Good review. Have you had the opportunity to drive the 6mt?
I'm going to check out the 6 cylinder, 6mt next week. If Honda has solved the torque steer problem on the 6 cylinder, I may buy one.
Nope - we won't be getting any manuals for another month :-(. And most curiously almost all my potential accord customers have wanted manuals. But aren't prepared to wait. I really want to have an extended drive in a Sport manual to see how it compares to my TSX.
The V6 6spd should be insanely quick. EPS gives the theoretical potential to electronically lessen torque steer but I havent seen any reference to this from Honda. This much power through FWD is always going to be tricky at launch. Especially given the much improved VCM engine, with paddle shifters least you can keep both hands on the wheel!
While the all-new Accord has a lot more horsepower, the cabin was extremely quiet during the road test. “Normal conversation volume measures in at 65 decibels,” says Kelly. “The new Accord measures in at an exceptional 56 decibels. It was amazing to see the amount of soundproofing that Honda put into the vehicle.” Under the hood of the 2013 Accord, you’ll find a thick soundproofing mat, which helps keeps most engine noise away from the cabin. However, Kelly says that the Accord also features additional rubber gaskets around the edges, which provides even more soundproofing.
.
Thank you, TSX69.
Your post reminded me of the first Accord in 1976.
It's quality and design were so accomplished that sales were made to BMW owners even though Honda was new to selling cars and not then a major player. That car was a revelation.
Sounds like Honda's going back to its roots, albeit in a completely changed market in 2012.
A77 wrote: Nope - we won't be getting any manuals for another month :-(. And most curiously almost all my potential accord customers have wanted manuals. But aren't prepared to wait.
Honda, please wake up and smell the coffee! The local dealer now has 5 sport's with cvt. I would like to drive a 6 speed.
Just to add I don't think the customers all wanting manuals is typical - just one of those wierd things that happens from time to time. Then a again my one customer today wanted a manual CRV - I still sold him on an auto.
I also have 2 waiting to see Accord coupes and one a hybrid. but none on regular autos or V6s.
We recently sampled some of the new Accord offerings and came away mostly impressed. But it's no sports car, and given Honda's history of engineering impeccably crisp, lively manners into even the lowliest of its automobiles, that can be a bit of a bitter pill to swallow.
The Accord is still a great family car, and truly has no noteworthy faults. The problem is, enthusiast loyalty to Honda has been slowly waning for years now, and competition has never been stiffer. The new Nissan Altima has arrived, and the next Mazda6 is right around the corner. Many car lovers may feel that Honda just hasn't done enough to capture their attention.
Still, the Accord won't lose its stride any time soon. If you're shopping for a great all-around midsize car, then you're already familiar with the reputation of the Accord and we can safely say it'll fit the bill as well as it always has. While we mentioned that the handling feel isn't representative of what Honda once was, the average Accord buyer won't care one bit.
It just proves you have to try the cars out yourselves - there seems to be so much sloppy, lazy journalism these days. Not to say reviews aren't valuable, and serve as a good indicator, but when there is so much subjectivity, and there are so few bad cars these dfays, you really must try for yourself.
The VW failed here presumably due to its ho-hum engine. Even if MotorTrend liked it....I have only driven the V6 and it's very appealing. Then again so is the Accord V6.
The earlier MSN review repeats so many earlier errors - about the 185hp engine being more powerful than before for instance. Look, hardly anybody bought the 177hp version (in canada anyway). I'd say 95%+ of sales were with the more powerful (on paper) 190hp version. (In fact I only recall selling one 177hp model ever). Of course the new engine is better and torquier and faster in reality, but it does not have more power.
No one tests the reality that the new Accord is smaller in the back than the old model, or that even Honda admits it has less interior volume. They just follow Honda press release. lazy journalism. No-one has commented on how much harder to use the new navi/audio system user-interface is to use than the old one. Lazy journalism. MSN talks about manual availability as if you can get it with the V6 in all models, sedan and coupe...
I'd like to drive a Fusion some time - certainly its smaller Focus drives really nicely - one of the nicest small 4 door have ever driven - better than the ILX. Top trims are nicer inside too. Should be - they cost near ILX money.
