Wide opening doors for easier entry/exit. Minuses: Only way to tell LX from EX (no ID on deck lid) is that EX wheels have four lug nuts, LX 5. Raft of air-bag warning signs. No side air bags. 5-speed manual isn’t smooth. Steering wheel sits in your lap. >>