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Featured OFFICIAL Honda Accord (10th Generation)

Discussion in 'Honda Accord' started by hoffmeister_fan, Jul 14, 2017.

  1. hoffmeister_fan

    hoffmeister_fan Well-Known Member

    2018 Honda Accord gains efficiency and refinement, loses V6 and coupe
    10th-generation Honda Accord revealed: Sleek new look echoes the Civic.

    About a month ago, we were lucky enough to get a brief taste of the all-new 2018 Honda Accord in Japan. While that drive allowed us to sample the car's new powertrains, we had to wait until today to get the full lowdown on the car, which was just revealed. The 10th-gen Accord follows one of the most successful iterations of Honda's midsize sedan ever. The ground-up design packs new styling inside and out and controversially, drops the solid but aging V6 for a turbocharged inline four.

    The overall shape is similar to that of the current Honda Civic. It looks longer, lower, and wider than the outgoing model with a steep fastback-style roof. A 2.16-inch longer wheelbase should provide some high-speed stability while giving back-seat passengers a bit more legroom. Shorter overhangs, often difficult for a front-wheel drive car, give the Accord a sportier look. The large grille has a chrome bar running across the center and on certain trims is flanked by LED headlights and fog lights. In back, the Accord features LED taillights and dual-exhaust ports.

    The greenhouse angles more towards the center of the car with goal to make it look wider than it actually is. The seats are pushed in just a bit, improving hip room slightly. Passenger volume is up 2.5 cubic feet while trunk space is up slightly to 16.7 cubic feet. Honda also announced that the Accord coupe is dead starting next year. While we may love the looks, the coupe only made up a small portion of Accord sales. Like the V6, it just doesn't make sense in today's market.

    Like the Civic and CR-V, the Accord's cabin is much improved over the outgoing model. The car uses better materials on most of the surfaces while the design is focused on maximizing space efficiency. The new seats feature improved shoulder bolsters and more heavily padded armrests. The driver's seat has 12-way power adjustment and is available with both heating and ventilation. The Accord is now also offered with heated rear seats.

    The infotainment has an 8-inch screen and knobs for both tuning and volume, and the system supports Apple CarPlay and Android Auto. There are a number of customizable tiles for various apps. The latest version of HondaLink packs emergency roadside assistance, remote locking/unlocking and engine start, stolen-vehicle tracking, remote diagnostics, geofencing, and speed tracking. Upper trim models come with a 6-inch heads-up display that shows a speedometer, tachometer, and navigation.

    The Accord is more connected than ever. In addition to the now requisite Bluetooth pairing, the new model has 4G LTE in-car WiFi. The system also means the Accord can get over-the-air updates, similar to the Tesla Model S and Model X. Every Accord has two USB charging ports, with 2.5-amp ports on EX trims and above.

    Arguably the biggest news with the 2018 Accord is the move to all four-cylinder power. As much as we love the V6, it wasn't a very popular option and was behind the times on both fuel efficiency and emissions. There will be three engines available for the Accord, two of them direct-injected and turbocharged. The third is the latest version of Honda's two-mode hybrid system. Three transmissions are available, a CVT, an all-new 10-speed automatic, and a six-speed manual. The latter is available with both turbocharged engines.

    Honda's 1.5-liter turbocharged inline-four replaces the 2.4-liter naturally-aspirated inline-four as the base engine. In the Accord, the engine churns out 192 horsepower and 192 lb-ft of torque, the latter available as low as 1,500 rpm. While on paper it's not a big leap forward, the low-end torque should make the Accord feel stronger. The CVT is standard, though the Sport trim model is available with both the CVT and the six-speed manual.

    A 2.0-liter turbocharged inline-four replaces the V6. This is no penalty. The engine is based on the 2.0-liter in the hot new Honda Civic Type R, though tuned and refined for use in the Accord. Horsepower is down from 278 to 252, but torque is up significantly from 252 to 273. Like with the 1.5 liter, torque is available at 1,500 rpm and should make the car feel stronger around town. The engine has i-VTEC and is mated to either a 10-speed automatic or a six-speed manual.