CR recommend the appalling Sentra and Corolla - both bad cars surely. Astounds me that Honda gets criticised for its (excellent) 5 speed auto in many models and Toyota doesnt get vilified for its antediluvian 4 speed. Most cars in the 60s were 4 speeds. The first car I werent in ever in the 50s as a new born was a 4 speed. 50+ years later Toyota still gets away with it.
A77 wrote: Most cars in the 60s were 4 speeds. The first car I werent in ever in the 50s as a new born was a 4 speed. 50+ years later Toyota still gets away with it.
Back in the 60's and '70s, most automatic's from the Big Three were 3 speed automatic's. There was also the Chevy and Pontiac 2 speed powerglide, in production from 1950 to 1973
The overdrive automatics (3 speed and Overdrive) came in during the 80's
"THM 200-4R
When GM introduced its first overdrive transmission for '81 models, it was identified as the THM 200-4R and had gear ratios of 2.74 First, 1.57 Second, 1.00 Third, and 0.067 Fourth. This unit was basically a modified TMH 200 three-speed, which was one of the first lightweight designs produced in response to the downsized vehicle models and government-mandated fuel-economy standards of the late '70s."
My second car was a 1964 Plymouth Valiant with a 3 on the tree column shifter, although the performance cars had 4 speed sticks back then.
A77 wrote: Most cars in the 60s were 4 speeds. The first car I werent in ever in the 50s as a new born was a 4 speed. 50+ years later Toyota still gets away with it.
Back in the 60's and '70s, most automatic's from the Big Three were 3 speed automatic's. There was also the Chevy and Pontiac 2 speed powerglide, in production from 1950 to 1973
The overdrive automatics (3 speed and Overdrive) came in during the 80's
"THM 200-4R
When GM introduced its first overdrive transmission for '81 models, it was identified as the THM 200-4R and had gear ratios of 2.74 First, 1.57 Second, 1.00 Third, and 0.067 Fourth. This unit was basically a modified TMH 200 three-speed, which was one of the first lightweight designs produced in response to the downsized vehicle models and government-mandated fuel-economy standards of the late '70s."
My second car was a 1964 Plymouth Valiant with a 3 on the tree column shifter, although the performance cars had 4 speed sticks back then.
I guess my mind is being clouded by the manual transmission world I have mostly lived in - first car I went in in 1958 - 4 speed beetle, then we had a 3 speed rambler auto (with push button gears...), then a 4 speed Volvo, another 4 speed Volvo, various four speed Fords, a four speed plus overdrive Volvo (all my Dad's cars), my first 3 cars were four speeds, and from the early eighties all my cars were 5 speeds. Though I did have a Nissan Cefiro straight six auto in the early nineties and I can't remember if it was a 3 or 4 speed auto - it was crap anyways.
Still think it ridiculous that the Corolla and RAV4 soldier on with the four speed auto...it's horrible.
Even in the face of our enthusiasm for the Fusion’s style and driving dynamics, the $33,330 Honda Accord Touring got the win. And it was no great surprise for our group of testers.
This new 9th-generation Accord has an overreaching sense of rightness that covers every aspect of its being. Sit in the comfortable seats and you’re ensconced in a high-quality environment. The leather feels rich yet durable and the interestingly sculpted dash is fashioned from soft-touch plastics. All the controls are well marked and logical. The big LCD screen and backlit instrument panel provide all the necessary info at a glance—and we were not ready for the NBA-grade rear legroom and massive trunk.
Once underway, the Accord manages to feel light on its feet yet also substantial. It steers and handles with confident grace and the ride is never harsh or busy. The reworked DOHC 2.4L four, now featuring direct-injection and hooked to a continuously variable transmission, makes 189 hp and 182 lb-ft at 3,900 rpm. It works smoothly, quietly, and in the tradition of good Honda engines, spins happily to its 6,400 rpm redline.
This sedan is fleet and agile, and I will confess that I didn’t even know it had a CVT transmission until halfway through our test day, such is the transparency of this new-for-Accord fuel saving device. Between the ‘Earth Dreams’ engine and CVT, the Accord pulled off a best-in-test 8.8 L/100 km on our drive loops.
