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2018 Honda Accord Road Test and Review

Ron Sessions
by Ron Sessions
October 6, 2017
6 min. Reading Time
2018 Honda Accord exterior front angle by Ron Sessions ・  Photo by Ron Sessions

2018 Honda Accord exterior front angle by Ron Sessions ・ Photo by Ron Sessions

Honda is introducing an all-new 10th generation Accord sedan, a model that’s been among the best-selling cars in the U.S. over most of the last four decades. As if to celebrate its sedan status and differentiate itself from the legions of shiny new crossovers and SUVs automakers are dangling in front of car buyers, Honda crafted a car that’s so sleek and well-appointed that you could put an Acura badge on it.

Midsize sedan sales will top 2 million units this year, so if you plan to take a new Accord for a test drive, you’ll have plenty of company. The 2018 Accord lineup starts with the $23,570 LX base model and runs up to the fully loaded Touring 2.0 at $35,800. Other models include the Sport, EX and EX-L. Also coming early in 2018 is a third-generation Accord hybrid, on which there will be a drive report later this year.

A Matter of Proportions

Honda says a major challenge in designing the new Accord was appealing to young people while maintaining utilitarian values. The goal was to build a car that exudes confidence, one that’s dynamic, captivating and upscale. A 2.2-inch wheelbase stretch helped both ends: form and function. Moving wheels out to the corners — along with a slight reduction in overall length — reduces unsightly overhangs and adds nearly 2 inches of rear legroom. A roof that’s slammed about half an inch makes the shape sleeker. The car is incrementally wider, the front roof pillars moved rearward and the whole greenhouse shifted to the rear to accentuate the length of the hood.

Low and wide, the new Accord’s nose has a more aggressive, sweeping shape highlighted by a full-width chrome visor band and a blacked-out grille. The flanks sweep in a dynamic, unbroken arch from the forward edge of the front fenders, along the beltline to the tips of the taillights. It’s a clean design free of excessive ornamentation and filigree. Unexpected details abound, such as laser-brazed roof joints that replace the unsightly black roof ditch moldings — something usually found only in luxury cars.

 Photo by Ron Sessions

Photo by Ron Sessions

The Shining

All 2018 Accords feature elegant LED running lamps and taillamps. Up front, there are 12 LED low-beam headlamp elements (six on each side) and upscale Touring models add six LED high-beam elements (three on each side) for an even more dramatic effect. LED lighting is more energy-efficient than traditional bulbs, lasts longer and is mercury- and lead-free, which helps the environment.

 Photo by Ron Sessions

Photo by Ron Sessions

Chill Space

The goal was “smaller on the outside, bigger on the inside.” In fact, even though the new Accord is about a half inch shorter overall than last year’s model, Honda managed to carve out more interior space. Designers aimed to simulate the spaciousness of a concert hall with a dashboard that flows seamlessly into the doors. Thinner A-pillars aid forward visibility. In fact, the entire greenhouse is airy, with three windows on each side and few blind spots.

Basic controls are simple, with the standard dual-mode air conditioning operated by three big knobs on the center stack. There’s a real analog speedometer and a new 7-inch full-color driver gauge display to its left, which can display a faux analog tachometer or change to various trip computer, navigation and audio status functions. There's no digital speedometer readout, though. The Accord boasts ample stash space for small carryables in the door and console. Variable-density foam in the front bucket seats delivers support where you need it, comfort where you want it. The armrests, dash and console are well-padded. Added interior niceties for 2018 on Touring models include front seat ventilation and a wireless phone charger, a 4G LTE mobile WiFi hotspot and a 6-inch head-up display.

 Photo by Ron Sessions

Photo by Ron Sessions

Upgraded Infotainment

Replacing the dual-screen design and its laggy response in previous models is a new flat-screen infotainment display that sits at the top of the center stack. The base model gets a new 7-inch display audio with real rotary knobs for volume and tuning, and some hard buttons lining the perimeter. Bluetooth hands-free link and streaming audio, SMS text-message function and Pandora compatibility are standard across the board.

All but the base LX model upgrade to an 8-inch screen with Apple CarPlay and Android Auto integration. SiriusXM and HD Radio are aboard for Sport 2.0 and all EX and Touring models.

 Photo by Ron Sessions

Photo by Ron Sessions

High-Tech Pairing

New automatic Bluetooth phone pairing works via a dash-mounted NFC (near-field-communications) function on the instrument panel. Right now, it works only for Android phones but promises much faster pairing with fewer steps than was available previously. It’s on top-of-the-line Touring models only.