    The hybrid system in the 2018 Accord is all-new. Production returns to Ohio after moving to Japan for the past few years. The setup uses a 2.0-liter inline four that runs on the fuel-efficient Atkinson cycle. Honda claims that the 40 percent thermal efficiency is the highest of any mass-produced engine in the world. The drive motors are the first to use magnets containing no rare-earth metals. The new battery pack is mounted under the floor rather than in the trunk. That means no trunk space is lost, and the rear seats can still fold down.

    Improved building techniques and the increased use of high-strength steel and aluminum means the Accord's overall weight is down 110 to 176 pounds, depending on the trim. The same changes mean body rigidity is up. The front suspension uses aluminum control arms and is mounted to an aluminum subframe. An adaptive damper system and fluid-filled bushings should help improve ride quality.

    As with more and more cars, all 2018 Accord come standard with the Honda Sensing safety suite. This includes automatic emergency braking, lane-departure warnings, road-departure mitigation, and adaptive cruise with low-speed follow. All models also pack a rear-view camera. Blind-spot monitoring, front and rear parking sensors, and cross-traffic alert are all available as options.

    Pricing hasn't been announced, but the new Accord will be available in a number of trim levels. The 1.5-liter engine comes in LX, Sport, EX, EX-L, EX-L Navi and Touring while the 2.0-liter comes in Sport, EX-L, EX-L Navi and Touring. The hybrid comes in five trims: Hybrid, EX, EX- L, EX-L Navi and Touring. The Accord will continue to be built in Honda's Marysville, Ohio, facility.

    2018 Honda Accord gains efficiency and refinement, loses V6 and coupe


    Fewer cylinders, more turbo | 2018 Honda Accord Powertrain Prototype First Drive
    Can modified Type-R guts make up for killing the V6?

    A highly camouflaged 2018 Honda Accord prototype is circling Honda's high-speed oval at its Tochigi test center, a short Shinkansen ride from Tokyo, and doing its best to replicate the bullet train's impact on spectators. There's no warning. No "I think I hear it approaching." No exhaust trumpet sneaking ahead announcing its pending arrival. Nothing. There is only the lightly rustling of leaves, a particularly annoying crow and then 1.2 seconds of fury as a 10th-generation Honda Accord prototype breaks all of the wind somewhere near 130 mph. There's a sharp gasp and the young woman to my left is wide-eyed and staring at blank space where a car used to be.

    This is not the traditional way a carmaker reveals that it's eliminating a beloved naturally-aspirated 3.5-liter V6 and replacing it with a potentially lower-horsepower 2.0-liter turbocharged four-cylinder. But every once in awhile a show of force is required to show the world you can still throw down.

    "No. Never in the last five years." Junji Yamano, chief engineer and leader of Accord development, confidently tells us when asked if a V6 was ever really on the table for his new midsize sedan. Through a translator, the engineer gives the same pitch every other carmaker gives when making this switch: flatter torque curve, earlier low-end power, increased fuel economy ... when not on boost.

    This isn't a shock as the turbos-not-cylinders engine strategy was a significant shift for Honda that was designed to work with most, if not all, of its vehicles. If you've been paying attention recently and putting the pieces together, you'll have a correctly guessed that this is a derivative of the Ohio-built barnstormer that powers the wicked new Civic Type-R. While that engine produces 306 horses, the one in the new Accord will produce fewer, Honda confirmed. The reasons for this are pretty simple as midsize sedan buyers have different expectations of power delivery, fuel economy, and NVH; and midsize sedans have more mass to move around.