The low beltline and tall greenhouse make for plenty of headroom and good sightlines. A cool optional feature is a clever blind-spot camera called LaneWatch. Turn on your right signal and a rear-facing camera on the passenger side mirror shoots up an image on the central screen—especially good for lane changes or checking for approaching cyclists when making inner city right turns.
The traditional Honda front wishbone suspension makes way for a MacPherson strut setup here, but hey, it works just fine for BMW and Porsche.
While this new, slightly smaller Honda Accord looks every inch the conservative family sedan, it was the (distant) runner up in the Beauty Pageant. The classy front-end treatment and general cohesiveness of design make for a pleasing, if not particularly flashy presence. We’re pretty sure the Honda, Chevy, Nissan, and Toyota were talking catty behind the sexy Fusion’s back.
Ah, but what can we say? The 2013 Honda Accord has a terrific personality, and that’s what won us over. –PB
0-60 time did not improved over the 6AT 200lbs heavier they tested earlier, 1/4 time only improved by 0.1s.
This car is asking for a LSD.
"Driven normally, excessive wheelspin and torque steer are kept in line. Revving the engine and dumping the clutch, however, will result in tire smoke and some steering-wheel tug. A hard launch will bring a 0–60 time of 5.6 seconds; a quarter-mile time of 14.0 seconds at 103 mph is possible. Foregoing the brutal launch, as we do with our 5–60-mph rolling start, only adds 0.4 second to the 60-mph sprint."
0-60 time did not improved over the 6AT 200lbs heavier they tested earlier, 1/4 time only improved by 0.1s.
This car is asking for a LSD.
"Driven normally, excessive wheelspin and torque steer are kept in line. Revving the engine and dumping the clutch, however, will result in tire smoke and some steering-wheel tug. A hard launch will bring a 0–60 time of 5.6 seconds; a quarter-mile time of 14.0 seconds at 103 mph is possible. Foregoing the brutal launch, as we do with our 5–60-mph rolling start, only adds 0.4 second to the 60-mph sprint."
It's slightly faster than the previous gen V6 6MT. I agree, LSD plus some nice summer tires would easily improve those times.
0-60 time did not improved over the 6AT 200lbs heavier they tested earlier, 1/4 time only improved by 0.1s.
This car is asking for a LSD.
"Driven normally, excessive wheelspin and torque steer are kept in line. Revving the engine and dumping the clutch, however, will result in tire smoke and some steering-wheel tug. A hard launch will bring a 0–60 time of 5.6 seconds; a quarter-mile time of 14.0 seconds at 103 mph is possible. Foregoing the brutal launch, as we do with our 5–60-mph rolling start, only adds 0.4 second to the 60-mph sprint."
Yes.... that's the MAIN thing that's holding me from going to a 13 Accord MT6 instead of a 13 Civic Si.
0-60 time did not improved over the 6AT 200lbs heavier they tested earlier, 1/4 time only improved by 0.1s.
This car is asking for a LSD.
"Driven normally, excessive wheelspin and torque steer are kept in line. Revving the engine and dumping the clutch, however, will result in tire smoke and some steering-wheel tug. A hard launch will bring a 0–60 time of 5.6 seconds; a quarter-mile time of 14.0 seconds at 103 mph is possible. Foregoing the brutal launch, as we do with our 5–60-mph rolling start, only adds 0.4 second to the 60-mph sprint."
Yes.... that's the MAIN thing that's holding me from going to a 13 Accord MT6 instead of a 13 Civic Si.
0-60 time did not improved over the 6AT 200lbs heavier they tested earlier, 1/4 time only improved by 0.1s.
This car is asking for a LSD.
"Driven normally, excessive wheelspin and torque steer are kept in line. Revving the engine and dumping the clutch, however, will result in tire smoke and some steering-wheel tug. A hard launch will bring a 0–60 time of 5.6 seconds; a quarter-mile time of 14.0 seconds at 103 mph is possible. Foregoing the brutal launch, as we do with our 5–60-mph rolling start, only adds 0.4 second to the 60-mph sprint."
Yes.... that's the MAIN thing that's holding me from going to a 13 Accord MT6 instead of a 13 Civic Si.
0-60 time did not improved over the 6AT 200lbs heavier they tested earlier, 1/4 time only improved by 0.1s.
