It’s always been a little hard to get too excited about family sedans like the Honda Accord. Even for buyers of the things, the release of another four-door was rarely met with much enthusiasm — and that was before crossover SUVs came in and started shaking up the marketplace. But now, with buyers increasingly opting for taller, pseudo-rugged options, the cards seem even more stacked against the humble sedan’s favor.
It’s a good thing, then, that Honda has made the 2018 Accord way more interesting than ever before. It’s more powerful yet more efficient, has more performance yet also more cargo space and, on paper, it looks like a markedly better car. But numbers don’t always equate to real-world success, so join me as I put Honda’s latest, and perhaps most important, car through its paces.
All the updates
It’s actually a little hard to iterate through all that’s changed on the 2018 Accord, the 10th generation of the car that’s now celebrating its 41st year of being sold at American dealerships, not to mention 35 years of being produced in an American factory. So, let’s start with the dimensions, because those adjustments impact everything else.
The 2018 Accord is 10mm wider and 10mm shorter, yet rolls on a 55mm longer wheelbase. It’s also 15mm lower, and the seating position has been lowered even further, a total of 25mm. All of this gives the car a much more planted look and feel, which does great things for the driver engagement factor, but those who struggle to get out of lower cars may want to take note.
The car is significantly lighter, between 114 and 187 pounds depending on trim, yet also stiffer and, with available adaptive suspension, has a better mix of ride qualities to suit your need — and your mood. The same goes for the variable ratio steering and the trio of transmission choices available.
The leanest of the bunch is a continuously variable transmission, only available on the smallest engine: a 1.5-liter turbocharged four-cylinder that delivers a nice, square 192 horsepower and 192 pound-feet of torque. That motor, with the CVT, is rated for 30 MPG in the city, 38 on the highway and 33 combined.
Your only other engine choice (until the hybrid drops in early 2018) is a 2.0-liter turbo four. Yes, the V6 is gone, but don’t cry too much, because while the new four-cylinder’s 252 horsepower is slightly down on the V6, its 273 lb-ft of torque is significantly up, and its estimated EPA rating of 23 MPG city and 34 highway are better, too.
That motor comes with a 10-speed automatic, but interestingly you can also option a six-speed manual transmission on either motor. Yes, a manual, with a clutch and everything, and former boy-racers will be glad to know it’s the same unit that’s found in the new. Just like the motor itself is quite similar to that hot hatch’s lump.
None of that matters worth a lick if the car doesn’t drive well, and so I’m very happy to report that it drives quite nicely indeed. I started off with the base 1.5-liter engine with the CVT, expecting to hate it and came away… maybe not in love, but satisfied, at least. 192 horsepower is a respectable amount, plenty enough to enable safe passing on the twisty, two-lane roads where I did most of my testing. The car never struggled on hills and, while a CVT will never be my first choice, this one was respectably well-behaved. That is to say, it didn’t annoy me.