    Specific changes include a low-inertia turbocharger, a secondary balancer, and tuning for regular fuel compared to the Type-R which likes the premium juice. If we had to guess on what the final spec sheet will say, we'd bet this is pushing 260 horsepower at 6,500 rpm, 255 pound-feet of torque right around 1,750 rpm, and a highway fuel economy number of 35 mpg. As the replacement for the V6, this 2.0 is certainly not the only powerplant we'll see in the upcoming Accord. Honda confirmed a hybrid variant and announced the base motor would be the company's ubiquitous 1.5-liter turbo four cylinder that does duty in the CR-V and Civic.

    Backing up this motor is another semi-shared part, the 10-speed automatic we've just sampled in the all-new Odyssey. Honda wasn't ready to confirm what, if any, changes were made to the transmission itself for this application beyond a unique torque converter.

    The other big news on the powertrain front is the availability of a six-speed manual with either of the two conventional engines. "Based on Civic and Type-R, we know that the characteristics of these engines are very good with a manual transmission," a Honda rep tells us; Having just stepped out of a Type-R, we couldn't argue. And because we're not accountants or profit-focused product planners, we're not going to argue with their decision to include a manual transmission at all. As expected, the Accord remains front-drive regardless of engine and transmission.

    We've been warned that the prototype vehicle we're about to drive is an early build. The engine and transmission are nearing the final stages of completion, but the interior, exterior, and suspension seen here should not be taken as anything like production-ready. Considering that, we'll only talk for a moment about these things and focus on the motor in a minute.

    From the outside, this Accord prototype looks longer, wider, and lower than the current car. Through the camouflage tape, the LED headlight assemblies look thin and angry. The hood looks lower than those found on almost any other production car in the post pedestrian-crash era. Finally, while it could be the camo, there's an elegance to the profile here that we think is owed to that low hood and what looks like a pushed-back dash.

    Inside was a sea of, yup, you guessed it; camo. The only thing we can definitively say is that there is a ton of room on the inside. You've got excesses of height and width to work with in there that some other midsize sedans have lost as dashes, chunky door panels, and center consoles started sliding into our space.


    Finally out on the track, the Accord performs almost exactly as we'd expected it to. Though we were told not to focus on it, we can't help but find the steering to be exceptional for the class. It's light on center yet requires no thought to stay in the lane and has no slop. Honda engineers admitted that behavior was one of their primary goals. The engine itself is less exemplary; it just feels, pulls, sounds and acts like every other modern turbocharged four-banger paired to a many-geared transmission.

    From a dead stop with lots of pedal pressure (50-100 percent), the Accord absolutely moves. It puts you back in your seat an inch while staying sewing-machine smooth and making a great noise that's half intake and half exhaust. And when the transmission only has to upshift, the gearchanges are crisp and fast, keeping the power right where it needs to be. Acceleration doesn't really drop off until about 100 mph and then it's more of a slight drop as we hit 120 and then 125 before really thinking about it. The engine's as smooth and quiet at triple-digits as it is at 65 as it is at idle. It's pure Honda engineering talent on display. But you learn little from circling an oval in a family sedan, so we backed off and replicated some highway cruising and passing maneuvers from various real-world speeds.

    These are the situations where the Accord's 2.0, just like all of the other motors of its ilk, kind of fall short. Tuned for fuel economy, as soon as you start a steady-state cruise, the transmissions leap to the highest gear possible and the engines try to use that turbo as little as possible. Prod it for a little extra momentum and you're met with a bit of a lag as the 10-speed starts dropping to find the right gear followed by a little bit more of a wait while the turbo spools up.

    While these situations can seem a little annoying, there are two very real rubs to this behavior: The first is that as soon as you want to use the power, those low-load EPA fuel economy numbers get burned up and dumped right over the turbine. Second is that, after experiencing this a few times, confidence in the powertrain declines. If you need to accelerate to catch a gap in traffic or get out of a jam where it may be too late to brake, the last thing you want is noticeable, two-step delay.

    The 2018 Honda Accord won't go on sale until later this year which means that Honda will have tweaked the formula to the best of its ability. Given Honda's near 70-year history of engineering excellence, if it can't crack this nut, nobody can.