This car is asking for a LSD.
"Driven normally, excessive wheelspin and torque steer are kept in line. Revving the engine and dumping the clutch, however, will result in tire smoke and some steering-wheel tug. A hard launch will bring a 0–60 time of 5.6 seconds; a quarter-mile time of 14.0 seconds at 103 mph is possible. Foregoing the brutal launch, as we do with our 5–60-mph rolling start, only adds 0.4 second to the 60-mph sprint."
Yes.... that's the MAIN thing that's holding me from going to a 13 Accord MT6 instead of a 13 Civic Si.
Consumer Reports tests found the new Accord to be a very fuel efficient and well-rounded sedan. Its 2.4-liter four-cylinder engine, matched with a smoothly operating continuously variable transmission, squeezes out an excellent 30 mpg overall and 40 mpg on the highway. The 3.5-liter V6 is super smooth and quite powerful, snapping off a 6.3-second 0-to-60 mph time that beats some sports cars. And its 26 mpg overall is better than many four-cylinders.
C/D TEST RESULTS:
Zero to 60 mph: 5.6 sec
Zero to 100 mph: 13.4 sec
Zero to 120 mph: 20.0 sec
Rolling start, 5–60 mph: 6.0 sec
Top gear, 30–50 mph: 8.4 sec
Top gear, 50–70 mph: 8.1 sec
Standing ¼-mile: 14.0 sec @ 103 mph
Top speed (governor limited): 132 mph
Braking, 70–0 mph: 186 ft
Roadholding, 300-ft-dia skidpad: 0.85 g
The California Air Resources Board has approved Honda’s first plug-in hybrid as the first car that meets the state’s newest and most stringent smog-emission standard.
The 2014 Honda Plug-In Hybrid Accord is the first gasoline-powered car to meet California’s SULEV20 standard, the toughest in the nation and one-third cleaner than the previous lowest state standard.
This Honda model has lower greenhouse gas emissions than the fleet average standard required by all cars in 2025, the equivalent of a 50 percent reduction from current required levels.
USA TODAY, Cars.com and MotorWeek show partnered to compare the latest midsize sedans, setting a price limit of $26,000 with shipping and a fuel economy combined rating of at least 28 mpg.
To be considered in the $26,000 Midsize Sedan Showdown, a vehicle not only had to be priced right, it had to be rated by the government at least 28 miles per gallon in combined city/highway driving. That's deliberately high because we believe that's about what it'll take to get onto many shoppers' "A" list.
The price and mileage numbers did have a big impact on choices, eliminating some appealing contenders: Chevrolet Malibu, Volkswagen Passat and Mazda6.
All the contenders were 2013-model 4-door sedans. 3 are new this year — Ford Fusion, Honda Accord, Nissan Altima. The others still are pretty fresh, launched new as 2011 or 2012 models: Toyota Camry, Kia Optima, Hyundai Sonata.
Accord won, but beat Fusion by only a paper-thin margin — 8.6 points out of 1,000.
The 2013 Honda Accord is still ticking like cars do when they’ve been driven hard. The smell of singed brake pads wafts from the wheel wells. “What engine is in that?” asks a guy pulling up in a Nissan 370Z Roadster. “It’s a 6-cylinder, right?”
“It’s a 4-cylinder,” I say.
“No, it can’t be. Has to be a 6-cylinder,” he says.
We’re on the racetrack at Monticello Motor Club, where dozens of new cars are lined up for evaluation at the International Motor Press Association’s annual Test Days.
We’ve both just taken a lap—me in the Honda, him right behind in the Nissan. I got the impression from our exchange that he expected to catch me on the track, despite my head start.
And why wouldn’t he? A low-slung sports car with a potent V6 should have no problem overtaking a heavier family sedan with half the power.
I’m familiar with this particular track and was driving all out. Still, a 4-cylinder Honda Accord leaving a sports car in the dust does say something: Despite being grossly out of its element on a racetrack—as shown by how much the car leaned when changing directions—this midsize sedan is so well engineered that it maintains poise even when being flung about.
I'm almost red-faced to admit considering a new VW TDI 6M JSW vice an Acura TSX wagon. It's not the 6M in my Gen7 (but the clutch is sans slave cylinder check valve).