 Photo by Ron Sessions

Photo by Ron Sessions

Lap of Luxury

Not only does the longer wheelbase for 2018 gain 1.9 inches of rear-seat legroom, but it also makes ingress and egress much more dignified. All models get a fold-down rear seat for added cargo space, and that’s a 60/40 split seatback on Sport models and above. Range-topping Touring models now come with heated rear seatbacks as well as heated rear bottom cushions. And despite the shorter length and lower stance, trunk space gains a bit as well, improving to 16.7 cubic feet for 2018.

 Photo by Ron Sessions

Photo by Ron Sessions

New Base Engine

Under the hood is an all-turbo engine lineup. The goal was strong low- and mid-range torque for good throttle response in all driving situations and, of course, improved fuel economy. And it sounds better, too. Using in-cabin microphones and the car’s audio speakers, an active noise cancellation quells unwanted sounds such as low-rpm rumble at cruising speeds, while active sound control enhances the “voice” of the engine during brisk acceleration. Sport models are treated to more voice and stick-shift versions get a further extra dollop of auditory enhancement.

The base 1.5-liter turbo four-cylinder has 192 horsepower and 192 lb-ft of torque from 1600 to 5000 rpm. Evolved from the engine available on Honda's Civic and CR-V, the Accord's base engine has direct fuel injection, a better-flowing four-into-two pipe exhaust system, a mono-scroll low-inertia turbo with an electric wastegate and dual variable timing control. It replaces the 2017 Accord’s 185-hp 2.4-liter four-cylinder. EPA fuel economy ratings improve about 3 mpg over last year's estimates, reaching as high as 38 mpg highway on some trims.

 Photo by Ron Sessions

Photo by Ron Sessions

Detuned 2.0-liter Turbo from the Civic Type R

Taking the place of last year’s 278-hp 3.5-liter V6 is a new 2.0-liter turbo four-cylinder. It’s optional on all 2018 Accord models except the base LX. The 2.0 turbo makes 252 horsepower and 273 lb-ft of torque in a broad plateau extending from 1500 to 4000 rpm. This is the same basic engine that, when tweaked to a higher state of tune, powers the torrid Civic Type-R hot hatch. The Accord uses a smaller turbo than the Type R for improved low-speed response, and while the Type R dines on premium unleaded fuel, the Accord’s version is designed to operate on regular.

With i-VTEC variable valve lift, the 2.0-liter Accord is enthusiastic all the way up to its 6800-rpm redline. There’s still a small touch of turbo lag if you just floor the accelerator at idle speed, but stay on the throttle and you can spin the front tires as the revs rise before shifting to second. A sprint to 60 mph is achievable from rest in just a touch over six seconds. But the real story is the 2.0-liter turbo’s sweet midrange response, and that’s what you’ll encounter the most in real-world driving. Fuel economy estimates with this engine are just preliminary, but Honda expects the 2.0 turbo to achieve EPA ratings of 22 to 23 mpg city and 32 to 34 mpg highway.

 Photo by Ron Sessions

Photo by Ron Sessions

Shifty Business

Different Accord models have different transmissions and shifters. The 1.5-liter turbo automatic is a continuously variable transmission with a wide ratio spread and seamless transitions between ratios. It does, however, come with G-Design shift logic that eliminates most if not all of the typical CVT “rubber-band” feel, delivering simulated stepped shifts under brisk acceleration. Its gear selector is a conventional PRNDL type. Paddle shifters are available on Sport and Touring models.

The automatic transmission with the 2.0-liter turbo is an all-new 10-speed unit. It’s got a super-low first gear for good acceleration from rest and four overdrive ratios for highway fuel economy. Push buttons replace the traditional shifter on the console, something that takes a while to get used to. Otherwise, the 10-speed unit is a dream, with quick, seamless shifts. Together with the torquey 2.0-liter turbo, it never seems to be in the wrong gear. Honda still offers a six-speed manual transmission, available with both 1.5- and 2.0-liter engines, but only on Accord Sport models.

An Econ mode, accessed via a button on the center console, aids fuel economy by slowing throttle response and cutting back on air conditioner output. On Touring models, there’s also a Sport button on the console. Sport mode firms up the shocks and steering, holds lower gears longer, executes quicker automatic transmission shifts and amps up the tune of the Active Sound Control.

 Photo by Ron Sessions

Photo by Ron Sessions

Accord Dynamics

A much stiffer structure for 2018 provides a solid platform for the new MacPherson-strut and multi-link rear suspensions. Both are isolated in lightweight subframes. A first-ever active damping system on the Touring model adjusts the shocks in real time for varying driving conditions and road surfaces. The ride quality is firm but not jarring. The steering effort with the new dual-pinion variable-ratio electric gear is on the light side and feedback could be better, but turn-in is reassuringly crisp (with an incrementally quicker ratio on Sport models). The car tracks straight and true down the highway. Also, torque steer under heavy acceleration isn’t really a problem. Cornering is flat with very little body lean.

 Photo by Ron Sessions

Photo by Ron Sessions


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