    Fewer cylinders, more turbo | 2018 Honda Accord Powertrain Prototype First Drive
    • Like Like x 5
    • Informative Informative x 1
    • hoffmeister_fan

      hoffmeister_fan Well-Known Member

      I am not feeling the exterior of this generation. The current generation looks tasteful, particulary before its ill-attempt of a facelift. The front looks awkward, the rear looks needlessly fussy, and with the 6-windo fastback profile, I get a strong wiff of the current Cehvy Malibu.

      I quite like the interior though. It seems heavily influenced by the facelifted Mazda6, and that's a good thing, IMO. One of the details I quite like is how they integrated the door pulls. And about time they added rear air-vents.

      Powertrain options.... I'd be reluctant to a have 1.5L Turbo pulling what is essentially a full-sized sedan. And then you have that coupled with a CVT. Not very enticing.

      If I am being honest, thus far, I am disappointed and this coming from a Honda loyalist
      • Agree Agree x 1
      • Giannis

        Giannis Global Moderator / Editor Staff Member

        I think it looks good!
      • ThroughandThrough

        ThroughandThrough Well-Known Member

        Interior is fine, but the exterior screams Korean. (n)
        • Agree Agree x 5
        • Serpens

          Serpens Active Member

          I think it looks fantastic. The rear isn't as good as the previous generation but everything else is a major upgrade.
        • SKY

          SKY Well-Known Member

          Someone set his Delorean to a 2006 time travel when designing this car.
          • Funny Funny x 2
          • sako97

            sako97 Well-Known Member

            Nice interior; actually best in class by a margin.
          • hovabongZA

            hovabongZA Active Member

          • HUTSUTAo

            HUTSUTAo Well-Known Member

            • Informative Informative x 2
            • gdm

              gdm Well-Known Member

              Very good family car.
            • Gianclaudio

              Gianclaudio Well-Known Member

              Big step backwards, exterior wise. Looks like a giant Civic with all those unnecessary details. Not an ugly car by any means, but the Mazda 6 remains untouched between the Japanese, and all euro ones look better: Passat, Mondeo/Fusion, Talisman, Insignia and 508.

              The interior on the other hand is very nice, specially for its class.
              • Agree Agree x 2
              • martinbo

                martinbo Global Moderator / Editor Staff Member

                Whilst the interior verges on Teutonic, the exterior couldn't be further from that. A weird looking car.
                • Agree Agree x 1
                • E63 AMG

                  E63 AMG Member

                  Not bad.

                  I'm going to have to get use to the front, it looks very "Fit-ish" however :O

                  Views from the rear are pleasing.
                • rurella

                  rurella Active Member Premium Member

                  Interior looks great. Exterior has a sportback vibe.
                • klier

                  klier Member

                  Where is my face_puke icon?????

                  What a disaster of a car. A mix of Japanese and American truly is the worst we can possibly get.
                • rurella

                  rurella Active Member Premium Member

                  Ouch. There must be a few Japanese and American cars you are fond of?
                  • Friendly Friendly x 1
                  • Mr. Mercedes

                    Mr. Mercedes Well-Known Member

                    Interior looks great, but the exterior has lost all sense of class and refinement.

                    Honda is not even a shadow of the company it used to be thanks to their obsession with pandering to the American market.
                  • Rolf

                    Rolf Well-Known Member

                    Its a big improvement on the rather boring looking current model. Although not a beauty queen, at least Honda have been more adventurous with the styling and the interior seems decent enough.
                  • klier

                    klier Member

                    Haha, yes. Let me rephrase that to 'the worst parts of Japanese and American design put together'.

                    But to be fair, I can't really think of an American car I like that's in production today.
                    Really, pay no attention. I pretty much only like European cars.
                  • rurella

                    rurella Active Member Premium Member

                    Mustang GT 350 Cobra?

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