The 2013 Honda Accord is still ticking like cars do when they’ve been driven hard. The smell of singed brake pads wafts from the wheel wells. “What engine is in that?” asks a guy pulling up in a Nissan 370Z Roadster. “It’s a 6-cylinder, right?”
“It’s a 4-cylinder,” I say.
“No, it can’t be. Has to be a 6-cylinder,” he says.
We’re on the racetrack at Monticello Motor Club, where dozens of new cars are lined up for evaluation at the International Motor Press Association’s annual Test Days.
We’ve both just taken a lap—me in the Honda, him right behind in the Nissan. I got the impression from our exchange that he expected to catch me on the track, despite my head start.
And why wouldn’t he? A low-slung sports car with a potent V6 should have no problem overtaking a heavier family sedan with half the power.
I’m familiar with this particular track and was driving all out. Still, a 4-cylinder Honda Accord leaving a sports car in the dust does say something: Despite being grossly out of its element on a racetrack—as shown by how much the car leaned when changing directions—this midsize sedan is so well engineered that it maintains poise even when being flung about.
First review I have seen to comment on how bleedin complicated the centre stack user interface is, esp the double screen models. Only major negative in this review - apart from the one piece rear seat back. Reviewer says the old model split - it didnt. Nor the one before. I hadn't heard the comfort excuse before - what a load of BS - a rear arm rest pass through has no impact on comfort. But at least the more reviewers who complain about this omission the better. Honda will be more likely to fix it.
The Accord coupe with the V-6 and manual is terrific, a gem that makes you wonder why more cars from mainstream automakers can't be a bit more interesting. You needn't drive it hard to appreciate it. But if you do get frisky, you're struck by how competent it is.
Toyota tried a coupe version of Camry, called Solara, that was sold from 1998 into 2009, but it averaged only a modest 8% of Camry sales over those years, the automaker says. Nissan continues selling a coupe version of Altima, but it's a modest 5% to 7% of sales, and Nissan hasn't invested in redesigning it to include the massive updates of the 2013 Altima sedan.
Honda, though, has managed to do well with the Accord coupe, and expects the new one to be about 14% of all Accord sales, or roughly 50,000 a year. It shares drivetrains, major mechanical components and an assembly line in Marysville, Ohio, with the Accord sedan. That keeps incremental costs low so profits are made on relatively low volumes.
In Accord's case, Honda says, 35% of coupe buyers choose the V-6 ($31,140 and up because the V-6 is available only on the top two trim levels). Among Accord sedan buyers, 20% choose V-6s.
The 2013 Honda Accord's redesign has proven to be popular with car shoppers. In December 2012's sales numbers, the Accord easily made the top 10 with 29,428 cars sold, placing it a No. 6. The Accord sedan is the recent winner of our $26,000 Midsize Sedan Showdown, but what about the Accord coupe? Does this two-door Accord accommodate child-safety seats as well as the sedan?
For the Car Seat Check, we use a Graco SnugRide 30 rear-facing infant-safety seat, a Britax Roundabout convertible child-safety seat and Graco high-back TurboBooster seat.
![[home]](http://sohc.vtec.net/elem04/home.gif){kind=small}
![[rumors and news]](http://sohc.vtec.net/elem04/rumors.gif){kind=small}
![[model release matrix]](http://sohc.vtec.net/elem04/newmodelreleasematrix.gif){kind=small}
![[dealer network]](http://sohc.vtec.net/elem04/dealernet.gif){kind=small}
![[desktop calendar]](http://sohc.vtec.net/elem04/calendar.gif){kind=small}
![[exhaust notes]](http://sohc.vtec.net/elem04/exhaust.gif){kind=small}
![[tov forums]](http://sohc.vtec.net/elem04/forums.gif){kind=small}
![[links]](http://sohc.vtec.net/elem04/links.gif){kind=small}
![[search]](http://sohc.vtec.net/elem04/search.gif){kind=small}
![[sponsors]](http://sohc.vtec.net/elem04/sponsors.gif){kind=small}
![[garage]](http://sohc.vtec.net/elem04/garage.gif){kind=small}
![[login]](http://sohc.vtec.net/elem04/login.gif){kind=small}
